CERTAIN IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE POWER; ALSO, IMPROVEMENTS, IN RAILROADS AND OTHER ROADS, AND IN SUPPORTING PRESSURE, RESISTING STRAIN, AND PROTECTING AGAINST FIRE
Year: 1849

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, THOMAS
CLARKE, of Hackney, in the County of Middlesex, Engineer, and THOMAS
MOTLEY, of the City of Bristol, Civil Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Fourteenth day of March (1849), in the twelfth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto us,
the said Thomas Clarke and Thomas Motley, our, exors, adñiors, and assigns,
Her especial licence, full power, sole privilege and authority, that we, the said
Thomas Clarke and Thomas Motley, our exors, adñiors, and assigns, and
every of them, by himself or themselves, or by our and their deputy or
deputies, servants or agents, or such others as we, the said Thomas Clarke
and Thomas Motley, our exors, admors, and assigns, should at any time agree
with, and no others, from time to time and at all times thereafter during the
term of years therein expressed, should and lawfully might make, use, exer-
cise, and vend, within that part of Her Majesty's United Kingdom of Great
Britain and Ireland called England, Her. Dominion of Wales, and Town of
Berwick-upon-Tweed, in the Islands of Jersey, Guernsey, Alderney, Sark, and
Man, and also in all Her Majesty's Colonies and Plantations abroad, our
Invention of "CERTAIN IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE
POWER; ALSO, IMPROVEMENTS, IN RAILROADS AND OTHER ROADS, AND IN SUPPORTING
PRESSURE, RESISTING STRAIN, AND PROTECTING AGAINST FIRE;" in which Letters
Patent is contained the proviso requiring that we, the said Thomas Clarke

page_text: and Thomas Motley, shall particularly describe and ascertain the nature of
the said Invention, and in what manner the same is to be performed, by an
instrument in writing under our hands and seals, or under the hand and seal
of one of us, the said Thomas Clarke and Thomas Motley, and cause the
same to be inrolled in Her Majesty's High Court of Chancery within six
calendar months next and immediately after the date of the said Letters
Patent, as in and by the same, reference being thereto had, will fully and
at large appear.
$
:
NOW KNOW YE, that in compliance with the said proviso, we, the said
Thomas Clarke and Thomas Motley, do hereby declare that the nature of the
said Invention, and in what manner the same is to be performed, are fully
described and ascertained in and by this present Specification thereof, refe-
ence being had to the Drawings hereto annexed, by the figures and letters
marked thereon and herein-after set forth, that is to say:-
The nature of the said Invention, as herein-after set forth and described,
consists,―
Firstly, in certain improvements in obtaining and applying motive power.
Secondly, in certain improvements in railroads and other roads.
And, thirdly, in certain improvements in supporting pressure, resisting
strain, and protecting against fire.
In the Drawings hereto annexed, similar letters of reference are generally
placed upon and denote corresponding parts in all the Figures whenever they
are referred to in conjunction therewith.
First, as to the improvements in obtaining and applying motive power:-
Sheet I., A, of the Drawings hereto annexed, exemplifies the improvements
in obtaining motive power in steam generators. Fig. 1 represents a vertical
section of the improved boiler; Fig. 2, a transverse vertical section through
A, B, Fig. 1; and Fig. 3, a horizontal plan through C, D, Fig. 1. A is an
upright tube, the upper part forming a steam chest; B, horizontal semi-
circular pipe connected at one end of the tube A; C, C, two smaller pipes
connected to the lower end of the pipe A; D, D, two clusters of small tubes,
the lower ends of which are secured to the half tubes C, C, and the upper
ends to the tube B, as more clearly exhibited, Fig. 2. The fire is placed
between these two clusters of tubes, the flame and heated air passing round
and impinging against them in its way to the chimney. The tube A is filled
with water up to the level a, thus completely filling the small tubes D, D, and
part of the tube B with water. The steam, as it is formed in the small tubes
surrounding the furnace, flows into B, and from B to A into the steam chest.
The water carried up with the steam in the small pipes is separated in A, and
...
:

page_text: flows down into C, to be again carried up by the ascending current in the
small. tubes. To enable smaller tubes than have hitherto been found prac-
ticable to be employed without becoming injured by the intense heat, we
cause a more rapid circulation of the water to take place through them than
there would be if left to its own ascending power merely: A method of
accomplishing this is fully exhibited in Fig. 1, where E is a vertical spindle
working through a stuffing box in the bottom of the tube 'A, and into
a socket in the top of the tube. A fanner F is keyed fast to the lower part
of the spindle in the tube A. This receives a rapid rotorary motion from the
pulley G; the former, by its centrifugal action on the water, will draw it away
from A, and force it with rapidity through C, C, and up through the small
tubes D, D, into B, where it will again ascend into A to be acted on again
by the fanner. By thus employing mechanical means to keep up a rapid.
circulation of water through the water spaces exposed to the action of the fire,
the same may be made much smaller than has hitherto been found practicable,
without any danger of their becoming overheated or decomposing the water,
and this will also prevent any sediment from taking place in these tubes. By
making the tubes smaller than hitherto, they may be made lighter with the
same degree of strength as if of the ordinary thickness, and will expose a
much larger heating surface to a given quantity of water than has hitherto
been practicable. 'H, Fig. 1 represents a fanner keyed fast to the upper part
of the spindle A, and revolving with it. The object of this to prevent priming.
The water that is mechanically mixed with the steam will be separated in
passing through the former, and be driven against the sides of the steam chest
by its centrifugal force, and falls back again into A, leaving the steam to pass
dry to the engine.
"
We would here remark that: what we claim in respect to the improvements
in obtaining motive power. consists,
First, in producing a rapid circulation of water in steam boilers by
mechanical means.
Second, the centrifugal action of a fanner to separate the water mixed
mechanically with the steam (that is, when it is what is termed "priming").
. Thirdly, the general arrangements of the boiler herein-before described.
Sheet I. of the Drawings hereto annexed exemplifies our improvements in
applying motive power as regards locomotive carriages for common roads,
which consist,-
Firstly, in a mode of steering the carriage.
Fig. 1 is a vertical section taken through. the centre of the two front or
steering wheels of the carriage... A, the axle, which is square throughout;

page_text: each end of the axle. These sockets
The axle passes through this slot, and
B, B, two cast-iron sockets fitted on to
have a longitudinal slot in the centre.
a pin (C, C,) passes through the socket and axle. The outside of the socket
is cylindrical; and on this the wheel revolves, as on an ordinary axle. D, D,
are two rods, one fitted into each socket, for turning the cast-iron sockets
horizontally on the pins C, C.
Fig. 2 represents a horizontal section of axle and wheels showing the longi-
tudinal slot in the socket to allow each wheel to vibrate on the pin C, C.
The dotted lines show the position of the wheels and levers in steering.
Fig. 3 is an enlarged horizontal section of the nave of the wheels, shewing
the manner of fitting in the lever D.
Fig. 4, front elevation of a nave, showing the horizontal slot in the cast-
metal socket.
In Sheet 2, Fig. 2 represents a plan of the levers for turning the steering
wheels as may be required.
Sheet II. Fig. 1, a side elevation of the said improved steam carriage,
with a separate passengers' carriage attached; Fig. 2, a horizontal plan of
steam carriage, shewing the arrangement of levers for turning the improved
wheels. Fig. 3 is a side elevation, with outside case removed, shewing the
mode of applying the power to the driving wheels. Fig. 4 is a transverse
section through A, B, Fig. 1. Fig. 5 represents a longitudinal section of the
carriage, showing the mode of applying power to the driving wheels by con-
necting rods, instead of by the means shewn at Fig. 3. The improved mode
of applying motive power to the driving wheels, as shown in Fig. 3 and 5,
consists in employing two radius rods supporting an intermediate shaft.
Power is communicated from the steam-engine shaft G to the intermediato
shaft C, and from the shaft C to the driving wheel H. The intermediate
shaft C is supported and kept in its proper position by the radius rods D, D.
These rods move freely on their centres at G, C, and H. By this means the
points H and G may move to any extent to or from each other, giving full
liberty for the action of highly elastic springs, without at all affecting the
power applied to the driving wheels. The power may be communicated from
the engine shaft G to the driving wheels by leather straps, as shown in Fig. 3,
by connecting rods, as shown in Fig. 5, or by spur wheels. In the common
road steam carriages hitherto constructed, the power has been communicated
to the driving wheels by employing one radius bar only, the shaft C being con-
nected rigidly to the carriage, and the point vibrating in a vertical direction
only. Thus all the shocks the driving wheels receive from passing over bad
roads in a longitudinal direction are imparted to the machinery and carriage

page_text: with full force. By our improved arrangement of two radius rods and an
intermediate shaft, the springs are allowed to vibrate to any extent either in a
vertical or longitudinal direction, by which means highly elastic springs may
be used, and the machinery preserved from any concussion arising from bad
roads.
Another of our improvements consist in applying power to the steering
wheels before described. This is shown in Fig. 3. The power is com-
municated to the intermediate wheel E, supported in its position by the radius
rods D, D. The intermediate wheel is here supported vertically over the
steering wheel. The arms of the wheel E are made to answer the purpose of
an universal joint, similar to a mariner's compass, by which means the outside
rim of the wheel E will always assume the same angle as the steering wheel,
the axle always remaining parrellel to the engine shaft.
Our improvement in the condenser consists, first, in forming the framing of
the carriage of hollow tubes, also forming the partitions with hollow spaces,
into which the steam enters from the exhaust pipe of the engine. The top of
the carriage is surrounded with railings, as shown in Fig. 1, formed of hollow
tubes, the top rail receiving the steam from the exhaust pipe of the engine,
when it is instantly distributed through all the small vertical pipes, the water
from the condensed steam flowing into a cistern at the bottom of the carriage,
to be again returned to the boiler by the feed pumps. The tubular railing of
the passenger carriage is connected to the railing of the steam carriage by a
flexible tube of vulcanized india rubber, as shown at a, Fig. 1.
Sheet III. Fig. 1 represents a vertical section of a steam carriage and
passenger carriage; Fig. 2, plan of the same, shewing the method of steering.
These are two perfectly distinct carriages, and connected together by two
rods A, A, one on the top and the other at the bottom of the carriage. These
two carriages are connected together endways by two chains; the end of one
chain is fastened at a to one carriage, and at 6 to the other carriage; the other
chain is fastened at c and d. Thus, when one carriage is moved out of a
parrellel line with the radus rod A, the other will be forced into the same
position by the connecting chains, as shewn by the dotted lines in Fig. 2. The
steering is effected by the aid of the levers in the following manner:-The
steersman will move the lever B from b, b; one end of this lever is attached to
the rod c, which rod is attached to the L lever D; this lever moves on a pin
in the rod A, the other end of the said lever being attached to the rod E, which
rod is attached to the carriage at F. By moving the lever B in either direction
the point F will be moved either nearer or farther off from the radus bar A,
and so turn the carriage in the direction required. The method of applying

page_text: the power to the driving wheels is shewn in Fig. 1. Two radius rods D, D,
supporting the intermediate shaft E; the upper end of the radius rod D, d, is
fixed by a joint to the carriage; the steam cylinders is fixed to the sides of this
radius bar, and is allowed to ociliate with it. The cylinders work the crank
shaft E, from which the power is communicated to the driving wheels by a
strap. It will be seen that these radius rods, as those shewn in Sheet 1, will
allow for the perfect support of the machinery on springs, without interfering
with the power being applied to the driving wheels.
Sheet 4 represents another form of steam and passenger carriage. Fig. 1
. represents a side elevation, and Fig. 2 a horizontal plan, of the top of the
carriages. The steam machinery is in the first carriage. This is attached to the
passenger carriage by a joint at A, A. The steering of this carriage is effected
by an improved machinery, as shown in Fig. 2. a, a, is a segment of a tooth-
wheel, bolted firmly to the passenger carriage; an endless screw B revolves in
bearings fixed to the steam carriage at b, b, this screw gears into the toothed
segment a, a. The steersman gives motion to the screw by the bolt c; by
turning the screw either way it throws the carriages out of a straight line with
the other, making them assume any angle that may be required for turning.
This method of giving motion to the segment by means of an endless screw is
adopted for any description of steam carriage, and its advantages are, that
it forms a perfect lock, unless power is applied to the screw, as no power
applied to the carriage can shift its position. The screw may be worked by
the power of the engine, thrown in and out of gear by the steersman..
Sheet 5.-Fig. 1, represents another form of steam carriage. In this arrange-
ment the steam carriage and passenger carriage is formed in one carriage;
the passengers are at each end, and the steam machinery in the centre
compartment, power being applied to all the four wheels. The steering is
effected by the improved wheels, shewn in Sheet II. and before described.
The steering levers are coupled together by levers, by which means all four
move in an angular position when acted upon by the steersman. By this
means, for turning a given angle, each weel is only moved to one half the
extent that is required in regard to the arrangement shewn in Sheet II.,
Fig. 1 and 2.
Fig. 2, Sheet V., shews another arrangement of steam and passenger
carriage, the description being there given. We claim the general arrange-
ment of the carriage, and the general arrangements of the machinery, as set
forth.
"
Sheet IV. of the Drawings annexed exemplifies our improvements in
applying the motive power obtainable from the pressure of the atmosphere of

page_text: pump,
steam or compressed air or of water to the working of pile-driving engines.
Fig. 1 an elevation, with section of cylinder for working appendages. A, a
vacuum cylinder of wrought iron, closed at bottom and open at top, having an
air-tight piston and self-acting slide gear; this is fixed to any convenient part
of the frame of a common pile engine. A pulley B is fixed to the top of the
piston, and rises or falls with it. The chain or rope is attached at one end
to the rammer, it then passes over the pulley on the top of the machine, and
under the pulley B, then over the fixed pulley C, and passing down under the
bottom of the frame, is brought up and affixed to the head of the pile. The
power is derived from. a steam engine or other prime mover fixed at any con-
venient spot, which works an air pump for producing the exhaustion.
Communication is made between the air pump and the pile-driving machine
by small wrought-iron tubes, connected together by flexible joints of vulcanized
india rubber. The mode of action is as follows:-Assuming the ram to be
down on the pile head, and the piston, consequently, at the top of the vacuum
of the cylinder, communication is opened by the valve gear with the air
exhaustion then takes place in the cylinder, the piston descends by the external
pressure of the atmosphere and raises the ram. When the piston arrives at the
bottom of the cylinder, the valves reverse themselves, communication with the
air pump is then shut off, and the external air admitted under the piston.
Equilibrium being now restored, the ram falls with the full effect of gravity on
the pile, the valves are again reversed, and the same operation is repeated.
Thus a succession of short heavy blows are given rapid, in proportion to the
power of the steam engine, as by this arrangement of the pulleys, the distance
between the pile head and the face of the ram is always the same. Fig. 2,
vertical section of pile engine to be worked by the pressure of steam. The steam
cylinder is fixed in a vertical position at the bottom of the frame, the steam
acting on the top of the piston; the piston rod is attached to a rod D, to
which is fixed a pulley E, one end of a rope or chain, being made fast to the
frame at F, passes under this pulley, and over the fixed pulley G on the top of
the engine. To the intent of this chain is suspended a pulley H, over which
a second chain passes, one end of which is attached to the ram; the other,
passing down under the bottom of the frame, is brought up and affixed to the
head of the pile. By this arrangement of pullies the piston moves through
only one fourth the space of the rammer, consequently with only one fourth
the speed of the raminer in falling; therefore all injury of the piston is pre-
vented by being drawn up by the fall of the ram. A crab engine is fixed to
the bottom of the frame, worked by a small ocillating steam cylinder for
raising the pile into its place. Fig. 8 shows the steam cylinder fixed hori-

page_text: zontally to the bottom of the engine. The steam boiler is fixed on a separate
frame, connected to the steam cylinder by a jointed steam pipe; a chain shorter
than the steam pipe is connected at one end to the boiler, and at the other end
to the pile engine frame, to prevent the steam pipo from being ruptured in
shifting the machine. The steam pipe is made with universal joints to allow
the pile engine to be moved a given distance without moving the boiler.
Fig. 4, horozontal plan of the pile engine, shewing the mode of fixing the
steam cylinder. Fig. 5 a transverse vertical section of the frame and steam
cylinder.
Sheet V. represents a detailed plan of the valve gear. Fig. 1, a section of
steam cylinder and valve gear; A, stean cylinder; B, piston; C, valve
nozzle, fitted with cylindrical piston valves. The nozzle is made in two parts
C, D, the bottom part D being larger in diameter than the part C. Two
pistons E and F are fixed to the same rod, and slide up and down steam-
tight. When the pistons are in the position shown in the Drawing the steam
is admitted freely into the cylinder, forcing the piston in the direction of the
arrow; but when the valve pistons are down to the bottom of the space D in
the position of the dotted lines, then the passage H is open to the exhaustion,
and the steam from the cylinder escapes into the atinosphere, to allow the
piston valves to work with sufficient rapidity. A branch steam pipe G, with
a three-way cock, allows the steam to act under the piston valve F, which
brings it up into the position shewn in the Drawing. The three-way cock is
then shifted to allow the steam in D to escape into the atmosphere, when the
superior pressure on the valve F brings it down. The cock G is again shifted
to admit steam under the valve F, when it is again forced up. The cock G
is shifted by tappets on the piston rod at I. J, J, are india-rubber buffers to
prevent the valve pistons striking the top and bottom of the valve nozzle.
The arrangement of this machine may also be applied for boring holes in
stones and similar substances, in which case the boring tool is introduced
instead of a pile, and one end of the chain is attached to the top of the boring
tool, a slight rotary motion being given to the boring tool, after each blow.
We would here remark, that what we claim in respect to pile-drawing engines
is, the application of the pressure of water as set forth and described, and the
arrangements of the machinery generally herein-before described and exemplified
by the Drawings. We also claim the above-described arrangement as adapted
to the purposes of boring into or through stone and the like substances.
Sheet VI. of the Drawings annexed exemplifies our improvements in
applying motive power to the working of excavating machines. Fig. 1 repre-
.sents a side elevation of the machine as in actual work. This machine works

page_text: in the same manner as men would do with a shovel. A is the shovel; B, a
strong bar; C, a crank connected to the bar B, and set in motion by the spur
wheel and pinion; D, a radius bar attached at one end to the frame of the
machinery, and at the other end to the bar B. By the revolution of the crank C
such motion is given to the shovel as to cause it to describe the curvilinear
course shewn by the dotted lines. F, a stage or platform to receive the
materials from the shovel. The shovel (A) is not rigidly fixed to the bar B,
but turns on an axis, so that when it is at the highest point it is turned round
by a man by means of the handle A, and its contents emptied on the platform
F. A steam boiler is fixed on the frame, which works a steam cylinder and
the pinion G. The machine, with the steam boiler and all appurtenances,
turns horizontally on a centre E; therefore, when the machine moves forward,
equal to what the cutter is capable of cutting at each stroke, it then moves
horizontally around the centre E, equal to half the circle, cutting the two sides
and front parts of the "cutting" before it receives the next progressive move-
ment forward.
Fig. 2 represents another modification of the mode of delivering the
earth on to the platform. The shovel is here shewn attached to the bar B by
a vertical joint C. When the shovel is raised to the highest point, and at the
moment of returning, the momentum of the earth and shovel throws it into
the position shewn in the Drawing at this Figure.
Fig. 3 and 4 shews another variety of cutter for digging or breaking up
hard ground. These cutters are to be exchanged for the shovel whenever the
ground may require it, the purpose of these cutters being to break up the
ground after the manner of a pickaxe.
Fig. 5 represents a more perfect machine for railway cuttings and other
similar works. The Drawing exhibits a side elevation of the machine, shewing
the mode of delivering the earth into the carts.
Fig. 6 represents a horizontal plan of the same machine. H, a three-
throw crank, the shovel being attached to the centre, crank, the two outside
cranks working the cutters above described for breaking up the ground for the
shovel. On the top of the machine are horizontal beds or platforms a, a, a, a,
to receive the earth from the shovel, such platforms turning upon joints or
hinges, by which they are attached to a framing revolving horizontally around
the chimney of the engine, by which revolution the earth will be brought
round to the carts I, I, I, into which it is emptied by tipping the platform.
The engine and cutters revolve horizontally from the centre from J to K.
The cutters break up the ground on either side for the shovel. The earth is
thrown on the revolving platform by its momentum, when the motion of the

page_text: shovel is immediately reversed. What we claim in respect to excavating
machines is the combined circular and vibratory motion of the cutters, and the
general arrangements of machinery before described.
Sheet VII of the Drawings hereto annexed exemplifics certain modes of
constructing bridges for railroads and other roads. Fig. 1 exhibits in side
elevation a girder bridge, in which each beam (A) is constructed of a hollow
tube or series of tubes, instead of being made of a solid bar of metal as
hitherto. The several tubes are joined together by junction collars or joints B,
so as to form one continuous tube C, supporting pillars which are made of
hollow tubular form, and fitted into sockets formed at the bottom of the
junction collar B; the tenoion bars D being connected to the supporting
pillars by means of brace plates and keys, as shewn at 1, 2, 3, 4. In con-
structing a bridge according to this Invention, the several tension' bars are
connected transversely by transverse bolts.. E is a rib formed on the top of
each beam, to which the joints for supporting the platform are to be made
fast, by notching down the same thereto (as F). G, the platform of the
bridge. Fig. 3, a side elevation of a suspension girder bridge, in which the
tubular bean A is placed above the platform G of the bridge, the tension
bars being arranged in the manner ordinarily adopted as regards such bridges,
by which the platform is suspended from said beam.
Figs. 1 & 2, Sheet VIII., side elevation of part of a bridge in which the
tension and pressure bars are joined together by bringing the ends of the
same towards a centre, in similar manner to the spokes of a wheel. A is a
junction plate or boss-formed circular, with dovetail recesses therein, into
which the dovetailed ends of the bars B are fitted. A circular plate C is then
fitted over such boss, through the centre of which the transverse bar passes,
the plate and box being secured upon each side by suitable keys or fastenings.
A bridge constructed according to this improved mode may be erected without
the aid of fixed scaffolding or centering, by attaching the horizontal beams
to piles, or other mode of fastenings, to the abutments or land to which the
bridges joined, the building of the bridge being commenced at each end at
the same time, and proceeded with till the centre is arrived at, when a
junction is formed by means of staples and bolts to allow expansion and
contraction. What we claim in regard to the improvements in bridges
consists, in constructing bridges in the manner herein-before set forth and
described.
.
-Sheet IX-Fig. 1 exhibits a plan view of a timber trackway, proposed to
be used for common roads to facilitate the motion of steam or other carriages
thereon. A, denotes a triangular trough made of timber two inches thick, so

page_text: as to have an inner space of eighteen inches wide and nine inches deep,
secured together as shewn in section at Fig. 2. B, angular blocks of wood,
having the grain vertical as regards the road or trackway. Fig. 2 represents
a transverse vertical section of Fig. 1, the same letters of. reference denoting
corresponding parts: Fig. 3 represents a track eighteen inches wide, having
blocks (B) with vertical grain uppermost, twelve inches by six inches, and
four inches thick, such blocks being nailed or secured upon an eighteen inch
plank two inches thick, a strip of hard wood-C, being affixed to the outer
edge of the plank, such strip being six inches deep, being the depth of the
plank and blocks. Fig. 4 represents wooden paving for streets or roads.
The blocks B, having the vertical grain uppermost, are screwed, nailed, or
pinned to a plank (B¹) twelve feet long, twelve inches wide, and two inches
thick, fixed as shown in the Drawing, with block to project one and a half
inch to two inch over the edge of plank, so as to form a junction with the
next plank, the projecting end to bear upon the adjoining plank on one side,
and one end to have a groove cut one inch deep, and three quarter or an inch
wide. What we claim in regard to the above-described improvements in
forming trackways for railroads and wooden paving for common roads, consists
in constructing such trackways and paving in manner herein-before set forth
and described.
As regards the improvements in supporting pressure, resisting strain, and
protecting against fire, Sheet X. of the Drawings (Fig. 5) represents a side
view of the improvements in bearers or sleepers for railroads composed of
wrought iron and timber. A denotes a bearer twelve feet long and six inches
deep (which may be made of increased length or depth according to the loads
it may be required to bear. Fig. 6 represents the upper surface of this
bearer (A) before the iron rule or bar B is fixed, shewing the upper edges
of the iron and timber. Fig. 6 is a section of the bearer, shewing the two'
wrought-iron sides with the timber between, to be secured together by three-
quarter inch bolts at every two feet, in manner as shewn by the dotted lines.
Fig. 7 is a section of the iron bar or rail, of slightly convex surface, of such
thickness as may be deemed best suited to bear the load or pressure. Fig. 8
shews the 'upper surface of Fig. 5, with the iron rail or bar affixed thereon,
by means of bolts. These bearers may be secured in cast-iron chairs, fixed
on transverse timbers of the most approved construction, or on piles prepared
with notches cut in the top part, so as to be suitable for cast-iron chairs,
the timber in either case to be halved together so as to make it continuous,
assuming the length to be twelve feet between each chair or pile, the 'two
bearers to be secured by a strong bar or bolt at half way between each chair

page_text: or pile. What we claim as regards the above-described bearers or sleepers is,
constructing the same in manner above described. Figs. 3 & 4, Sheet VIII.,
exhibits a form of constructing a railway upon piles. A, longitudinal timbers;
B, transverse bars; C, iron bolt passing through, securing the two piles.
Fig. 4, side view of Fig. 3. D marks the piles, having notches at top to
receive side rails.
Sheet X of the Drawing.-Fig. 1 exhibits a plan view of a fire-proof flooring
for houses and other buildings. Fig. 1, A, A, A, shews the cross or T head
of the joist; B represents the perforated sheet iron on which the plaster or
fire-proof composition is laid, so as to avoid the use of laths of wood. Fig. 2
represents a cross section of the flooring. A shows the section of the flooring
boards; B, the section of the timber, two and a half to three inches square,
notched down on the head or upper part of the iron joists; C shows the
section of the iron joists, seven inches deep, one quarter inch thick, with a
cross head of two inches, viz., one inch on each side of the middle part of the
same or thicker substance, to be increased or diminished in depth or substance,
according to the presumed or load they may have to sustain, one inch from the
top. a, cross rib, similar to the bottom rig, to project half an inch on each
side of the centre part; 6 represents concrete or other incombustable material;
e shows the section of iron plate bent, and resting on the flange at the bottom
of the joist; f, the section of the perforated sheet iron; g, the open or empty
space between the ceiling and floor. The dotted lines represent the lower
surface of the plastering. Fig. 3 represents the upper surface of the floor.
a shows the flooring boards; b, the pieces of timber, two and a half or three
inches square, notched down upon the joists, to which is nailed the flooring
board; C shows the top part of the iron joist, or, for the three inch timber
bearers, wrought iron bars two inches by one quarter, or stronger if needful,
may be substituted, notched in like manner upon the joist, when the flooring
may be made of slate, marble, or other incombustable material. The improve-
ments in fire-proof floors may be applied to existing buildings by having a
plate of iron similar to the plate secured by means of screw bolts passing
through the iron to the ordinary joists, the other arrangements being similar
to those above described. What we claim as regards the above described
fire-proof flooring for houses and other buildings is, constructing the same in
manner above described.
Having now described the nature of the said Invention and in what manner
the same is to be performed, we hereby further state that it is to be under-
stood that we do not confine ourselves to the. precise details nor the exact
proportions herein-before set forth, described, and exemplified; but we claim

page_text: the exclusive use of the said improvements, together with any such immaterial
variations as practice may suggest.
In witness whereof, I, the said Thomas Clarke, have hereunto set my
hand and seal, this Fourteenth day of September, One thousand eight
hundred and forty-nine.
THOMAS (L.S.) CLARKE.
L.S.
AND BE IT REMEMBERED, that on the Fourteenth day of September,
in the year of our Lord 1849, the aforesaid Thomas Clarke came before our
said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified in form
above written. And also the Specification aforesaid was stamped according
to the tenor of the Statute made for that purpose.
Enrolled the Fourteenth day of September, in the year of our Lord
One thousand eight hundred and forty-nine.

page_text: DDDD Radius Rods
AAAA Connecting Rods
B. Crank Shaft of the Engine
CC Crank Shaft supported
by the radius rods DD.D.D
E Crank on the driving wheels
By means of this arrangement
of radius rods supporting the
intermediate Cranks
C. C. a continuous power
is exerted on the driving
Wheel at the same time the
Springs are left free to act
in any directions as shown
in Sheet 2.