CERTAIN IMPROVEMENTS IN LOCOMOTIVE STEAM ENGINES AND CARRIAGES TO BE USED UPON RAILWAYS, IN MARINE ENGINES AND VESSELS, AND IN THE APPARATUS FOR PROPELLING THE SAME; ALSO IN STATIONARY. ENGINES, AND IN THE APPARATUS TO BE CONNECTED THEREWITH FOR PUMPING WATER, RAISING BODIES AND FOR BLOWING OR EXHAUSTING AIR
Year: 1843

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
GEORGE BODMER, of Manchester, in the County of Lancaster, 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 Twentieth day of April, in the seventh year of Her reign, and
in the year of our Lord One thousand eight hundred and forty-three, did, for
Herself, Her heirs and successors, give and grant unto me, the said John George
Bodmer, Her especial licence, full power, sole privilege and authority, that I, the
said John George Bodmer, my exccutors, administrators, and assigns, and such
others as I, the said John George Bodmer, my executors, administrators, or
assigns, should at any time agree with, and no other, from time to time and at
all times during the term of years therein expressed, should and lawfully might
make, use, exercise, and vend, within England and Wales, and the Town of
Berwick-upon-Tweed, my Invention of "CERTAIN IMPROVEMENTS IN LOCOMOTIVE
STEAM ENGINES AND CARRIAGES TO BE USED UPON RAILWAYS, IN MARINE ENGINES AND
VESSELS, AND IN THE APPARATUS FOR PROPELLING THE SAME; ALSO IN STATIONARY.
ENGINES, AND IN THE APPARATUS TO BE CONNECTED THEREWITH FOR PUMPING WATER,
RAISING BODIES, AND FOR BLOWING OR EXHAUSTING AIR;" in which said Letters
Patent is contained a proviso that I, the said John George Bodmer, shall cause
a particular description of the nature of my said Invention, and in what manner
the same is to be performed, to be enrolled in Her Majesty's High Court of
Chancery within six calendar months next and immediately after the date of
the said in part recited Letters Patent, as in and by the same, reference being
thereunto had, will more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
John George Bodmer, do hereby declare that the nature of the said Invention,
and manner in which the same is to be performed, is particularly described and
ascertained in and by the Drawings hereunto annexed, and the following
explanation thereof (that is to say):-
Firstly, my improvements in locomotive steam engines and carriages to be
used upon railways are exhibited in the several Figures in Sheets 1, 2, and 3
of the Drawings attached to these presents, and consist principally in further im-
provements upon my former Patent, dated the Tenth day of June, One thousand
eight hundred and forty-one, the Specification of which was duly enrolled.
In Sheet 1, Fig. 1, is a longitudinal section of a locomotive engine boiler
according to the ordinary construction, excepting that the two domes a and b are
connected by the pipe c, for the purpose of keeping the equilibrium in the water
when the steam valve. is opened. d is the steam pipe, and seen in front view,
Fig. 2. The slide e is, connected by, the rod f with the excentric g on the shaft h;
and as this slide, as well as the face of the pipe d, has a number of horizontal
slots, as seen in Fig. 2, it is evident that a very little motion of the rod f in the
direction of the arrow will admit the steam through them into the pipe d. For
the purpose of equalizing the rush of the steam into the pipe d the slots are divided-
in such a manner that the topmost one will open a little before the second, and
so on, that when the lowermost begins to open the topmost has already been
opened about one third of its space. I intend by this arrangement to prevent
a rush of water into the pipe d, which would take place if the steam were
admitted through one single opening, and which is ordinarily called "priming."
Fig. 3 is a side view, and Figure 4 an end view of my improved hand gear;
the shaft a, and the levers b, c, and d, are similar to those in my former Patent,
except that their position is altered in such a manner that the lever which has
to support that excentric rod which is disconnected from the hand gear is
always placed in a vertical position, as clearly shewn with reference to the
lever c and excentric rod e. The excentric rod f, which is in action, is sup-
ported by the ball-shaped trunnion g, which is welded to the lever h, and as the
link has a slot at its lower end which works on the pin i, it is clear that there
is no pressure on the said link when the rod fis at work; the same is the case
with 'the lever c when the excentric rode is in action. The links k and I are
connected with the rods fande by means of the recess and shoulder m and the
countersunk screw n, which is prevented from unscrewing by a pin; this arrange-
ment has the advantage of placing both the rods f and e above the ball-shaped
trunions g, instead of having one below and one above, as in my former Patent.
The valve rod'o works with its end in the brass guide p of the wrought-iron
:

page_text: stay q, and thus gives it a steadier motion. The cast-iron excentric ris
turned V shaped, and the excentric rings, which is of one piece with the
eccentric rod, has, in addition to its V shaped. groove, which fits the eccentric
rod r, a small groove in the middle of the V groove, for the purpose of receiving
the oil and carrying it round, shewn more clearly in the sectional view of the
excentric, Fig. 5. Fig. 6 is a side view, shewn partly in section; and Fig. 7 a
plan view of the cylinder, piston rods, slides, crank rods, and part of the crank
and expansion apparatus. Fig. 8 is a transverse section of the cylinders &c.;
and Figs. 9 and 10 a plan and section of the piston. The cylinders a are similar
to those described in my former Patent, except that the two cylinders. are
connected by means of the flanges b, and that the two valve boxes c have an
entire common lid d covering them both; there is also a steam way round the
brass expansion tube e, so that the slots in the expansion pistons and the expan-
sion tubes may go all round, with the exception of those parts where the wings
or arms are joined to the pistons, and which parts form also the connections in
the tubes e, instead of a rack and bevel wheels, as described is my former Patent.
For the purpose of turning the expansion rod f I cause the end of the said
rod to work in the bush 9; in this bush a longitudinal groove is made, in which
a steel feather works, which is fixed into the rod f; the brass bush g has a
spiral groove i cut on its outside, which groove works on the key or pink, there-
fore, when the said bush is caused to move in one direction or the other by
means of the lever l, which is fixed on the shaft m and the pin n at the lower
end of the lever 1, which takes in the groove o on the bush g, it is evident that
by means of the spiral groove i, into which the key k takes, the bush
g must
revolve and cause the expansion rod f to turn with the bush, and by means of
the right and left screw on the rod f cause the expansion pistons p and q to
approach or recede from one another; and thus admit more or less steam into
the valve box, as explained in my former Patent. I show here only a part of
the excentric rod r, from which the expansion pistons p and q receive their
motion. The steps or brasses of the crank rods sand t are similarly constructed
to those in my former Patent; the crank rods themselves, however, have a set
screw in-that end which works on the slide trunnions, and are regulated by a
packing v, and on that end which works on the crank shaft the spherical steps
or brasses & are kept in their places by means of the bolts y and the caps z.
The pistons-see Fig. 9 and 10-are made of cast-iron or other metal; the
packings a and b are brass, but may also be made of other metal; they are
formed each of an entire ring, the joint of the ring a being at c, and the joint
of the ring 6 being at d. The pistons, as clearly shewn, are made of two discs,
and held together by the screw of the piston rod; recesses e are cast in each

page_text: of them for the purpose of lodging the springs f, which are shewn in dotted
lines; these springs take into circular holes of the packings a and b, and
expand them. A small tongue his let into the rim of the packing for the
purpose of preventing that portion of the steam escaping which might find its
way through the joint into the piston. There are two sets screws 9 pressing
on that portion of the rim which is lowermost, and rests on the cylinder for the
purpose of keeping the piston rod in the centre of the cylinder. Fig. 11 is a
side elevation, Fig. 12 a section, and Fig. 13 a plan view of my improved step
axle box, and frame cheeks, applicable to locomotive engines, tenders, and
carriages. The frame checks a, instead of being planed, are turned out
cylindrical, as shewn in Fig. 13; the axle box or top fits the said cheeks a like
a piston, and is flattened in that place nearest the nave c of the wheel; the
cylinder or box 6 is turned out spherical below, and fits exactly upon the ball-
shaped portion of the metal step d. The step d is bored out cylindrical, and
has a rounded bottom, and admits the oil from the axle box through holes in
the centre of the rounded part of the step, as clearly shewn in the Drawing.
The journale of the axle fits exactly in the step, as well at its rounded end as
-at-its-shoulder, and-to-prevent-the dust-or-dirt-from-getting-between-the-shoulder
and the step the nave c of the wheel projects over the step to a certain extent:
The key f, which works in a groove in the step d, takes in the box b with its
cylindrical part, and thus prevents the said step from turing round. It is
evident that by this arrangement the oil which comes in at the end of the
journal must find its way along the whole length of it before it can escape;
that the resistance of the box to the side motion of the axle does not depend
upon the shoulders only, but upon the round end of the same; that the stop d
can be made much longer than in the usual way; and that neither dust nor
dirt can find its way between the step and the journal; and the journal, though
much longer than usual, can be a perfect fit on the step d, as the oscillating of
the carriage cannot effect it, as the ball-shaped form of the outside of the step
must at all times accomodate itself to the motion of the frame.
In Sheet 1 I claim particularly the improved arrangement of the land gear
shewn is Figs. 3 and 4, and the mode in which the levers i, &c. are connected with
the rods e and f by the links and l. I claim, with reference to Figs. 6, 7, and 8, thic
improvements in the expansion cylinders, and the mode by which the expansion
rod f is made to revolve, as well as the improved piston rods as applied to the
spherical steps x, and cylindrical steps a*, see Fig. 6*. I claim, with reference
to Figs. 9 and 10, the novel construction of pistons as improved upon my former
Patent. I claim, with reference to Figs. 11, 12, and 13, the improved construc-
tion of the frame cheecks a, the box b, the metal steps d, and the journals e.

page_text: In Sheet 2, Fig. I is a side elevation of my improved tender to locomotive
engines; Fig. 2, a front elevation; Fig. 3, an end elevation; and Fig. 4,
a horizontal or plan view of the same, as seen from above. The frame a, a,
is constructed similar to that of the locomotive engine described in my former
Patent, and the frame cheeks b, b, are constructed in the same manner as those
just described for the locomotive engine. See Sheet 1, Figs. 11, 12, and 13.
To the wrought-iron connection of the frame cheeks 6 bearings or bushes are
forged or screwed, in which the shaft d and e work, and to these shafts the
arms or levers fare welded, which are connected by the rods g. To the shaft e
the lever his fixed, which is connected with the pinion i on the wheel , by
means of the rack rod l. The breaks m, m, are now suspended by means
of the flat connecting bars n, n, which bars are prevented from any side motion
by a light bracket o, which is forged to the rod p by which the frame cheeks b
are connected. A light plate, similar to the bracket o, and which is fixed
to it by bolts, prevents the bars n from playing sideways: The breaks m are
connected at the top by the means of two links 7, 7, between which the bars n
pass. The breaks m are shewn at a distance from the rail, and as it were fixed
between the two projections on the brackets o, and are thus kept perfectly
steady. Suppose now the tender requires to be stopped, the wheel k is turned in
the direction of the arrow, and the breaks m, m, are depressed upon the rails by
means of the rack rod 1, lever h, levers f, connecting bars n, and rod g, and thus
brought into the position in which they are shewn in red lines in Fig. 1.
It is quite clear that by means of these elbows, which are formed by the levers
mentioned, as much power can be exerted as will be required to lift the
whole weight of the tender, so as to relieve the springs from their action
to a great extent, and transfer the pressure from the wheels to the breaks
m, m, which are now made to slide upon the rails, and abut with that portion
opposite to the direction of the arrow against the wheels s and t. The moment,
however, the levers f and rods n are brought towards that position drawn
in black lines the weight of the tender will come gradually upon the
springs again, and the breaks m retake that position in which they are drawn
in black lines, and thus withdrawn from the rails. It is quite clear, that when
the tender moves in the opposite direction of the arrow, the breaks m will then
be held in their position by the wheels u and t, in which position the levers f
and rods n will again form a straight line. It is evident that by turning the
wheel K in the opposite direction of its arrow the breaks m will be lifted up
from the rails, and brought in the position in which they are shewn in black.
There can be no doubt that with this arrangement the strain on the axles is greatly
diminished, or nearly removed, and the wear and tear on the wheels and rails

page_text: considerably reduced. In sheet 21 claim, with reference to Figs. 1, 2, 3, and 4, the
improved frame, as applied to tenders and carriages, the frame cheecks, boxes, metal
steps, and journals, as explained with reference to Figs. 11, 12, and 18. In Sheet 1,
I claim also the break m, &c, as described, applied to tenders and carriages.
In Sheet 3, Fig. 1 is a side elevation of a rolling, mill or machine con-
structed to roll or form the rims of wheels to be used upon railways, boiler
plates, and plates to be used for the construction of vessels, as employed
in connection with my present improvements; Fig. 2, a front view, and Fig. 3,
a plan of the same. Fig. 3 shews a pair of rollers, for. rolling the said
boiler plates, to be used in the same rolling mill. The bottom plate a is
fixed upon a foundation of ashlars, and to this plate the frame 6 is fixed, which
carries the brackets e and d.. In the slide e the spherical stepfis lodged, and
is held in its position by the cap 9; a similar slide h is placed in the bracket
d; the spherical step i is cast of iron, and a brass bush is fixed into it, in which
the shaft k revolves. By means of the screws 7 and m, the-wheels n and o,
and the pinions p and q, and the wheels 7, and the slides e. and h, are made to
advance or recede. Suppose now the wheel rims (intended to be rolled, and
shewn in section, to be taken. out properly heated from the furnace; it is placed
on the tablet and pushed forward till it touches the roller n on the shaft k;
the roller von the shaft a, with the sliding bearing y on the bracket z, is then
raised by means of the levers 1, the weights 2, the links 3, and the cylinder 4,
which moves in the tube 5, and is held in its position by means of the wedge 6,
and the bar 7, and the lever 8. The bracket 9, which is bolted to the swivel
plate 10, is then lowered on the rim s, and fixed to the table by the lever 11;
the set screws, 12 are merely for the purpose of adjusting, the bracket 9 to
the breadth of the rim under operation, and the bracket 9 can also be placed
higher or lower on the swivel plate 10 for the same purpose. There is a
roller 13 placed in the hollow part of the bracket 9, which prevents the rim from
rising; there are also rollers 14, 15, 16, and 17, which are placed at the end of
the table t, and which prevent the rim from touching on the surface. of the
table. The slide bed 18, with the slides 19, and the guide rollers -20, which
are for the purpose of keeping the rim in its true position, have been explained
in my former Patent, for rolling wheel tyres, dated Eighth December, One
thousand eight hundred and forty-two. Suppose now the mill to be at work,
and the wheel rim s in the position in which it is shewn, between the two
rollers v and u, it is evident that as the rim expands, the roller u must be
advanced towards the roller v until the rim has attained its full size, and this is
performed by the man who works the wheel r, by which he causes the wheels
n and o to revolve slowly, and turn the screws 1 and m in one direction or the

page_text: other. The ends of the screws and m.are.connected with the slides e and h
in such a manner that the said slides. advance and recede. with the screws.
The tables t are cast in two pieces, and connected by brackets underneath.
There is a slide 21 moving in the slot between the two-tables t (see Figs 4 and
5, where it is drawn on a large scale), in which the guage-roller 22 is placed.
The screw 23 has its nut in the slide 21, and is supported at one end by the
bearing 24, which is fixed to. the sliding bar .26, and at the other end by a
bearing 25 fixed to the table; the sliding bar: 26 moves in bearings fixed to the
table, and is connected to the lever 27 by means of the rod 28. There is a
toothed wheel 29, at the end of the screw 28, in which a click 30 takes, which
is to be lifted up when the screw is turned round; the worm wheel +31 gears
into the screw, and this worm wheel is divided into 90 divisions, each of which
makes one revolution of the screw; an index plate 32 divides the divisions
again into thirty seconds of an inch, or more or less. Suppose now the rim
under operation being nearly expanded, by rolling to its required diameter, the
gauge roller 22 would be put into the slide 21, and the slide 21 set by the screw
in that position in which the guage roller would indicate seven feet when the
hand 33 has arrived in its required position; it is evident that the spring. 34,
which is fixed with one end to the arm 35 on the lever 27, and with the other
to the ashlar work, will pull the screw 23 in the direction of the arrow,. cause
the guage roller to touch the inside of the 'rim, and, by means of the rod 36,
move the hand 33 also in the direction of the arrow; until it has arrived at its
mark on the index 37, when the rim will have attained its full size. As the
cooling of the rim by a stream of water (as explained in my former Patent for
rolling wheel tyres) has taken place before the rim has arrived at its full
diameter, or nearly so, the rolling must be continued in such a manner that
the hand 33 will remain upon its mark on the index until the rim is entirely
cooled by the stream of water which is constantly running upon the rim. The
tablet of the rolling mill, see Figs. 1; 2, and 3, may bé so arranged, that plates
in the shape of a circle could be rolled without welding, in cases where an
entire hoop is not wanted, by means of an additional number of guide rollers
20, moving in slides at different places. Fig. 6 is a transverse section, and
Figure 7, a longitudinal one, of the furnace in which the wheel rims are heated
for the purpose of welding, before they are taken to the rolling mill. In Figs: 6
and 7, a, a, is the lower portion of the brick-work of the furnace," which is
simply a flue extending over a certain space, from the bridge of the furnace to
the chimney, and in which a certain number of cavities b, b, are made; c, C,
arc the top arches, between which there are open slots for admitting the rims
which are to be welded. The lids d are placed in the inside of the rims, and

page_text: over the open slots between the arches, for the purpose of confining the licat;
the spaces ate are made up with coal in the usual manner. The cavities b
are filled with slack coal, which is kept in a state of fusion, to such a degree
of heat as will be sufficient for welding; the operation of welding is similar
to that which I have described in my former Patent for manufacturing wheel
tyres. The plates used for the construction of vessels and boiler plates can be
heated for welding in similar furnaces. Fig. 8 is an end view, and Fig 9 a
side view, partly drawn in section, of an engine crank connected with two shafts
on the principle of my universal link. The crank shaft is of cast iron, and has
a partly spherical cavity 6 turned into it at each end, which fits the spherical
ends c on the shaft d. The lids or cover plates are fixed with screws to the
ends of the crank shaft, and thus form spherical boxes, in which the ball-shaped
ends of the shafts work. To prevent the shafts & from turning round in these
boxes there are four keys, the cylindrical parts f of which work in the
cylindrical holes which are bored out half in the lid e, and half in the crank,
and the flat parts or segments g work in slots cut into the spherical part of
the shaft d; a little shoulder on the lids e fits into recesses in the crank shaft,
and thus give steadiness to the lids. The spherical steps or brasses h, are
placed in the spherical part of the pedestals, and thus accomodate themselves
to any rocking motion of the shaft that may take place. I consider this a
good arrangement aboard of vessels, where the twisting of the vessel in rough
seas often causes the shafts to bind. Fig. 10 and 11 shew a mode in which
wrought iron shafts of the above description could be made of very large
dimensions; the cranks a would be made of two parts planed at b, with a
groove in one part, and a tennon on the other, and a cylindrical piece c let
in. between and fixed together by two screws d, d. Fig 12 shews a side view
partly in section, and Fig. 13, a plan view, of an improved governor for steam
engines. In the bracket a, which is fixed to the frame, a bush 6 works, in
which another bush c is fixed, through which the expansion piston rod d works
up and down by means of the eccentric already described in my former Patent.
To the top flange of the bush b the ratchet wheel e is fitted, and is held on it
by screws and a friction ring, in such a manner that there is power enough to
turn the ratchet whcel in two directions, and to cause the bar d to turn round in
the expansion pistous, but not enough to strain any portion of the machinery.
Suppose now the speed of the engine to be increasing, the arms of the
which is constructed in the usual manner, will draw the bush f in the direction
of the arrow, and by means of the elbow lever g cause the click h, see Fig. 1
to take hold of the ratchet wheel e, and stop it, and the spiral groove in the
bush c will thus compel the bar d to turn round, and thus, by means of the
governor,

page_text: right and left double screws on the bar d, cause the two expansion pistons to
approach and cut off the steam of the engine to a certain extent. This motion
will be repeated until the engine has taken a slower speed, and the click h
has come out of the ratchet wheel; the reverse will take place when the click i
comes in contact with the ratchet wheel. Fig. 14 represents a section, and
Fig. 15 an elevation, of improved wheels to be used upon railways. a is the
rim, which is rolled or forged in a bar, near to the shape shewn in section; it
is then treated in the same manner as described in my former Patent, with
respect to tyers, and after having been welded, is rolled to its perfect shape in
the machine above-described, with reference to Figs. 1, 2, 3, 4, and 5; holes
are then drilled into the rim and tapped, and the spokes b, after having been
screwed at the ends, are screwed into the tapped holes of the rim a. The
spokes receive the bent shape shewn in the Drawing, for the purpose of
yielding to the contraction of the nave when cast to the spokes. It is evident
that if, through the contraction of the nave, any deviation of the rim from a
perfect circle should take place, the wheel can be reset, by altering the bend of
the spoke in that place in which the deviation has taken place. The tyre,
which is described in the Specification of my former Patent, is put upon the
wheel either before or after the nave has been bored. Fig. 16 is a sectional
elevation, and Fig. 17 a plan view of a steam guage, connected with a safety
valve, which I consider particularly useful in cases where high-pressure steam,
which has been discharged from a high-pressure steam engine, is applied to
other purposes, as, for instance, in bleach works, where the stean from the
engine is conducted to the kiers. With the pipes of the kiers the elbow pipe
a would be connected, and the branch pipe b with the boiler. Now, suppose
a high-pressure engine, of sixty horse power, to work with steam at 40 lbs. per
square inch, and a heavy mangle of twenty-four or thirty horse power at once to
be disengaged from the engine, it is quite clear that though the governor would
act quick enough to regulate the engine, the spare steam of the boiler would have
to escape through the common safety valve, and be wasted; by this arrangement,
however, the mercury in the box c would be depressed by the increased
pressure of the "steam, rise through the pipe d into the box e, lift the weight f
hung to the lever g, and cause the valve h in the box i to rise by means of the
rod-k, the lever 1, and the rod m, and allow the steam to go into the pipes
which are connected with the keirs and the off ways of the cylinder of the
engine, and thus not only be wasted, but also oppose the action of the pistons
of the engine, and therefore slacken its speed. A piston n, connected by the
rod m with the valve h, works in the tube », and is a little smaller than the
valve , and thus a proportionably small-weight at.f will be sufficient to hold

page_text: it down. The branch pipe p. is connected with the cylinder, of the engine, and
it is therefore clear that the steam. which works the engine is passing through
the pipe 7, and that the action above described takes place the moment the
pressure of the stenni increases.
'
I claim, with reference to Sheet 3, Figs. 1, 2, 3, 4, and 5, the improved con-
struction of the rolling mill upon my former Patents, and the guage for indi-
cating the sizes of rims, hoops; &c. under operation. I claim with reference to
Figs. 8, 9, 10, and 11, the construction of the crank, and the mode of con-
necting the same with the shafts. I claim, with reference to Figs. 12 and 13,
the mechanism, by means of which the governor acts upon the expansion rod d.
I claim, with reference to Figs. 14 and 15, the construction of the rolled wheel
rims, and the mode of connecting them. I claim, with reference to Figs. 16 and 17,
the arrangement, as explained, to be used as a steam guage, or safety valve.
Secondly; my improvements, in- marine engines and vessels, and in' the
apparatus.for propelling the same, are exhibited in Sheets 4 and 5 of the
-Drawing.
In Sheet 4, Fig. 1 is an elevation, and Fig: 2 a plan or horizontal view of
a marine -steam engine, of five hundred horses power, with. combined-high
pressure and condensing cylinders, applied to my double crank. a, a, is a cast-
iron bottom frame, to which the condensers b. are fixed; with these condensers
the frames c are connected, as well as with the frame a. The cylinders e and f
are of one piece with the expansion cylinder g, and are connected with the
condenser by the exhausting pipe h and the brackets i. A horizontal section of
the cylinders is shown at Fig. 3, and a vertical one.at Fig. 4. The air-pump k
is placed between the frames c, upon beams connected with the frame a; it
is double acting, and has a solid piston 7, which is worked by the crank rod m,
which is so constructed as to take with its lower part on the two slides n,
see Fig. 2 which work in grooves cast to the air-pump; these slides are
connected. with the cross head o, into which the piston rod is fixed. The air-
pump in this case, is merely for taking the air from the condenser by means
of the flat pipe p, to the side of which the air pipe 9 is connected, and
the air is sent out from the condenser through the pipes and s. The
water which comes from the condenser passes through the same pipe p into
a receiver t, out of which it is taken by the plunger u, which is connected
with the crank rod v in the same manner as the piston rod of the air-pump.
The water is driven by the plunger into the pipe s, through which it goes
off with the air from the air-pump. The plunger w, which supplies the
boiler, is fed from the receiver t... I have explained in my former Patent, dated
June Tenth, One thousand eight hundred and forty-one, that I apply the

page_text: plunger u to remove the water which comes from the condenser for the
purpose of preventing the piston of the air-pump from striking upon the water,
as so large a surface as the piston of the air-pump striking upon the
water at so great a speed would be noisy and injurious to the valves and to
the engine. I connect the connecting rods x and y of the high-pressure
cylinders fand K with the crank rod m in a similar way to what I have already
described in my former Patent, and the connecting rods and 1 of the con-
densing cylinders with the crank rod v. It is therefore, evident, that as the
double crank shaft 2 is revolving, the piston rod of the cylinder f must move
out, while the piston rod of the cylinder e must move in, or the reverse; and
as the cylinders f and e arc of the same power or nearly so, it is evident that
the action on the crank shaft will be compensated. Suppose, now, the steam
admitted into the expansion. cylinder 9 through the aperture 3, see Figs. 3
and 4, it will surround the brass cylinders 4, and the moment the slots in the
expansion pistons 5 and 6 meet the slots in the cylinder 4, the steam will rush
into the cylinder g, and pass into the high-pressure cylinder fabove, through
the aperture 7, until the pistons 5 and 6 have cut off the steam again, when
the steam will act expansively. The circular valve 8, which is drawn in
dotted lines in Fig. 3 below, connects now the lower part of the cylinder f
with the lower part of the cylinder e, admits the steam of the former stroke
from the high-pressure cylinder f into the low-pressure cylinder e, and thus,
while the piston 9 in the cylinder f is descending, the piston in the cylinder e
is ascending. The eccentric 10, see Fig. 2, on the crank shaft 2 will now,
by means of the rod 11, the shaft 12, and the mitre wheels 13 and 14, and
the shaft 15, to which the valve 8 is fixed, reverse the valve 8, and cause the
steam to enter into the lower part of the cylinder f, and connect the
cylinder e with the exhausting pipe 16 below, through which the steam, which
is now fully expanded, will go into the condenser through the pipe 17, while
the valve 18 will connect the cylinders f and c above, and reverse the stroke.
The valve 18 is of one piece with the tube 19, which is cut open on one side
from within the stuffing box below to the valve 18,.see Fig. 3 and 4, for the
purpose of giving room to the valve 8 and the expansion pistons, 5 and 6.
To the lower end of the tube 19 the mitre wheel 20 is fixed, and it is evident
that as the shaft 12 receives its motion from the eccentric 10, the valve 8
and 18 must move in opposite directions. The rod.21 (see Fig. 4) is con-
nected with the eccentric 22 by means of the shaft 23, the links 24, and the
bush 25, in which it revolves. The brass bush 26 has a groove inside, in
which a feather of the rod 21 slides. The spiral groove 27, see Fig. 1, works
on a pin or screw-shaped guide, which is fixed in the bush 28; and it is there-

page_text: fore evident that when the lever 29 is moved in one direction or another, the
bushes 27 will slide in and out, and thus cause the rod 21 to revolve; and by
means of the left and right screws, which take in the pistons 5 and 6, the
said pistons are caused to recode or approach, and thus admit more or less
steam into the cylinder g.
I shew here the application of my universal link and spherical steps to the
crank shaft of a marine engine when the paddle wheel is connected with the
engine by gearing, as explained in my former Patent. The shaft 30 is con-
nected with the crank shaft 2 by an universal link similar to that described in
Sheet 3, Figure 9, and works in a spherical step 31, at that end which is
connected to the ship's side. It is evident that by this arrangement the rocking
of the vessel can have no effect upon the crank shaft or engine. In cases where
the steam engine is to be connected to machinery for different purposes, for
instance, at one end of the shaft 2 to a rolling mill, and at the other end to
the fan of a blast furnace, or to an ordinary blast engine, and it would be
desirable to stop one or the other without stopping the steam engine, I would
in this case put a fly-wheel 32 upon the centre boss 35. To the fly-wheel 32
the spur-wheel 34 is fixed, which takes into the pinion 35 on the shaft 86, to
the other end of which the pinion 37 is fixed. This pinion works in the
internal wheel 38, see Fig. 5, which is of one piece with the spur-wheel 39;
and the wheel takes in the internal wheel 40, which is fixed upon the disc 41,
whose boss 42 works in the stop 43. The internal wheel 38 and spur-wheel 39
are cast to the disc 44, whose boss 45 works in the step 46. This step is fixed
into the disc 47 of the shaft 48, and this shaft revolves into the step 49. For
the purpose of facilitating the construction of this piece, the bush 50 is cast to
a disc 51, and fixed by bolts to the disc 47. To the disc 52 the universal link
is applied. Suppose, now, the break 53, which embraces the periphery of the
internal wheel 40, to be slackened, it is evident that the pinion 37, which is
supposed to be in motion, will cause the wheels 38 and 39 to revolve, and thus
set in motion the internal wheel 40; the shaft 48, to which the machinery is
connected, remaining stationary. The moment the wheel 40 is stopped by the
break 53 being tightened, the wheel 39 will be compelled to revolve and set
in motion the shaft 48. It is evident that the moment the break 53 is slack-
ened again, the shaft 48 will stop, and the wheel 40 revolve again. Thus
any machinery, however heavy, may be stopped and started, while the engine
is at full speed, without the slightest noisc or shaking of the machinery; and
by giving more or less pressure to the break, the machinery may be started by
degrees, that is to say, at a slow speed first, and then increase gradually,
according to the pressure or friction which is exerted by the break on the

page_text: wheel 40. The proportions of the wheels in these starting motions may be
altered according to circumstances. In the present one the shaft 36 will
revolve about 150 times, while the shaft 48 revolves about 60 times. Suppose
the engine here described to be applied to common paddle wheels, the speed
of which would be about 24 revolutions per minute, the shaft 36 would form
part of the crank shaft 2, or the step 43 would be at once placed upon the
frame c, the pinion 37 fixed upon the end of the crank shaft 2, and the
shaft 48 work in a pedestal connected with the frame and nearest the disc 47,
and connected with the shaft of the paddle wheel with the disc 52 near the
ship side. It is evident that in this manner either of the paddle wheels may
be disengaged from the engine instantaneously, and started again suddenly or
slowly, as may be desired, without any danger or even any extra noise. If a
passage should be desired between the engine frame c and the starting appa-
ratus, the latter may be fixed to the ship side. The shaft of the paddle wheel
would in this case be a continuation of the shaft 48, and the universal link
fixed to the shaft 36.
In Sheet 5, Figure 1 is a side view, Figure 2 a plan view, and Figure 3 a
sectional view of an iron life-boat constructed of my improved metallic plates,
and to which my improved propellor (hereafter to be described) is applied and
shown in Figures 6 and 7. The iron plates of which the boat is constructed
are placed in this case from the keel (to which they are fixed at one end)
transversely, instead of longitudinally, see Figures 4 and 5. They are
connected in the same way as already described in my former Patent; and as
the joint plates in this case answer the purpose of ribs, and add great strength
to the vessel, the ribs may be dispensed with. In Figure 5* is seen in section
the peculiar shape of the joint plates which would be placed at certain dis-
tances for the purpose of connecting the knees of the vessel with them, and
for giving additional stiffness to the bottom and sides of the ship. I have
explained how the plates can be rolled in form of cylindrical hoops. For the
purpose, however, of rolling them conically, the roller * would be pressed a
little harder at the upper part, and the table t made to be raised at one end
according to the cone required. The keel a is made of cast iron in certain
lengths, and jointed or held together by a piece of wrought iron b let into the
keel, and another piece c placed under the keel for covering the joints, and held
together by strong rivets through the keel. I construct this boat in such a
manner, not only for having it very strong at the bottom, but also for having it
as heavy at the bottom as possible without taking up any extra room; and with
the exception of the opening by which the machinery and boiler, &c. is put in,
and which is afterwards covered with wood, the deck is made of iron covered with

page_text: boards, to be more convenient for standing on, and formis an oval in its
section; which construction of boats for the purpose mentioned I consider
not only best calculated to resist concussions, but also to be less liable to be
upset. As the boat is all round completely water-tight, and the entrance
secured in such a manner that no water can get in, it is clear that it may easily
float when nearly under water, the propellors not being affected by the depth
in.which they work. Strong pieces of timber bare fixed to the deck, which
carry the railing, to the top of which a strong wooden frame is secured. The
railing is placed in such a manner as to avoid as much as possible coming in
contact with any object it has to approach. Upon a strong iron plate & the
boxes e are fixed by rivetts or bolts. These boxes may be of cast iron or
brass strong enough to resist the action of the propeller, (see the enlarged
sectional Fig. 6,) and that of the bevil wheel f, on the crank shaft '9, which
gears into the pinion h. The lid fits the box e, and is strong enough to
support the bracket k, which carries the pedestal Z. To the top of the
bracket the bearing m is fixed, into which the step n is placed. A similar
step o is placed into the lid i, which is in two pieces, as well as the step o, for
the purpose of embracing the tube p below. The same tube works in the step n
above. The brass tubes or steps 9 and r are fixed in the tube p, and in these
steps the shafts works, to the lower end of which the propellor disc t is fixed,
which I consider best to be made of brass, and to this disc the wings u are
rivetted, which may be made of brass or iron. The case v, which surrounds
the propeller, is fixed to the disc w by bolts, and a brass ring x is placed in the
joint between the disc wand the case v, which ring fits the box e within, and
prevents the water from flowing in and out, and gives additional steadiness to
the propeller box. The disc w has an internal wheel y cast to it, and is fixed
by bolts to the flange z of the tube p. The pinion 1 on the shaft 2 is worked
by the wheel 3 above, see Figure 3; and by means of this pinion, shaft, &c.
the case is made to turn somewhat more than half round. A pair of
cylinders similar to those employed in my locomotive engine are placed in
the smoke box of a boiler 4, see Figure 1, and are connected to the crank
shaft g, and work the propellers by means of the bevil wheels f and h, as
already mentioned. Suppose, now, the propellers revolving at a speed of about
three hundred revolutions per minute, on more or less, it is evident that the
water which is contained in the case will be set in motion, and be expelled
by the wings u at a velocity equal to the speed at the outside of the wings,
and offer a resistance to the propellers proportionate to the weight of the water
and the speed at which it is expelled, and thus propel the vessel forwards.
For the purpose of saving power, the friction of the water against the inside

page_text: of the case v will be prevented by giving to the case v the peculiar concave
shape below, as clearly shown in Fig. 6, and to the wings the shape shown in
Fig. 7. Instead of admitting the water through a large opening round the
centre or shaft,.in. which way all the spaces between the wings get 'filled, I.
adimit the water only through an opening 5, just near the place at which the
water is expelled, and in this manner the water is expelled as soon as it enters.
The opening 5 is so proportioned as to admit. sufficient water to fill the space
between those wings just over the opening 5. I avoid all the friction which
otherwise would take place against the whole surface of the case, the object to
be attained being, to admit just that.quantity of water between the wings
which will give sufficient resistance to the power of the engine without wasting
the power by friction: The water; on its passage through. the case v would
probably not pass beyond the.space.marked-in blue lines in Fig. 7. In Figs. 1;
2, and, 3,the position of the propeller cases vis clearly shown, and also the
connection of the crank shaft g with the engines, by dotted lines:. Suppose,
now, the engines to be at work, and the vessel going in the direction of the
arrow, the position of the case will be so that the water is expelled parallel with
the keel. The direction of the vessel may be altered without using a rudder,
by merely giving another direction to the stream, of water issuing from the
propeller cases v, which is accomplished by turning the case v with the tube p
by means of the internal wheel y, the pinion 1; shaft 2, and the wheel 3
at the top of the said shaft. If it should be required to. back the vessel,
both the cases v would have to be turned as much as the shape of the
vessel below, would allow. Thus, without reversing the engine, any direction
may be given to the vessel by setting the opening of the propeller cases v in
the direction of any of the blue lines marked 8, 9, 10, (in Fig. 2,) or between
them. I consider this arrangement particularly useful near a coast, and in
cases where the rudder will not act quick enough. In cases where, the plates
run parallel with the keel of the vessel I construct these joints, nearest to
which the beams of the decks are fixed, in the manner shewn in Fig. 10.
Fig. 8 is a side elevation, and Fig: 9 an end-view, of my improved fan for
blowing or exhausting air, &c. a, a, is the frame, with a bush b; in which the
shaft c of the fan works. The plate d'is cast to the frame a, and to this
plate the box e is fixed, in which box the fan works. Upon the shaft c the
disc fis fixed, to which the wings 9 are rivetted by means of a flange cast to
the wings seen in section at g*. The journal h of the shaft c works in the
bush i, which is cast to the box e; and a steel or metal plate k is placed in the
bush i,, against which the journal works. A hard steel washer is placed
between the boss m of the disc f.and the inside of the bush b, to prevent any

page_text: g
side motion of the fan. I construct this fan upon the same principle, or
nearly so, as my propellers for vessels. I admit the air through the hole n,
which is just large enough to fill the spaces between the wings 9 while they
are passing; and the action of the fan upon the air is, therefore, very similar
to that of my propellers upon the water, namely, that the air is expelled
through the opening o the moment it comes in at the opening n, and thus is
not carried round by the wings of the fan.. It has been believed that for
strong blasts large fans were wanted. I prefer, however, the application of
small fans for strong blasts, for the purpose of being able to increase the speed
in proportion to the pressure required. Suppose, now, for a blast furnace,
where a pressure of several inches of mercury is required, the fan would only
be about 20 inches or 2 feet in diameter, and from 6 to 8 inches in breadth,
and I would run it from 4,000 to 6,000 revolutions per minute, because a fan
of this size will not only supply sufficient air, but also pressure enough for a
blast furnace. The same rule applics equally to other purposes.
I claim with reference to Sheet 4, Figs. 1, 2, 3, and 4, the peculiar com-
bination of the expansion pistons, steam valves, high-pressure and low-pressure
cylinders, and the connection of them with the double crank for single and
double engines, which I consider an improvement upon my former Patent.
I also claim the connection of engines with paddle wheels or gearing in the
manner explained with reference to shaft 30, &c.; and I claim the peculiar
construction of the starting apparatus connected with engines or gearing,
which construction I consider a material improvement upon my former Patent,
and which may be applied to any sort of heavy or light machinery.
I claim, with reference to Sheet 5, Figs. 1, 2, 3, 4, 5, and 5*, the mode of
constructing vessels in the manner explained, and the application and peculiar
construction of my improved propellers to steam vessels shewn here applied to
a life boat.
I claim also the construction of my improved fan, as shewn in Fig. 8 and 9,
for blowing or exhausting air.
Thirdly, my improvements in stationary engines, and in the apparatus to be
connected therewith for pumping water and raising bodies, are exhibited in
Sheet of the Drawings, in which Fig. 1 is a side clevation, Fig. 2 a front
elevation, Fig. 3 a plan view of the lower part, and Fig. 4 a plan view of the
higher part of the engine. a, a, represents the ashlar work at the top of the
shaft, upon which the beam & rests, which goes across the shaft, and to which
the beams c, d, e, and fare fixed, see Fig. 3. The pillars g are placed on the
beams b, d, and f, and are merely to support the bottom plate h of the engine.
The pillar i, however, serves as a pipe for the injection water, and the pillar k

page_text: to conduct away the water which comes from the condenser. Upon the
plate h the steam cylinder l is placed and fixed to it by bolts, and the valve
box m is fixed to the flat part of the cylinder, .and is connected with the
expansion cylinder n by the branch pipe o. p shows a portion of a pipe which
s connected to the boiler, and by. which the steam is brought into the.box.q, to
the top of which the cylinder. nis fixed. In the cylinder n the expansion
piston works in a similar manner to what I have already described in my
former Patent. In this case, however, the expansion piston performs two
strokes while the pistons in the cylinder only one, and therefore there is only
one expansion piston instead of two. The rod r connects the expansion piston
with an excentric which is on the fly-wheel shaft's. The construction of this
rod and the expansion piston rod is the same as already described in my
former Patent, and a governor may be applied to this expansion apparatus of
a similar construction to that drawn on Sheet 3, Figure 12. The pinions t
and u are fixed upon the sheet s,, and the shaft v is connected with the
pinion by means of the pin w and the crank ; upon the same shaft v
is also fixed a crank y, and these cranks are connected with the cross-
head z by means of the connecting rods 1 and 2, see. Figure 2.. By the
cross-head & the air pump in the cistern 3, the plunger 4, which supplies the
cistern with water, and the force pump 5, which supplies, the boilers, are
worked; and it is evident, that as the pinions t and u have just half the
number of teeth of the wheels 6 and 7, with which the pistons 8 and 9 are
connected by means of the connecting rods 23 and 25, that for every stroke
the pistons 8 and 9 perform, the air pump, &c.. must perform two strokes.
The hollow piston rod 10 is connected with the piston 8, and at its lower end
with a slide to which the rod 11 is hung; and this slide works between the
guides 12 and 13. The piston rod-14 is connected with its lower end to the
slide 15, to which the rod 16 is hung; and the slide 15 works in the
guides 17 and 18; see Figure 1.. Into the rods 11 and 16 the pins: 19. and
20 are fixed; and the square portion of the said rods work between the
guides 21, which are of one piece with the guides 17 and 18; and the rod 11
is connected with the wheel 6: by means of the crank pin 22, the connecting
rod 23, and the pin 19. The rod 16 is connected with the wheel 7. by means
of the crank pin 24, the connecting rod 25; and the pin 20. Suppose, now, the
steam to be admitted between the pistons 8 and 9, it is evident that the
piston rod 14 will draw the pump rod 16' upwards, and the piston rod 10 will'
depress the pump rod 11; and the same power would, therefore, be exercised
upon either of the pump rods were it not for the connection of the wheels 6
and 7 wtih the shafts, which transfers the power from the descending piston.

page_text: to that of the ascending one, and thus compels the two pump rods to work
exactly at the same speed, and exercise no more power upon the descending
ram than as much as will be necessary to overcome the difference of the
weight between the descending pump rods and the ascending water in the
pipes. The wheels 6 and 7 are fixed upon the shaft 26 and 27, which are
strong enough, as well as the wheels, to support the whole weight of the pump
rods and the ram in case any accident should happen, but for the ordinary
working they have only to resit so much power as will be transferred from one
pump rod to the other. The fly-wheel 28, which is fixed to the end of the
shafts, is heaviest in that place in which it has to help the crank pins 22 and
23 over the centres. By this arrangement the direct lift from the pistons to
the pump rods is connected with the crank motion, and enables the engine to
be worked at almost any reasonable speed, as there can be no fear of the
pistons striking. against the top or bottom of the cylinder, or the valves of
the pumps shutting and opening suddenly, the speed of the ram as well as the
return of the stroke being controlled by the motion of the crank. I consider
that this arrangement of an engine will admit of a much higher lift than the
common arrangement.
Fig. 5 shews a horizontal section of the pit, and the pump trees or pipes 29,
and the wooden pump rods 30 and 31. The pipes are connected by wrought-
iron bridles to pieces of timber 32, to which the brackets 33 are also fixed, in
which the wooden pump rods 30 and 31 work. These pieces 32 slide in vertical
wooden guides 34 and 35, and these guides are connected with the horse-
trees 86 by means of the brackets 37. The pumps 38, see Figures 6 and 7,
rest upon the lowermost horsetree 36, which is staid from the bottom or sides
of the pits by pieces of timber 39; and these pumps are connected with the
pipes and the pump rods in such a manner that when the said pipes and
pump rods are lifted up, the pumps must follow. Suppose, now, any of the
pumps out of repair, and the water to rise above them in the pit, so that no
access could be had to the valve boxes, the pump rods in this case would be
disengaged from the connecting rods above, and from the piston rods some of
the pipes 29 would be taken off, as well as a certain length of the pump rods;
pump rods drawn up until the rams 40 come against the bracket 41.
The pipes and pump rods would then be connected to an iron cross-bar, and
by means of iron rods connected to powerful screws, or any other convenient
lifting apparatus, the whole set of pipes, with the pump rods and the pumps,
would be raised to such a height as would be necessary to get access to the
valves. It is quite clear that if the pumps had to be raised to a great height,
it could only be done by raising a certain height at a time, removing the
the

page_text: pipes, and supporting the pumps, pipes, &c. from the horsetrees whilst the
lifting apparatus is being fixed to another length of pipe. The guides 34 and
35 extend the whole depth of the shaft, and must be fixed to the horsetrees
perfectly verticial, so that the pieces 33 may slide between them, and thus
prevent the pipes from stirring sideways and breaking their joints.
I consider the above-described engine to be the most convenient for the
purpose described; but, instead of having two pistons in one cylinder, I
might use two cylinders, the one working with high-pressure steam, and the
other low-pressure, as shown in Sheet 4, Figures 1 and 2. Each of these
cylinders would be connected by its piston rod to one of the pump rods, and
also connected with one of the spur-wheels, as described above. In this case
the hollow piston rods may be dispensed with, and the pump rods brought a.
little more apart, the slides placed side by side, and some room saved in height.
The working of the engine, and the transferring of the power from one pump
rod to the other, would be the same as already described. With this engine,
in such cases as the present one, where the winding of the coal and the lifting
of the water has to be performed in the same shaft, I adopt a novel arrange-
ment of winding gear, which is exhibited in the Drawing connected with the
fly-wheel 28. The fly-wheel is in this case also a spur-wheel, and gears into
the pinion a on the shaft b, upon which the bevil wheels c and d are running
loose. On the bosses of these bevil wheels the spur pinions e and fare fixed,
which gear into the spur-wheels g and h, to which the rope pulleys i are fixed
or cast. The two bevil wheels c and d are connected by the bevil wheel k,
which revolves loose upon the shaft l. To the bevil wheels c and d the rims m
are cast, which are turned cylindrical in the inside (see detached Figs. 8 and 9,
drawn on a larger scale). Suppose, now, the shaft 6 to be revolving at a
certain speed, and the bush n forced in the direction of the arrow by means of
the lever o, it is evident that the set screws or arms p, see Figs. 8 and 9,
which are now brought to a right angle with the shaft b, will have forced the
segments 9 (which may be of cast iron, and covered with copper) against the
inside of the rim m, and thus by the friction of the copper against the rim m,
compelled the bevil wheel c to revolve with the shaft b. The segments q slide
as this disc is fixed to
the shaft 6 by a key in its bush t, it is evident that the bevil wheel c will be
compelled to revolve with the shaft. The segments q are held to the disc s
by bolts through the slots r, 1. The other end of the bush n has exactly the
same arrangement in the bevil wheel d as in the wheel c; and therefore,
while the arms p in the rim m of the wheel c have been set to a right angle
with the shaft b, and thus brought the segments q in contact with the said
with their projections in the slots of the disc s; and

page_text: +
rim, the arms p in the rim m of the bevil wheel & must have assumed an angular
position, and thus brought the segments 7 out of contact with the rim m of the
bevil wheel d. It is therefore clear, that while one bevil wheel is-in connection
with the shaft b, the other must be disengaged. The bevil wheel, k, see
Fig. 3, which connects the, bevil, wheels c and: d, has exactly the same
arrangement as explained with referenco to Figs. 8 and 9 within its rim v,
which is in this case cast to the back of the wheel instead of the front, and
with this difference, that, the bush.n, see Fig. 3, is single, and that the disc, s,
see, Fig. 9, which is of one piece with the bush t, is stationary-with the shaft,
which Jatter, is held with its square, end in the pedestal u, sẹo Fig. 3. I
consider the arrangement as shewn in Fig. 8 and 9 an improvement upon that
shewn in Fig. 9, as in the latter Figure a feather and groove a is required to
connect the bush with the shaft; and thus, when a heavy. strain is put upon it
it requires great power to move the bush. In the former case,. however, the
segments 9, are held in their position by projections working in the slots p.;
and thus the moment the bush n, which has no feather or groove, is drawn
in the opposite direction of the arrow, the segments 9 disengage themselves.
The lever o has two projecting arms & and y, which are connected with the
lower end of the lever z, see Fig. 1,, by the rods 1 and 2. The ends of the
rods are slotted in such a manner than when the lever ọ, see Figure 3, stands
at a right angle with the shaft b, the bush of the bevil wheel is drawn by
the weight 3 on the lever 3* in the direction of the arrow, and thus prevents,
by means of the mechanism described with reference to Figure 3, the bevil
wheel from revolving, and, stops also the bevil wheels c and d.. It is,
therefore, clear that the lever o cannot be moved from one position into the
other without stopping the winding gear; and, therefore, the moment the
lever is disengaged by means of a, click or by hand, the weight 3 on the
lever 3* will stop the winding gear. The guide pulleys 4* and 5*, sec
Figure 1, are placed in any convenient way above the engine, and over them
the ropes are taken from the winding gear in the usual manner. The pump
rods above described may be of timber or iron, and, if iron, may be coupled as
follows: The end of the pump rod is screwed with a deep square thread, sce
Figures 10 and 11, or of any convenient shape or pitch. The coupling box
Figure 12 is of cast iron or other convenient metal, and is also screwed to fit
the ends of the pump rod bars. Two opposite quarters of the thread are then
removed, see Figure 11. The coupling, after the, two ends of the rods have
been put together, is slipped over them, and turned one quarter of a revolution,
when it will take into the two remaining quarters of the thread on the shafts
"

page_text: or rods. A key is then placed in each of the openings, which, by filling up
the empty space, will prevent the shafts or rods from parting.
Figures 13 and 14 represent the shafts coupled in this manner. I consider
this mode of coupling not only very safe for connecting pump rods or other
rods, but also very strong, safe, and convenient for coupling shafts employed
in ordinary mill gearing, &c.
Lastly, with reference to Sheet 6, I claim the novel arrangement and con-
struction of the machinery or apparatus above described, and exhibited in the
Figures 1 to 9, as applied to stationary steam engines, and the apparatus con-
nected therewith, for pumping water and raising bodies; and with reference
to Figures 10, 11, 12, and 13, I claim the peculiar mode of coupling the
pump rods, and also shafts employed in ordinary mill gearing or clsewhere.
In witness whereof, I, the said John George Bodmer, have hereunto set
my hand and seal, this Nineteenth day of October, in the year of our
Lord One thousand eight hundred and forty-three
JOHN GEORGE (L.S.) BODMER.
AND BE IT REMEMBERED, that on the Nineteenth day of October,
in the seventh year of the reign of Her Majesty Queen Victoria, the said
John George Bodmer came before our sail Lady the Queen in Her Chancery,
and acknowledged the instrument aforesaid, and all and every thing therein
contained and specified, in form above written. And also the instrument
aforesaid was stamped according to the tenor of the Statute made in the fifty-
fifth year of the reign of His late Majesty King George the Third.
Inrolled the Twentieth day of October, One thousand eight hundred and