IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE POWER. ESPECIALLY ADAPTED, AMONGST OTHER PURPOSES, TO THE PROPELLING OF SHIPS AND VESSELS
Year: 1859

page_text: LETTERS. PATENT to James Newcomb, of the City of Bristol, Engineer,
and Joseph Gwyre Lovell, of the City of Bristol, Merchant, for the
Invention of "IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE POWER.
ESPECIALLY ADAPTED, AMONGST OTHER PURPOSES, TO THE PROPELLING OF
SHIPS AND VESSELS."
Sealed the 19th August 1859, and dated the 2nd March 1859.
PROVISIONAL SPECIFICATION left by the said James Newcomb and
Joseph Gwyre Lovell at the Office of the Commissioners of Patents,
with their Petition, on the 2nd March 1859.
We, JAMES NEWCоMB, of the City of Bristol, Engineer, and JOSEPH GWYRE
LOVELL, of the City of Bristol, Merchant, do hereby declare the nature of thé
said Invention for "IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE POWER,
ESPECIALLY ADAPTED. AMONGST OTHER PURPOSES. TO THE PROPELLING OF SHIPS AND
VESSELS," to be as follows:-
This Invention consists in the following improvements, which can be com-
bined and used in one and the same engine.
The use of a throttle compensating or expansion valve in the pipe which
leads the steam to the cylinder, such valve being connected to the parts of the
engine, so that the throttle valve is closed as the piston approaches the ends of
its stroke; and to work the slide or other valves of steam engines we employ
a small additional or donkey engine. This donkey engine is a small steam
[Price 8d.]

page_text: engine of sufficient power to work the slide or other valve, instead of the
eccentric bringing into existence a maintaining power that will carry the slide
valve over the ports at top and bottom of the stroke of the engine without the
aid of the fly wheel or working engines in pairs.
Another part of our Invention relates to the arrangement of steam engines
used for propelling vessels by forcing water, and consists in making the pump
which forces the water act as the air pump of the steam engine. Also in feed and
delivery pipes and air pump, by the construction of which we purpose to
propell, reverse the course of our water for backing, and feed our air pump,
which pump is our propeller. Also a water receiver, chamber, or condenser,
whereby all the water we use for propelling answers also for the purpose of
condensing, and as the supply is comparatively unlimited, we are not conse-
quently confined to what pressure we work our steam at, as in the ordinary
low-pressure engine. We purpose, if necessary, to dispense with the exhaust
pipe communicating with the condenser, and thereby work high pressure. Also
in the use of a rack and segment of tooth-wheel motion, which, by communi-
cating with valves to conduit pipes, enables us to reverse the course of the
water. Also in slides, valves, or hatches for pumping ship in case of leak;
these are pipes and slides, the former leading to the fore and after part of the
ship in the event of her springing a leak; by screwing down the slides a com-
munication is opened to the leaky part of the vessel, and instead of the water
being taken from the sea, it is pumped out of the ship's hold by the same that
propels her. Also fire-extinguishing arrangement; this is a similar arrange-
ment, whereby we propose, in case of fire, to prevent the water from the
delivery pipe entering the sea, and send it into the ship's hold, &c.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said James Newcomb and Joseph Gwyre Lovell in the Great
Seal Patent Office on the 31st August 1859.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JAMES
NEWCOMB, of the City of Bristol, Engineer, and JOSEPH GWYRE LOVELL, of the
City of Bristol, Merchant, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Second day of March, in the year of our Lord
One thousand eight hundred and fifty-nine, in the twenty-second year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
us, the said James Newcomb and Joseph Gwyre Lovell, Her special licence

page_text: that we, the said James Newcomb and Joseph Gwyre Lovell, our executors,
administrators, and assigns, or such others as we, the said James Newcomb
and Joseph Gwyre Lovell, our executors, administrators, and assigns, should.at
any time agree with, and no others, from time to time and at all times
thereafter during the term therein expressed, should and lawfully might
make, use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for "IN
PROVEMENTS IN OBTAINING AND APPLYING MOTIVE POWER, ESPECIALLY ADAPTED,
AMONGST OTHER PURPOSES, TO THE PROPELLING OF SHIPS AND VESSELS," upon
the condition (amongst others) that we, the said James Newcomb and Joseph
Gwyre Lovell, our executors or administrators, by an instrument in writing
under our, or their, or one of their hands and seals, should particularly
describe and ascertain the nature of the said Invention, and in what manner
the same was to be performed, and cause the same to be filed in the Great
Seal Patent Office within six calendar months next and immediately after
the date of the said Letters Patent.
NOW KNOW YE, that we, the said James Newcomb and Joseph Gwyre
Lovell, do hereby declare the nature of our said Invention, and in what
manner the same is to be performed, to be particularly described and
ascertained in and by the following statement and the Drawings therein
referred to (that is to say):-
The said Invention consists (first), in having the throttle compensating or
expansion valve in the pipe which leads the steam to the steam cylinder so
connected to the parts of the engine that it can be wholly or partially closed
as the piston approaches the end of the stroke (the full or partial closing
depending upon how it is previously "set" or regulated by the engineer 'or
attendant), as also in the use of a small additional steam cylinder (or donkey
engine as it may be termed) to work the slide or other valves of the steam
engine, such additional steam cylinder being of sufficient power to work the
slide or other valve instead of the eccentric, and bring into existence a main-
taining power that will carry the slide valve over 'the ports at top and
bottom of the stroke without the aid of the fly wheel or of working engines
in pairs.
i
(Secondly), in the arrangement of the engine and pumping machinery when
for propelling vessels by forcing water; the pump which forces the water
acting also on the air pump of the steam engine.
(Thirdly), in the feed and delivery pipes combined with such pump, by the
construction of which we propel, reverse the course of the water for backing,
and feed the pump, which is in fact the propeller.
i

page_text: (Fourthly), in the water receiver or hydraulic chamber and condenser con-
nected with such steam engine and pumping machinery, whereby the water we
use for propelling answers also the purpose of condensing, and its supply being
comparatively unlimited we are not confined to what pressure we work the steam
at, as in the ordinary low-pressure engine. Also we are able, if necessary, to
dispense with the exhaust pipe communicating with the condenser, and thereby
work high pressure.
(Fifthly), in the use of a rack and segmental tooth-wheel motion, which, by
communicating with valves to conduit pipes, enables us to reverse the course
of the water.
(Sixthly), in the use of slides, valves, or hatches, for pumping ship in case
of leak. These are pipes and slides or sluice valves, the former leading to the
fore and after part of the ship. In the event of her springing a leak, by
screwing down the slides a communication is opened to the leaky part of the
vessel, and instead of the water being taken from the sea, it is pumped out of
the ship's hold by the same pump that propels her.
(Seventhly), in a fire-extinguishing arrangement, being a similar arrange-
ment to that last-described, whereby, in case of fire, the water from the
delivery pipe, instead of entering the sea, may be sent into the ship's hold.
(II.) Having thus described the nature of the said Invention, we now
further exemplify the same, and describe in what manner the same is to he
performed, by reference to the Drawings hereto annexed, that is to say:-
The Drawings shew by several views an engine or engines in which the said
several improvements are combined and used together in one and the same
system of mechanism with the views and objects above stated. As regards
Fig. 11 (Sheet 3), however, only such of our improvements as are applicable
to the purposes of fire engines are combined and used together.
Fig. I. (Sheet 1), an elevational view, partly in section, of the pumping or
hydraulic part of the engine; Fig. 2 (same Sheet), elevational view of the
aforesaid part, taken at the reverse side of the engine to that shewn at Fig. 1,
and shewing an exterior view of what we term the condenser and hydraulic
chamber, also the handle for the reversing gear, which acts upon the seg-
mental toothed wheel arrangement before mentioned; Fig. 3 (same Sheet).
elevational view on an enlarged scale of the upper part of the engine, continuing
it from the top of Fig. 1.
Fig. 32 (Sheet 2), vertical section, shewing an air vessel, forming, when
worked by the engine herein-before described, a fire-engine pump, whereby we
can apply the power of the engine to extinguishing fires aboard ship.
Fig. 4 (Sheet 2) is a bottom plan, with the bed plate removed,) shewing

page_text: the feed and discharge chamber and arrangement of pipes for feeding water,
and discharging or forcing out the same in working the engine, so as to propel
the vessel to which this system of mechanism may be applied. The dotted
lines shew where the pump would be placed, and the dotted lines the con-
denser or hydraulic chamber.
Fig. 5, exterior view of the water receiver or hydraulic chamber, without
the exhaust pipe and top part of condenser, shewing the rack and segmental
toothed wheel arrangement for working the double action valve (spindle
marked F) for reversing, as described.
Fig. 6 (Sheet 2), interior view of the water receiver or hydraulic chamber
or condenser with the top thereof, the valve M being shewn closed, as it would
be when the engine is used to pump out the ship, in case of leak, whereas the
valve will be open at other times.
Fig. 7 (Sheet 2) shews a horizontal section at A, B, Fig. 3 (Sheet 1), or
plan of the bed plate of the steam cylinder.
Fig. 8 (Sheet 2) shews the pump, partly in section and partly in elevation.
This is erected upon the discharge chamber (behind the hydraulic chamber
and condenser just described).
Fig. 9 (Sheet 2). a vertical section, shewing the use of the propelling water,
so as to avoid the necessity of having an air pump, as in the ordinary low-
pressure engine; also the method of pumping out the ship in the event of a
leak, and propelling it at the same time.
Fig. 10 (Sheet 3), an elevational view of horizontal engine constructed
according to this Invention, and differing but little from that before-mentioned.
Fig. 11 (Sheet 3), a steam fire-engine, shewn as constructed according to
this Invention.
In all the said Drawings the same letters of reference denote the same parts
wherever they may appear, unless it is otherwise notified. (In the Fig. 32,
however, A denotes the delivery and discharge pipes; F, the delivery and
discharge chamb; k, pipe leading to the fire pump chamber. An air and
water vessel m leading the water, having two exit points n, n, which should
have screw caps when not in use, and when required for extinguishing fires
the hose should be connected therewith.) A, denotes feed or discharge pipes,
which open to the water at the stern and the bows of the ship respectively,
thus, the one forming the feed pipe supplying water to the pump mechanism
through the condenser or hydraulic chamber, and the other the discharge or
forcing out pipe for propelling. The part of the pipe A, say, for example, that
proceeding to the bows, and which when the ship is going ahead introduces
the water, is when the ship "backs astern," the means of discharging the

page_text: water at the bows, the segmental gearing being then caused to act upon the
reversing valve spindle F.
4
(Fig. 1, Shect 1, &) Fig. 4, Sheet 2), in order to thus reversing the action,
the communication of the pipe A, A, with the sea can be stopped by means of
a slide or sluice valve, similar to that exhibited at a. a, Fig. 9, Sheet 2, which
has a screw working in a screw collar, by which it may be drawn up and
opened or screwed down and shut off. B, pipes branching off from the
pipes A, leading into the condenser, water receiver, or hydraulic chamber, at
bottom thereof; C, upper delivery valve, regulating the passage of the water
through the pipe L; D, lower delivery valve; E, E, delivery and discharge
chamber, being an air and water vessel into which the pipes A, A, open into;
F, spindle for the double action valve, which closes the openings in the air
vessel of the two pipes (marked A), which spindle is worked by the segmental
toothed reversing gear or valve motion hereafter described; G, lower induction
pipe leading from the hydraulic chamber (N), sce plan view, Fig. 4 (Sheet II.),
to the bottom of the pump; a marks the supporting pillars: H, denotes the
pump; I, the piston of pump; I* denotes the piston rod, of which there are
two to each piston to give steadiness, &c., to the motion; K, the top induction
pipe, which is a pipe leading from the top of the hydraulic chamber, water
receiver, or condenser (see Figs. 1 and 2, 6 and 8, Sheets 1 and 2), into the
top of the pump; K, valve to top induction pipe that leads the water to top
of piston, and opens downwards, being kept in position by the spring beneath;
L, the delivery pipe leading from the top of pump above the piston, and thus
as the up stroke progresses delivering water into the discharge chamber below
(by valve C aforesaid); M (Fig. 6), short pipe forming valve way, and
taking water from one of the pipes marked B to the hydraulic chamber,
condenser, &c., from the delivery and discharge chamber; N, water receiver,
bydraulic chamber, or condenser, to which is connected the rack and segmental
toothed wheel or sector arrangement (see Fig. 5), shewn at half stroke (in
which Fig. 5) p denotes the rack; q, the lower segmental toothed wheel or
sector, which is keyed upon the spindle F of the reversing valve, also marked
F; r, guide roller to keep the rack in position; s, the second segmental
toothed wheel or sector, which is keyed upon the spindle of the double-acting
reversing valve to condenser (see Fig. 6, Sheet II.); r, second guide roller.
It is obvious that this rack may be carried up to any desired height, and thus
these valves may be operated upon on deck as well as in the engine room
below.
At (Fig. 2, Sheet I.,) the lever handle and quadrant guide is shewn, which
works the whole; the handle marked v is set upon the spindle of the segmen-

page_text: P, the
tal wheel s, such spindle passing through the hydraulic chamber or condenser
to the front thereof. The action is this, that by turning the handle to or fro,
the course of the water is changed, that is, the reversing valves are caused to
open or shut the one pipe A or the other, according as the sectors are acted
on, and turn the valve spindles, and thus the water is caused to propel or
back astern. O (see Figs. 6 and 9, Sheet II.,) condenser valve kept in position
by a spring coiled around its spindle and abutting against the horizontal
division plate, in which the valve-way is formed, the effect of the spring being
to keep the valve in the position shewn, and thus let in the steam to the
condenser; thus the sleam is condensed therein, and the water of condensation
passes through the pipe K to the top of the pump, as aforesaid, and should
the water rise in the condenser, it will close said valve O, by pressing it up
to the valve seat, and thereby avoid the choking of the engine.
exhaust steam pipe conveying steam to be condensed; this exhaust pipe
(P) leads from its port to a chamber on top of the condenser or hydraulic
chamber. In Sheet 2, Figure 9, F, F, watertight compartment fore and
aft of the engine room, within which is the engine, pump, and boilers, the ends
of the pipes e, e, leading from the well-room, which is the reverse side
of the engine room in the fore or after hold. The flanges are bolted to the
partition, and to the flanges of the other pipes inside, also marked e. The
other flanges of the pipes are bolted to the condenser, the bolts passing through
plates, as shewn at x x, x x, one of which plates, each side, is bevelled
to admit of a slide, as shewn in shadowed lines at d, d, (and at d, d, Fig 6,
Sheet II.) The object of this arrangement is that, if the vessel should spring
a leak, these slides are screwed down, and by so doing a communication is
opened with the ship's hold, either fore and aft, or both, and by closing the
induction pipe by the valve marked M, (Sheet II., Fig. 6), the induction is cut
off from the sea, and the whole power of the engine is employed to pump out
the ship, and propel at the same time. Q, end of crosshead connecting the
two piston rods of the pump piston together, connected to which at right
angles are two projecting arms R, connected by a cross bar (the end only being
seen, which is marked R, upon which is loosely fitted (in a groove or slit) a
lever S, centred in a transverse rod T, (end only seen) connecting together
two pendant brackets Tx (one only shewn), this lever and attached gearing
by means of the connecting rod U, working the steam throttle valve (the axis
marked W in Drawing). By the side of the lever s is a tappet lever, also
centred on the same transverse rod (T) as the lever (S), and on one side of it,
and acts so as to work the donkey engine slide valve rod. The gearing for
the main steam cylinder and the donkey engine are so arranged as to have

page_text: such an action that when the main steam piston has progressed to the top or
bottom of the stroke, the donkey slide valve is set in motion by means of
the aforesaid tappet lever and gearing, and the donkey piston is thus set to
work, and consequently maintains the main slides in action; and it will, from
the foregoing statements, be evident to the practical man, that the working of
the main steam cylinder will give motion to the pump piston, whereby the
water will be drawn in by the pipes, &c., aforesaid from the condenser or
hydraulic chamber, which is itself supplied by the arrangements of pipes
herein-before described from the delivery or discharge chambers (E), and the
action of the piston will also discharge the water by the pipes, &c., before
described, whereby the propulsion of the vessel is effected. Y, steam cylinder
piston rod; Z, steam cylinder; Z*, steam exhaust; A3, valve-motion cylinder
or donkey engine; B, exhaust of same. The other parts (some shewn in
the Drawings) are similar to those of steam engines of the ordinary con-
struction, and therefore need no comment.
At Fig. 10 (Sheet III.) this engine is shewn arranged and placed so as to
be and form a horizontal engine; the same letters of reference being placed
upon the same parts that correspond to those shewn in Sheets 1 and 2, and
herein-before described, and some other parts are noted on the Drawings, and
the parts of the engine that are not seen here are the same as those shewn in
the Drawings, Sheets 1 and 2, and herein-before described. Instead of the
peculiar arrangement of reversing gear of valve E, shewn in this Figure,
we can use the reversing motion of the segmental toothed wheel and rack,
and herein described; v, v, (said Fig. 10, Sheet III..) denote delivery valves
opening into delivery or air chamber; h, h, levers connected by-shaft to valves;
10, w, the other end to side levers c, e. To reverse the course of the water,
raise one lever and lower the other, and slip their notches into the bridge
piece 3. Fig. 11 (Sheet III.), illustrates how we purpose to adapt our
engine and pump, as and for a portable locomotive land fire engine (the same
arrangement, if deprived of the motive wheels and their adjuncts, being adapted
to the construction of a floating fire engine, in which latter case it might be
desirable to make that end. of the steam cylinder furthest from the pump with
orifice and stuffing box like that nearest the pump, and to have a piston rod
attached to a piston, passing through that end, to which piston rod the
necessary mechanism may be attached for working paddles or other propellers
for propelling the floating engine, although it will be obvious to the practical
man that we have only to add to these arrangements, shewn in this Figure,
the other arrangements, herein-before described, in order to propel by the
force of water. Fig. 10, a view of the end of the pump cylinder, &c., shew-

page_text: ing the induction and delivery pipes. The induction pipe being a tube opening
into the water or having a nozzle on to which a hose may be screwed. This
arrangement, it will be seen, is the same in principle as those already described,
and is very much like the horizontal engine, shewn at Fig. 10*, Sheet 3, without
its reversing gear. The same letters of reference are used for the same parts
as those first described, where they are exhibited in these Figures, and with the
notes on the Drawing render further explanation unnecessary. We might
here observe that two or more of our engines, with pumping mechanism, &c.,
might be combined and used in the propulsion of the same ship.
Having now described the nature of our said Invention and in what
manner the same is to be performed, we wish it to be understood that we
do not claim as of our Invention, or the exclusive use of the several parts of
the apparatus herein-before described or referred to, when taken separately,
or except when adapted and arranged in the manner and for the purposes above
mentioned. And we here hereby declare our Invention to consist in adapting
and arranging apparatus for obtaining motive power in the manner above
described, by reference to the Drawings here referred to, and hereto
annexed.
In witness whereof, we, the said James Newcomb and Joseph Gwyre
Lovell, have hereunto set their hands and seals, the Twenty-ninth day
of August, in the year of our Lord One thousand eight hundred and
fifty-nine.