CERTAIN IMPROVEMENTS IN STEAM ENGINES AND APPARATUS CONNECTED THEREWITH, WHICH IMPROVEMENTS ARE PARTICULARLY APPLICABLE TO MARINE ENGINES FOR PROPELLING BOATS OR VESSELS, AND PART OR PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO LOCOMOTIVE OR STATIONARY STEAM ENGINES, AND OTHER PURPOSES
Year: 1838

page_text: LARGE
1, JOHN
GRAY, of Liverpool, in the County of Lancaster, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent under the Great Seal of Great Britain, bearing date at Westminster,
the Twenty-sixth day of July, in the second year of Her reign, did, for Her-
self, Her heirs and successors, give and grant unto me, the said John Gray,
Her especial license, full power, sole privilege and authority, that I, the said
John Gray, my executors, administrators, and assigns, and such others as I,
the said John Gray, my executors, administrators, and 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 STEAM ENGINES AND APPARATUS
CONNECTED THEREWITH, WHICH IMPROVEMENTS ARE PARTICULARLY APPLICABLE TO
MARINE ENGINES FOR PROPELLING BOATS OR VESSELS, AND PART OR PARTS OF WHICH
IMPROVEMENTS ARE ALSO APPLICABLE TO LOCOMOTIVE OR STATIONARY STEAM ENGINES,
AND OTHER PURPOSES;" in which Letters Patent is contained a proviso that I,
the said John Gray, 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
laero appear

page_text: NOW KNOW YE, that in compliance with such proviso, 1, the
Sant
John Gray, do hereby declare that the nature of my said Invention, and the
manner in which the same is to be performed, is particularly described and
ascertained in the following explanation thereof, that is to say:--
My improvements in steam engines and apparatus connected therewith, which
improvements are particularly applicable to marine engines for propelling boats
or vessels, and part or parts of which improvements are also applicable to
locomotive or stationary, steam. engines, and other purposes," are particularly
described as follows, and consist,-Firstly, in several varieties in the application
of parts or pieces of mechanism and apparatus for the purposes of using steam
employed in such engines "expansively." Secondly, in several methods of
effecting the condensation of steam in low-pressure or condensing engines.
Thirdly, in certain apparatus connected with marine steam engines, in particular
for propelling boats or vessels. Fourthly, in the use or application of solid
excentrics to be forged or formed upon the cranked or other shaft of locomotive
and other steam engines. Fifthly, in the application of outside framings, steps,
and bearings to the wheel shafts of certain construction of locomotive 'engines,
in order to increase their safety and durability. Sixthly, in the peculiar con-
struction of the eduction steam pipes of such descriptions of steam engines' as
are usually employed upon railway's. And lastly, in the peculiar construction
of boiler ends of locomotive engines, and in certain combinations of old parts
of steam boilers, in order to attain a greater strength and resistance from burst-
ing, all of which improvements are more particularly described as follows:-
Firstly, my improvements consist in various methods and apparatus for
working steam engines on the expansivo principle; and my improvements for
this purpose partly consist in effecting or combining a suitable adjustment of
the lap; the lead and speed, or motion of the slide and other valves, rendering
them capable at pleasure of introducing such a charge of steam to the cylinder
as the resistance to be overcome may require. I shall, however, prior to
entering more fully into the nature of such improvements, make such observa-
tions upon the operations of the steam and valves in engines generally, in order
that the objects of my Invention may be better understood and more bene-
ficially applied in practice. When the slide valves of steam engines just cover
the ports, but no more, and the excentrics or other apparatus used for working
the valves are so set that the valves are just covering the ports when the engine.
is on the centre, the valve or valves under such circumstances are said to have
no lead, or that they are too slow, and will not only impair both the speed and
force of the engine, but this loss of power is at the same attended by a great
consumption of steam and fuel. On the other hand, if the valves have opened

page_text: the ports too much, by the time the piston has arrived at one end of the
cylinder, the force and speed of the engine will also be diminished; and under
such circumstances the valve is said to have too much lead, or to be too quick;
and further, that which is the best degree of lead for an engine when going
slow is decidedly too little when the same engine is going quick. It is well
known that a smaller charge of steam is more effective with locomotive engines
running at a quick speed, and in order to produce the greatest force at various
speeds there are varying stages or positions prior to the termination of the
stroke at which certain changes in the operation of the valve ought to com-
mence; first, the period at which the induction ought to be shut off, and
secondly, the time at which the eduction should commence. These periods
should be sufficiently early to have the exhausting port about one-third open
when the engine is on the centre, for if there be no lap on the exhausting side
of the valve, and the eduction commence, when the piston has moved
through about 97 of the stroke, the exhausting part will be full one-third open
at the termination of the stroke; and it will be found on examination that if
the eduction commence when the piston has passed through .97 of the stroke,
the crank will be about twenty degrees from the centre, and although twenty
degrees only amount to 03 of the stroke of the piston, it amounts to ⚫9 on
the time occupied in making half a revolution, or 180 degrees; therefore, while
we gain time for the exhausting to the amount of 11, and at the same time
cause the engine to give out its maximum force when moving at a moderate
speed with a charge of 92 of steam, the exhausting of the steam will, not-
withstanding, have to be performed in a much shorter period than the time
occupied in its introduction to the cylinder. It is therefore desirable that the
steam should be discharged from the cylinder as rapidly as circumstances will
permit. The admission of steam, however, being gradual or progressive, it is
therefore quite unnecessary that an aperture sufficiently large for the exhausting
should be thrown wide open for the admission of the steam. From these
observations it will appear evident that to make an engine exert its utmost
force at a moderate speed, a greater quantity of lead to the exhausting than has
generally been given for that purpose is absolutely necessary. The great source
of economy by using steam expansively has (with the exception of a compara-
tively small number of engines) been considerably neglected, the proprietors of
engines being generally too anxious to have the greatest force and power from
a given size of cylinder, and they not unfrequently defeat their own designs from
an idea that the more steam you can get into a cylinder, the more power you
will get out of it; whereas it has been found from numerous facts, that in order
to get the greatest power from an engine, the steam must be shut off a con-

page_text: siderable time before the termination of the stroke. Now, abstractedly, I do
not mean to say that the cutting off the supply of steam to the cylinder can
increase the power of an engine, but that the delay to the exhausting occa-
sioned by following the piston with steam to the latest period of its motion
necessarily involves a greater loss of power by the resistance of the exhausting
steam to the progress of the piston in the succeeding stroke than can possibly
be gained by the introduction of a full charge to the cylinder. The passages
for steam ought not to be regulated by the size of the cylinder employed, but
by the power exerted or by the charge of steam used, and this is an important
point to be observed in the construction of cylinders for locomotive engines, in
which the speed of the pistons is much greater than in other engines. More-
over, if the steam in a well-proportioned engine be shut off at 45 of the stroke,
by only opening the eduction port one half, it is evidently as well off for freedom
in the steam passages as if a charge of 90 was admitted with the eduction full
open, so that a well-proportioned valve will always give an ample opening to
the eduction port, however its motion may be reduced in consequence of the
charge of steam being diminished in a greater ratio than that of the notion of
the valve. It will therefore be found that it is impossible to reduce the eduction
opening to an injurious degree, because well-proportioned slide valves open the
exhausting about one-third before the induction commences. In steam navi-
gation an extremely uniform motion is not essential; as a pair of engines is
generally employed in sea-going steamers, the motion is tolerably uniform when
working at full power, notwithstanding the cranks of a pair of engines at forty-
five degrees from the centre presenting by their united action full forty per
cent. more leverage power than there is communicated when one engine is at all
full power, and the other on the centre. The most uniform motion is obtained
from a pair of condensing engines when the supply of steam is shut off at half-
stroke. It may therefore be considered that the expansive principle is par-
ticularly applicable to the purposes of steam navigation, and any improvements
calculated to simplify and safely to extend its use to such purposes is an object
of general interest and utility. In consequence of a quantity of steam at least
equal to the pressure of the atmosphere being latent in its force in non-
condensing engines, it is the more desirable that the steam supplied to the
cylinders should exceed that force as far as the pressure in the boiler will
permit, and to regulate the power by shutting off the supply at any period of
the stroke that the resistance to be overcome may require. A variation in the
resistance of a train of carriages being of frequent occurrence, through the
inclinations of the roads, favourable or contrary winds, &c., require a power
that can be varied in its force, without the heavy loss of steam and fuel, and
"

page_text: the delays attending the usual mode of accomplishing that object by throttling
the supply of steam from the boiler, and making the engine capable of over-
coming at a reduced speed the greatest resistances with which they have to
contend; and this is a frequent source of delay not only in the excess of time
occupied in overcoming the heaviest work, but the cylinders being much larger
than necessary for the lighter parts of the resistance, only a low pressure of
steam is required, so that the latent steam admitted into the cylinder frequently
carries off more than one-half of the heat communicater to the boiler, and
when they are not in good order, or the fuel of the best quality, it is by no
means unusual, under such circumstances, to have late arrivals of railway
trains through a deficiency of steam, or rather, I should have said, through the
misapplication of it), for with my improvements the cylinder may be made as much
larger as will enable them easily to overcome the greatest resistances they have
to contend with; and although that excess in the size of the cylinder is a serious
evil by the usual mode of supplying them with steam, it is a source of great
economy when the steam is supplied with my improvements, in consequence of
the larger cylinder admitting of a greater extent of expansive action. As the
velocities of these engines render their motion almost perfectly uniform, the
expansive action may be carried to any convenient extent, and as my improve-
ments admit of the utmost smoothness of motion to the valves, the steam may
act expansively, and will, with much less steam and fuel, propel a locomotive
engine at a greater velocity than they can possibly obtain with an equal load
by steam supplied in the usual way. The first of my improvements for employ-
ing the expansive power of steam consists in the application of the following
articles for using steam expansively, by varying the lead and speed, or motion
of slide valves, having a suitable proportion of lap, whereby the supply of steam
to the cylinders may be regulated or shut off at various periods of the stroke,
as circumstances may require. The means by which I accomplish this object
is through a variation produced in the lead of the excentric or other apparatus
employed in moving the valves, by varying the direction or angle of what I
shall call the excentric rod or lead rod. This rod proceeds from and commu-
nicates the motion of the excentric to a rod or lever, which I shall designate
the stroke or motion lever, its office being to effect the necessary changes in
the stroke or motion of the valve for different degrees of expansive action.
The part of the stroke lever on which the lead rod operates must be curved
from the centre of the excentric shaft, so that the lead rod may be of a proper
length, to whatever part of the lever it may communicate its motion. The
stroke lever must proceed from its fulcrum or centre of motion in the opposite
direction to that of the motion of the excentric, so that when the lead rod

page_text: communicates its action at the greatest distance from the fulcrum of the lever,
a diminished speed or motion and also a greater quantity of lead is communi-
cated to the valve, whereby a considerable increase of power is obtained from
a given quantity of steam in consequence of an increased expansive action.
Gradually as the excentric rod is moved towards the fulcrum of the motion
lever the diminution of the lead and increase of motion become greater and
greater, so that the engine may be enabled to produce the greatest power that
the pressure of steam and size of cylinder are capable of exerting. The varying
lead and motion of the valve performing the timely offices necessary for its
proper position when the engine is on the centre, and also for shutting off the
supply of steam to the cylinder at various periods of the stroke, with that
smoothness of motion which is most favorable to the durability of the working
parts, the breadth of the steam ports being represented by 1. The following
table shews the proportions which I prefer for the parts therein mentioned:
The first column shews within what range of the stroke of the piston the supply
of steam to the cylinder is to be shut off, as occasion may require. The second
column shews the quantity of lap on the induction side of the valve. The third
column represents the requisite lap of the valves on the eduction side for con-
densing engines, but one-third of that quantity of eduction lap is a proper
proportion for non-condensing engines working with steam of fifty pounds per
square inch above the pressure of the atmosphere, and for a higher or lower
pressure the eduction lap ought to vary in the same proportion as the pressure
of steam. The fourth column shews the lead of the excentric in degrees. The
fifth and sixth columns respectively shew the ranges in degrees of lead, and the
motions required by the valve to supply various quantities of steam to the

page_text: The motion or length of stroke for the excentric may be varied a little, to
suit general convenience. The stroke which I prefer is 1.5, and the length of
the excentric or lead rod 18; measuring from centre to centre. When the
lead is midway in the curved part of the motion lever, the end of a line
measuring 20, and proceeding at a right angle from the rod, at the distance of
11 from the centre of the excentric shaft, gives that point or position which I
consider the best for the centre or fulcrum of the motion lever; in other respects
the form which I prefer for the stroke or motion lever is, to branch it into two
parts forming a curved groove, to receive its motion from a pin fixed in or solid
with the end of the lead rod, and where a variation of power is frequent, or a
governor attached to the lead rod, instead of the usal manner of attaching it
to the throttle valve, a roller may in such cases be placed on the pin of the
lead rod, to diminish the force required to move it.
Having given such proportions for the various parts as I consider best
adapted to the performance of their respective offices, together with the connec-
tion or combination, and mode of operation under different circumstances of
action, I would observe that the length of the lead rod has a great influence
both on the length of stroke required from the excentric, and also on the
length required in the motion lever; for if the length of the lead rod be much
shorter in proportion to the stroke of the excentric than I have previously
given for them, the oscillating motion produced by the excentric on the lead
rod would produce too much variation in the lead of the valve, and con-
sequently in the quantity of the steam admitted into opposite ends of the
cylinder. On the other hand, if the length of the lead rod be much more than
the proportion I have previously given for it, in consequence of its having to
pass through certain degrees which increase with the radius of the lead rod, a
corresponding increase will be required in the length of the motion lever. In
other respects the common details of the various parts, such as the degree of
stifness, the fittings and joints may be varied to suit different methods of con-
struction in common use; such a liberty, however, cannot be taken with the
proportions of the various parts, though some variations may be made. I shall
proceed to describe an instance of this description, as made by the Liverpool
and Manchester Railway Company for the Cyclop's locomotive engine; and in
order that the situation of the respective parts may be fully comprehended, I
shall first give a general description of the engine, and then proceed with the
application of my improvements to an engine of this description. The general
form and appearance of the Cyclops is similar to those engines in general use
for the quick conveyance of goods and passengers, having a pair of small wheels
and axle in front under the boiler, and another pair at the opposite end behind

page_text: the fire box, the two horizontal cylinders being placed in the smoke box, at the
distance of two feet seven inches from centre to centre, and communicate back
their power to a cranked shaft, on which the large propelling or driving wheels
are fixed. The principal framing bearing the weight of the engine and boiler
is placed outside of the wheels, and is supported by springs and steps resting
on outside bearings, which are formed by projecting the axle ends a sufficient
distance through the wheels to form bearings six inches in length, for the steps
to rest upon. There are four inside stay frames used in that class of engines,
proceeding from the smoke box, one being placed on either side of each cylinder,
and attached to the fire box at the opposite end; those frames are suitably
prepared to receive and tighten up a pair of steps, two and three quarters
inches in breadth on either side of each crank, for the horizontal support of
the shaft against the action of the engine. The space in the centre of the
engine between those steps is thirteen and a quarter inches, and from excentrics
placed on that part of the shaft the motion for the valves is generally obtained.
As part of my Invention relates to an improved method of constructing such
excentricks or cranks for working the valves, I shall refer to this part of my
Specification in describing such improvements. I have before described the
forms which I prefer for the stroke or motion lever, and of the end of the lead
rod in connection with it; in that manner the motion levers and lead rods have
been made for the Cyclops engine, in the proportions previously mentioned;
the breadth of the induction ports are represented by 1 in the foregoing table,
and as the induction parts of the Cyclops engine are one inch broad, in this
case the proportions turn out to be the dimensions in inches; the position of
the fulcrum or centre of motion of the stroke levers will be found by substi-
tuting respectively the numbers 16 and 17 for those of 20 and 11, quoted in
the paragraph following the table above. There are four excentricks or cranks
for working the valves, two for the headway, and two for the backway; their
stroke is 1.75; as those engines are turned round at the end of every journey,
the motion levers, &c., made for the Cyclops are only prepared for expansive
action. The headway: the levers are two and a half inches asunder, and each
of them three and a half inches in breadth. The lead rods for the headway
apply from the outside of the motion levers; the pin (one and a half inch), and
the roller (three inches diameter) on the end of the rods, project two inches in
the groove
of each lever; the excentric rods for the back way apply from the
inside of the levers, and only project one inch and three eights. For engaging
and disengaging the lead rods, their ends are provided with pins on which links
are placed; the lower ends of the two links used for the headway are each
connected with a lever twenty-two and a half inches in length, and moving

page_text: with a shaft placed thirty-eight and a half inches from the crank axle, and four
and three quarters inches below its level; those levers move through fifty
degrees in the complete performance of their office. A journal is formed on the
outside of the right-hand lever, and on the outside of the left-hand lever a
hollow shaft is welded, which extends across to one and a half inch beyond
the left stay frame, from which it is supported by a pedestal, and another
pedestal supports the shaft by the journal at the opposite end from the left
stay frame of the right-hand engine; those two levers extend beyond the journal
and hollow shaft, and in a curved shape they form a solid connection with one
another at a sufficient distance from the journal and hollow axle to admit of
a solid shaft being placed through the latter, and a lever keyed on the end of
it in the centre of the engine. The end of this lever receives the two links for
engaging and disengaging the two excentric rods for the back way; from the
top of the curved groove in the motion levers, the distance of their sides
increase from three inches at an angle of forty-five degrees, until there is suffi-
cient room for the set of the eccentric rod pins and rollers that are disengaged,
while the stroke levers are in motion by the other set of rods; the two sides of
the motion levers form a solid connection with each other at the top of them,
where they also form a stiff triangular projection, with a round end to receive
their connection with the valves in the most direct manner, the projection from
the top of the levers being sufficient for that purpose. In order to keep one
set of excentric rods continually disengaged, and also be able to move the
engine backwards or forwards, by a handle or lever on the foot plate, a bar
proceeds therefrom, having a motion of fourteen inches; when the bar is in its
midway position, and all the four excentric rods disengaged, a pin one inch
and a half diameter for the back motion is fixed to the bar seven inches in
front, and six inches above the centre of the solid and hollow shafts before
mentioned; another pin for the headway (of the same size) is fixed on the bar,
seven inches behind, and six inches below the centre of the two shafts. Now,
Dit is evident that the back motion pin describes a line fourteen inches in front
of the centre of the shafts, and the headway pin will describe a line fourteen
inches behind the shafts, the two lines being parallel to each other, and twelve
inches asunder. A lever with a bent groove is welded to the solid shaft, and
embraces the pin in the bar for the back motion; another lever with a bent
5 groove is keyed on the hollow shaft, and embraces the pin in the bar for the
headway for seven inches from the end of each of those levers; their grooves
run parallel with the direction of their respective pins, and it is evident that
the movement of the bar while either of the pins are in that part of the
levers, can produce no motion whatever; the groove in the back and forward

page_text: levers proceed in a direction from the centre of the shaft, at 50 degrees from
the vertical towards the horizontal part of their respective grooves; from those
grooves being at fifty degrees from the vertical, it is evident that their respec-
tive pins cannot arrive at the vertical position over the shafts without taking
alternately their respective levers with them; and it is equally evident, that
as they take the one, the other will remain motionless, and vice versa, so that
a greater or less motion in the bar raises and lowers the lead rods, and thereby
varies the quantity of steam to the cylinder.
The second of my improvements for employing the expansive power of steam
where it may be inconvenient, or for other reasons may be thought preferable to
dispense with the motion necessary to vary the lead from the slowest to the
quickest degree that may be required, in such cases I use the following means
for obtaining the same object:-The first article I call the speed or lead lever,
its office being to change both the speed and lead of the valves; this lever
may be made considerably shorter than the stroke lever previously described.
I prefer the groove form for this lever also, but the groove must be made
wider towards the fulcrum, that the eccentric may be set to the greatest lead
required, and the taper or increase width of the groove to be so proportioned, that
by moving the excentric rod towards the fulcrum of the lever (or in case it may
be a rod from a second motion answering the same purpose, although not
worked immediately from the eccentric,) the necessary speed of the valve is
obtained, while the play of the eccentric rod pin in the wider part of the groove
detains. the action of the eccentric on the valves, just as much as in the plan
first described, where the speed is modrate, and a want of sufficient room in the
nozzle or valve boxes for a greater motion being communicated to the valve.
Thirdly, I insert or fix as many pins, or make as many holes or notches at
a uniform distance from the eccentric shaft into a rod or lever, which I shall
designate the notch lever, to those pins, holes, or notches; the eccentric rod may
communicate its motion by a notch or pin, in the usual manner, or in any
other convenient way; but I prefer, instead of making a notch on the top or
bottom of the rod, to form a notch in the side thereof, with a sliding box to
move longitudinally on the rod, similar to that in common use, except having
projecting parts at the upper as well as 'at the lower side, to inclose any of the
pins that may be required in the notch. The extreme distance of these pins
may be sufficient to vary the lead, or the pins nearest the fulcrum may be of
smaller and smaller diameter, so that the lead and speed obtained. may be
similar to that previously alluded to. A pin projecting from the side of the
eccentric rod, instead of a notch, will answer the same purpose, suitable holes
or notches (varying in size) being made in the lever to receive the.pin.

page_text: In my fourth method for working steam engines on the expansive principle,
I first reduce the area of one end of the cylinder more or-less, for different
degrees of expansive action; secondly (except at starting the engine), I supply
all the steain required for the engine to the end of the cylinder, diminished in
capacity, and after it has there performed its office, I transfer it to the opposite
end of the same cylinder (instead of exhausting it in the usual manner), so
that the same steam, prior to its final exhausting, propels the piston back again,
by presenting a greater area for its expansive action. The passage pipe for
supplying steam to the nozel of the larger area of the cylinder, to be used in
starting the engine, must be provided with a suitable valve or cock, for shutting
off the communication after the engine has got into motion; a passage one-
fourth the area of the steam pipes is quite sufficient for the purpose. The.
diminution of the area of the cylinder may be carried to any convenient extent;
and may also be effected in any convenient manner; but the method I prefer
is to fix to the piston a cast-iron pipe, turned outside, and works through a
packing box in the cylinder end. This pipe may generally substitute the piston
rod of engines in common use, or it may be applied at one end of the cylinder
and a piston rod at the opposite end; the area of the pipe should be nearly
three-fifths of the area of the piston, for general cases of moderate expansion.
In order to expand the steam 2, 4, and six times its volume, and at the
same time preserve a near uniformity in the power exerted by the different
areas of the cylinder, the respective areas of the pipe ought to be about 60,
66, and 72 of the area of the cylinder; the charge of the supply of steam
for four and a quarter and sixfold expansion should be shut off respectively
at 72 and 60 of the stroke for the smaller area of the cylinder. In other
respects, the various operations may be effected by any of the well-known
means in common use for such like purposes. In order to diminish the heat
of the boiler, and thereby the escape of lieat from their flues, to a greater
extent than is usually done in my fifth improvement, for working steam engines
expansively, instead of taking a sufficient quantity of heat from the boiler in
the form of steam, I take a sufficient quantity of hot water for that purpose,
and the piston yielding to the force of steam arising from the water, by its pro-
gressive motion in the cylinder, the pressure becomes more and more diminished,
and consequently the heat of the water more and more reduced by the quantity
of steam it has disengaged; the water, after having thus supplied the engine
with steam at the expense of a considerable portion of its heat; is returned by
a pump to that part or parts of the boiler nearest the escaping heat, and thereby
presenting a cooler surface to its action. This system of working steam
engines is best adapted to slow motions, such as pumping engines; different

page_text: means may be used for obtaining the supply of hot water from the boiler, but
I prefer the application of a small cylinder, fitted up similar to that of a small
steam engine, its induction pipe to take its water from the hottest part of the
boiler; this pipe should be supplied with a valve or cock to shut off its action, for
when full power is wanted, the steam should be supplied in the ordinary way.
Having described my improvements for the economical application of steam
in propelling the pistons of steam engines, I shall proceed with those for its
condensation. The usual mode of producing a vacuum in the condensors of
steam engines is by injecting cold water until the temperature is reduced to
about one hundred degrees. In order to procure a better effect than can be
realized under the usual system, instead of the pressure of the atmosphere
forcing the water used for condensation through a small hole or pipe into the
condensor, in the usual manner, I attach to any convenient part of the engine
a suitable machine or apparatus, to apply the power lost in the introduction of
the injection, whereby I can with advantage introduce the injection in greater
quantities, in consequence of the power gained in its introduction, nearly
equalling that required to pump it out of the condensor; and this apparatus
will also prevent the possibility of clogging or choking the steam cylinders with
water from the condensor, a circumstance which has been a source of frequent
accident, and especially with marine engines in a storm. The construction of
apparatus for this purpose may be similar to that of a small steam engine
cylinder, having three ports and a slide valve of the most simple construction.
In order to allow the water to act freely in the piston of this injection cylinder,.
for the condensation of every 30 cubic feet of steam of the.pressure of the
atmosphere per minute there should be one square inch area in the ports, and
for the condensation of every such quantity of steam per minute this cylinder
ought to discharge into the condensor one thousand five hundred cubic inches
of water, the valve chest or nozle of the injection cylinder to receive the water
for condensation, and then operate similarly to the manner steam is admitted
into and withdrawn from the cylinder of a steam engine, the water being
discharged from the injection cylinder into the condensor.
My second improvement for the condensation of steam includes the
application of the injection cylinder; but, instead of the cold water being
introduced into the condensor by the application of a pump or fan, it is made
to pass over a quantity of mercury in any suitable pipe or vessel, and the
strong conducting power of mercury and water cause a rapid assimilation of
their temperatures. From this vessel the injection cylinder takes its supply
of mercury, and discharges it into the condensor. A tube like that of the
barometer in principle is attached to the condensor at its upper end, and its

page_text: lower end reaches down to the pipe or vessel before named, so that a cir-
culation of mercury is alternately brought in constant contact with the cold
water and the steam to be condensed. In this case the injection cylinder
should be made as much larger as the difference in the specific heat of equal
volumes of water and mercury require, and the quantity of water circulated
over the mercury ought to be three thousand cubic inches for every thirty
cubic feet of steam condensed, the water formed by condensation to be with-
drawn by the air pump, and then returned to the boiler, and it is evident that
those methods may be applied to condensation for other purposes.
My third improvement in the apparatus connected with steam engines for
propelling boats or vessels is also applicable to water wheels for other purposes,
and consists in the application of a greater surface to the paddle boards, while
their breadth or depth shall not 2, 175 or 15 of the extreme radius of the
floats, the respective increase of surface for those proportions being about 30,
40, and 50 per cent. more than is usually given to paddle wheels as commonly
constructed by the most reputed manufactures. The usual diameter of the
rolling circle in common wheels is from 6 to 7 of the extreme diameter of
the floats, but with the proportions above described the rolling circles are
increased to about 8, 825, and 85 of the extreme diameter of the paddles,
and from numerous experiments I have found that they not only possess the
obvious property of expanding less power on backwater, but that they also
alinit of various degrees of immersion, without so much of the excessive loss
of power attending the common wheel under similar circumstances.
With a view to facilitate the application of my improvements I use the
following rule to find their surface:-Multiply half the number of horses
power of the engines respectively by 2010, 2240, and 2400, (according to the
diameter of the rolling circle and increase of surface intended to be adopted
Divide the product by the square of the extreme diameter of the floats in feet
multiplied into the number of revolutions per minute. The quotient is the
area of each paddle board in square feet. For instance, suppose a pair of
marine engines be 200 horses power, and the extreme diameter of the floats
or paddle boards be 25 feet, the number of revolutions per minute 20, and
224.000 =17.1 square
the diameter of the rolling circle 825, we have
feet area for each paddle board, and as the 'breadth or depth will be full
2 feet 17+2=8 feet, the length of the board.
100 x 2240
25 x 25 x 20
12,500
Fourthly, my improvements relate to the construction of excentrics for
Sometimes one excentric is
working the valves of locomotive engines.
placed immediately within each of the large wheels, and two more imme-
diately within the cranks, but more generally they are in the middle part

page_text: of the cranked shaft; and my improvements consist in forming the excentric
solid with the shaft; and the mode of manufacture which I prefer for such
engines as are in general use is, first, to have a mass of iron forged to make
the cranked axle without welding two halves together in the middle. The
axle made for the Cyclops engine before mentioned was first turned to
eight and a quarter inches in the middle part of the shaft between the steps of
the inside stay frames; and the shaft being suitably centered at the ends, four
excentrics were formed out of the solid mass. By turning away the iron
the diameter of those eccentrics is five and a half inches at the smallest part,
and their forms are semicircles at the joints of the excentric rods. The space
between each rod is one and a half inch.
Fifthly, my improvements is also applicable to locomotive engines, and
consists of a new arrangement of parts for the attainment of greater safety,
simplicity, and durability. The early locomotive engines were always sup-
ported by steps resting on their axles immediately within the wheels. My
improvements consist in the addition or application of outside frames to
engines constructed with only two stay frames within the wheels, the front
axle to have outside bearings, and also the small wheels behind the fire-box.
When such wheels are used the whole or the greater part (at least) of the
weight is on the crank axle resting on inside bearings, the steadiness of
motion being secured by the outside bearings of the fore and hind axles, while
the advantages and simplicity of only having two inside frames is preserved.
My sixth improvement is applicable to such high-pressure engines as those
generally used on railways, and consists in regulating the velocity of the
exhausting steam by the application of the following means for producing an
external enlargement in the area of the eduction pipe. Suppose the greatest
velocity of the exhausting steam requires the end of the pipe reduced
to two inches diameter for a locomotive engine. In order to effect this, I
make a piece of pipe about one-eighth of an inch thick, about twelve inches
long, two inches inside diameter at one end, and about three and a half inches
outside diameter at the other end. The piece of pipe is guided in the middle
of the fixed part of the eduction pipe, and moveable therein, the inside
diameter at the end of the fixed part to be three inches, and to increase in
diameter with the same degree of taper or cone as the moveable part, until its
inside diameter is about five inches, from which it may proceed parallel.
Now, as the large end of the moveable part is half an inch more than the end
of the fixed pipe, by pushing the moveable part outwards till the outside of its
larger end comes in close contact with the inside of the fixed part, the two
pipes will evidently form nearly a regular taper from five inches down to

page_text: two inches diameter, just as though they were but one pipe formed by joining
the moveable and fixed parts together. In that form a very powerful velocity
is communicated to the exhausting steam, but at the expense of about six
pounds per square inch back resistance to the pistons, at the average speed of
locomotive engines. About two and a quarter or two and three-eighths inches
is near the average diameter required for the end of the eduction pipes in
common use for locomotive engines, and they may be considered to range
from two to three inches in diameter, according to circumstances.
I shall now proceed to shew that my improvement affords the power of
instantly changing the velocity of the exhausting steam, and thereby securing
a more uniform rate of travelling, in consequence of the speed of locomotive
engines principally depending on the velocity with which their exhausting
steam is discharged in the chimney.
Having shewn the position of my improvement when producing the greatest
velocity to the exhausting steam, it is evident, as the moveable part of the
pipe is gradually withdrawn more and more from that position, I gradually
produce a greater external enlargement in the area for the escape of the
steam; and this increase, when the ends of the pipes are level with each
other, amounts to a ring or aperture, three-eighths of an inch broad, round
the end of the moveable pipes, and by drawing the moveable part a little
more within the fixed part of the eduction pipe a full clear area of three
inches in diameter is presented to the exhausting steam. The mode which I
prefer for communicating motion to the moveable part of the pipe is, to fix (to
its lower end) a rod passing down the eduction pipe, and through a stuffing
box, when the rod may be acted upon by levers or in any of the usual modes
of communicating a simple motion. In the following plan of enlarging the
area that which was the moveable part in the preceeding plan becomes fixed.
in this, by attaching to this part of it two or three legs, and fixing those to
the parallel parts of the eduction pipe, where it is five inches diameter; and
I make the moveable part of the same dimensions and form as I previously de-
scribed for the upper part of the fixed pipe, but with the addition of a sufficient
parallel length and stuffing box, to make it tight on the large part of the fixed
pipe. In this case the operation of the steam is the same as in the first plan.
And lastly, in consequence of the working loose leakage and annoyance so
frequently experienced from the application of. from about twenty-five to one
hundred and fifty small tubes to locomotive engine boilers, through their
frequent bending, and their great expansion being resisted by having their
ends inserted in the fire-box and boiler end, I have contrived the following
mode of relieving the whole of the tubes in such.locomotive boilers. Instead

page_text: of fixing the tubes to the boiler end in the chimney or smoke-box, I fix them
in a plate suitably bored to receive them, and I only fix part of an end to the
boiler above the tubes, with a flanch on its lower end projecting into the
boiler. On the margin of the tube plate I form a flanch projecting amongst
the water of the boiler right round the group of tubes, and at a sufficient
distance from the boiler sides and flanch of the end of the boiler above the
tubes to receive packing to make the tube plate both moveable and steam-
tight, the packing box having an end either on the tube plate or on the
boiler, and a ring of the form of the packing with projecting snugs to be
tightened by screw bolts. Brass or copper bolts for this purpose is cheapest
in the long run, and I prefer such bolts to those made of iron. It will be
seen that this arrangement perfectly submits the packing to the least possible
surface of heat, and to a sufficient quantity of water to preserve its durability.
The following improvements in the construction of boilers is composed of a
new arrangement or combination of old parts, suitably applied for effectually
strengthening curved or circular-formed boilers with large flues of a similar
form, and thereby materially diminishing the danger of such boilers. Where
the pressure of steam is tending to produce an external rupture in the plates,
it is well known that one of the first efforts of the pressure is to extend the
boiler into a round form; so far, a cylindrical boiler possesses a strong
tendency to maintain its shape when the pressure of steam is from within, and
tending to produce external rupture. On the other hand, a tube or flue is
never a perfect circle even when intended and made to be so. Here the external
pressure of steam is tending to colapse or burst the flue towards its centre;
and, a principle of self-derangement and destruction being inherent in the
tube or flue, the most frequent and serious accidents have been the con-
sequence. Now, my improvements consist in the application of a sufficient
number of stays to unite the external with the internal part of the boiler;
and as the larger surface of the external part gives it a more powerful tendency
to maintain its form than the internal tube or flue, the latter is necessarily
compelled by its connection to yield to the superior force of the former.
Suppose the external part of a boiler be formed with a radius of three feet,
or of six feet diameter of it be round, and suppose the tube or flue for the same
be formed with a radius of two feet, or of four fect diameter of it be round:
let it be required to know how I apply my improvements to boilers so formed,
and to bear a pressure respectively of seven and a half, thirty, forty-five, or
sixty pounds per square inch above the pressure of the atmosphere. The
plates for flues so formed should be respectively about 14, and of an
inch in thickness, and those for the boiler,,,, and of an inch in
164'

page_text: thickness for the respective pressures; and the rods forming the stays should
be screwed at both ends, and increased in thickness at the screws, so that the
diameter at the bottom of the thread of the screw shall be a little greater than
the middle part of the stays, at which part they should be respectively for the
different pressures,,,, and one inch diameter; and the surface of the
flues should have one stay for every two hundred and fifty square inches of its
surface, and for some of the smaller class of boilers it may be better to put a
stay for every one hundred and fifty or two hundred square inches of surface
in the flue, but in such cases the stays may be proportionably lighter. The
radius in some cases may only be about a foot, and the thickness of plate in
such cases may be about that required for about half the pressure at a double
length of radius; for instance, suppose a tube or flue of a foot radius has to
bear sixty pounds steam, the thickness of plate for thirty pounds with a two-
feet radius of flue is a proper strength, namely, 16 of an inch. I have
proposed to screw the stays into the boiler and flue. They may, however, be
attached in any other convenient manner, and in some cases it may be prefer-
able to fix a suitable eye or joint to the flue and boiler to connect the stays
by cotters or pins.
Having now particularly described the nature of my said improvements,
and the various forms and proportions I would recommend in order to carry
the same into practical effect, I desire it to be distinctly understood that I do
not intend to claim any of such parts above named, either separately or com-
bined, which have been so employed before, but only as new in their
application and effect, nor to confine myself to their precise dimensions; but I
claim as my Invention such improvements in steam engines and apparatus
connected therewith as are above particularly described, and to be employed in
the manner and for the purposes there set out.
In witness whercof, I, the said John Gray, have hereunto set my hand
and seal, this Twenty-fourth day of January, in the year of our Lord
One thousand eight hundred and thirty-nine.
TOTTNT
ODAX7

page_text: 4
"
(The words printed in Italic are in red ink in the original.)
66
"
"
In the Matter of a Patent granted to, John Gray, of Liverpool, in the
County of Lancaster, Engineer, for his Invention of
of "Certain
Improvements in Steam Engines, and Apparatus connected there.
with, which Improvements are particularly applicable to Marine
Engines for Propelling Boats or Vessels, and Part or Parts of which
Improvements are also applicable to Locomotive or Stationary
"Steam Engines, and other Purposes," bearing date at West-
minster, the Twenty-sixth day of July, One thousand eight hundred
and thirty-eight, and to which a Specification has been duly inrolled.
DISCLAIMER and Memorandum of Alteration proposed to be entered by the
said John Gray with the Clerk of the Patents of England, pursuant to
an Act passed in the fifth and sixth year of the reign of His late Majesty
King William the Fourth, intituled "An Act to amend the Law
touching Letters Patents for Inventions."
In my said Specification I did describe my Invention to consist of several
matters or improvements, but I have not been able to bring some of them
into beneficial use, for which reason I do wish to disclaim all parts of my said
Specification, excepting my improvements in working steam expansively in
steam engines, also, excepting so much as describes my first means of con-
densing steam in steam engines, and also, excepting so.much as describes my
improvements in constructing locomotive steam engines. And I have been
advised that doubts may arise as to what is claimed by me as new, and what
is old in respect to the first part of my Invention which relates to using steam
expansively, for which reason I wish to enter a Disclaimer in the following
words at the end of the description of such part of my Invention. In the
above description I have described the slide valves as being constructed and
worked, subject to the four following conditions: first, that the slide valves
must have a considerable "lap" or overlap.; secondly, that the slide valves
are so arranged together with apparatus that they may be capable of working
at different times with different degrees of lead; thirdly, that the slide valves,
with the apparatus connected therewith, are so arranged as to be capable
of working with different lengths or different speeds of stroke at different
times, so as to shut off the supply of steam to the cylinder at various periods

page_text: of the stroke, with à smooth or convenient motion from an excentric; and,
fourthly, that the slide valves are so worked as to be in the proper or usual
position when the engine is on the "centre," that is, at the end of the stroke.
And I wish it to be understood that I do not claim the construction or working
of slide valves and apparatus according to either of the said four conditions
separately, nor any of them combined, other than when the four conditions are
acting together to produce the improvements described in the Specification.
And in respect to my improvement in constructing locomotive engines I do
wish to confine my claim of invention to locomotive steam engines constructed
with horizontal or nearly horizontal cylinders placed opposite the cranks, and
communicating their power by two connecting rods similar to most of the
various locomotive engines in common use during the last eighteen years,
of which the Cyclops locomotive engine, described in a previous part of the
Specification, was one of the most numerous class of engines constructed
in that manner. And my reason for so doing is, that this part of my Inven-
tion is only usefully applicable to such description of engines. And in order
that the title may be consistent with the Invention which will then remain,
I wish to alter and do hereby alter the same to "Certain Improvements in
Marine Locomotive and Stationary Steam Engines," by striking out all the
other words in the said title.
And in order that this Disclaimer and Memorandum of Alteration may
be more readily understood, I have hereunto attached a copy of the Specifi-
cation with the parts disclaimed struck out, and the words of alteration now
made introduced in their proper places, and I have made certain verbal
alterations in the same, such alterations and words of Disclaimer being written
and made in red ink.
In witness whereof, I, the said John Gray, have hereunto set my hand
and seal, this Twenty-second day of April, in the year of our Lord
One thousand eight hundred and forty night.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
GRAY, of Liverpool, in the County of Lancaster, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent under the Great Seal of Great Britain, bearing date at Westminster
the Twenty-sixth day of July, in the second year of Her reign, did, for Her-
self, Her heirs and successors, give and grant unto me, the said John Gray,
Her especial licence, full power, sole privilege and authority, that I,, the said
0

page_text: John Gray, my executors, administrators, and assigns, and such others as 1,
the said John Gray, my executors, administrators, and 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, exer-
cise, and vend, within England and Wales, and the Town of Berwick-upon-
Tweed, my Invention of "Certain Improvements in Steam Engines-and
Apparatus--connected therewith, which Improvements are-particularly-applicable-to
Marine Engines for Propelling Boats or Vessels, and Part or Parts of which
Improvements-are-also-applicable to-Locomotive-or and Stationary Steam Engines
and-other-Purposes;" in which Letters Patent is contained a proviso that I,
the said John Gray, shall cause a particular description of the nature of my
said Invention, and in 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.
NOW KNOW YE, that in compliance with such proviso, I, the said John
Gray, do hereby declare that the nature of my said Invention, and the
manner in which the same is to be performed, is particularly described and
ascertained in the following explanation thereof, that it is to say :—
My improvements in steam engines-and-apparatus connected-therewith, which
improvements-are-particularly-applicable-to-marine-engines for-propelling boats or
vessels,-and-part-or-parts of which improvements-are-also-applicable-to-locomotive
or-stationary steam engines-and-other-purposes-are-particularly described as follows,
and consist, firstly, in several varieties in the application of parts or pieces of
mechanism and apparatus for the purposes of using steam employed in such
engines expansively;" secondly, in several a methods of effecting the condensation
of steam in low-pressure or condensing engines; thirdly, in-certain-apparatus-con-
nected-with-marine-steam engines;-in-particular-for-propelling-boats-or-vessels;
fourthly, in-the-use-or-application-of-solid-excentries, to be forged or formed-upon
the cranked or other-shaft of locomotive-and-other-steam engines-;-fifthly, in the
application of outside framings, steps, and bearings to the wheel shafts of cer-
tain construction of locomotive engines, in order to increase their safety and
durability; sixthly, in the peculiar construction of the eduction-steain-pipes-of-such
deseriptions-of-steam-engines-as-are-usually employed upon-railways-;-and-lastly, in
the peculiar construction-of-boiler ends of locomotive engines, and in-certain-eom-
binations of old parts of steam boilers, in-order-to-attain-a-greater-strength-and
resistance-from-bursting, all of which improvements are more particularly de-
scribed, as follows:-

page_text: Firstly, my improvements consist in various methods and apparatus for
working steam engines on the expansive principle; and my improvements for
this purpose partly consist in effecting or combining a suitable adjustment of
the lap, the lead and the speed or motion of the slide and other valves render-
ing them capable at pleasure of introducing such a charge of steam to the
cylinder as the resistance to be overcome may require. I shall, however,
prior to entering more fully into the nature of such improvements, make such
observations upon the operations of the steam and valves in engines generally
in order that the objects of my Invention may be better understood and more
beneficially applied in practice. When the slide valves of steam engines just
cover the ports, but no more, and the excentrics or other apparatus used for
working the valves are so set that the valves are just midway, covering the
ports when the engine is on the centre, the valve or valves under such circum-
stances are said to have no lead, or that they are too slow, and will not only
impair both the speed and force of the engine, but this loss of power is at
the same time attended by a great consumption of steam and fuel. On the
other hand, if the valves have opened tho ports too much by the time the piston
has arrived at one end of the cylinder, the force and speed of the engine will
also be diminished, and under such circumstances the valve is said to have too
much lead, or to be too quick. And further, that which is the best degree of
lead for an engine when going slow is decidedly too little when the same
engine is going quick. It is well known that a smaller charge of steam is
more effective with locomotive engines running at a quick speed; and in order to
produce the greatest force at various speeds there are varying stages or positions
prior to the termination of the stroke at which certain changes in the opera
tion of the valve ought to commence,-first, the period at which the induction
ought to be shut off, and, secondly, the time at which the eduction should
commence; these periods should be sufficiently early to have the exhausting
port about one third open when the engine is on the centre; for if there be no
lap on the exhausting side of the valve, and the eduction commence when the
piston has moved through about 97 of the stroke, the exhausting port will be
full one third open at the termination of the stroke, and it will be found on
examination, that if the eduction commence when the piston has passed through
97 of the stroke, the crank will be about twenty degrees from the centre, and
although twenty degrees only amount to 03 of the stroke of the piston it
amounts to 911, on the time occupied in making half a revolution, or one hun-
dred and eighty degrees; therefore, while we gain time for the exhausting to the
amount of 11, and at the same time cause the engine to give out its maximum
force when moving at a moderate speed with a charge of 92 of steam, the

page_text: exhausting of this steam will, notwithstanding, have to be performed in a much
shorter period than the time occupied in its introduction to the cylinder; it is
therefore desirable that the steam should be discharged from the cylinder as
rapidly as circumstances will permit. The admission of steam however being
gradual or progressive, it is therefore quite unnecessary that an aperture
sufficiently large for the exhausting should be thrown wide open for the
admission of the steam. From these observations it will appear evident that
to make an engine exert its utmost force at a moderate speed .a. greater
quantity of lead to the exhausting than has generally been given for that
purpose is absolutely necessary. The great source of economy, by using steam
expansively, has, with the exception of a comparatively small number of
engines, been considerably neglected, the proprietors of engines being gene-
rally too anxious to have the greatest force and power from a given size of
cylinder, and they not unfrequently defeat their own designs from an idea
that the more steam you can get into a cylinder the more power you will get
out of it; whereas it has been found from numerous facts, that in order to get
the greatest power from an engine the steam must be shut off a considerable
time before the termination of the stroke. Now, abstractedly, I do not mean
to say that the cutting off the supply of steam to the cylinder can increase the
power of an engine, but that the delay to the exhausting occasioned by following
the piston with steam to the latest period of its motion necessarily involves
a greater loss of power by the resistance of the exhausting steam to
the progress of the piston in the succeeding stroke than can possibly
be gained by the introduction of a full charge to the cylinder. The passages
for steam ought not to be regulated by the size of the cylinder employed, but
by the power exerted or by the charge of steam used; and this an important
point to be observed in the construction of cylinders for locomotive engines in
which the speed of the pistons is much greater than in other engines., More-
over, if the steam in a well-proportioned engine be shut off at 45 of the
stroke by only opening the eduction port one half, it is evidently as well off
for freedom in the steam passages as if a charge of 90 was admitted with
the eduction full open; so that a well-proportioned valve will always give.an
ample opening to the eduction port, however its motion may be reduced in
consequence of the charge of steam being diminished in a greater ratio then
that of the motion of the valve. It will, therefore, be found that it is impos-
sible to reduce the eduction opening to an injurious degree, because well-
proportioned slide valves open the exhausting about one third before the
induction commences. In steam navigation an extremely uniform motion is
not essential, as a pair of engines is generally employed in sea-going

page_text: steamers. The motion is tolerably uniform when working at full power, not-
withstanding the cranks of a pair of engines at forty-five degrees from the
centre presenting by their united action full forty per cent. more leverage
power than there is communicated when one engine is at all full power and
the other on the centre. The most uniform motion is obtained from a pair of
condensing engines when the supply of steam is shut off at half-stroke. It
may, therefore, be considered that the expansive principle is particularly
applicable to the purposes of steain navigation, and any improvements cal-
culated to simplify and safely to extend its use to such purposes.is an object of
general interest and utility.. In consequence of a quantity of steam at least
equal to the pressure of the atmosphere being latent in its force in non-con-
densing engines, it is the more desirable that the steam supplied to the.
cylinders should exceed. that force as far as the pressure in; the boiler will
permit, and to regulate the power by: shutting off the supply at any period of
the stroke that the resistance to: be overcome may require. A variation in
the resistance of a train of carriages being of frequent occurrence through the
inclinations of the roads, favorable or 'contrary winds, &c. require a power
that can be varied in its; force without the heavy loss of steam and fuel and
the delays attending the usual mode of accomplishing that object by throttling
the supply of, steam from the boiler, and making the engine capable of over-
coming at a reduced speed the greatest resistances with. which they have to
contend; and this is a frequent source of delay, not only in the excess of time
occupied in overcoming the heaviest work, but the. cylinders being much
larger than necessary for the. lighter parts. of, the resistance, only a low
pressure of steam is required, so that the latent steam admitted into the
cylinder frequently carries off more than one half of the heat communicated.
to the boiler, and when they are not in. good order, or the fuel of the: best
quality, it is by no means unusual under such circumstances to have late
arrivals of railway trains through a deficiency of steam, (or rather, I should.
have said, through the misapplication of .it,) for, with my improvements, the
cylinder may be made as much larger as will. enable them, easily, to overcome
the greatest resistances they have to contend with, and although that excess
in the size of the cylinder is a serious evil by the usual mode of supplying
them with steam, it is a source of great economy when the steam is supplied
with my improvements, in consequence of the larger cylinder admitting of a
greater extent of expansive action. As the velocities of those engines render
their motion almost perfectly uniform the expansive action may be carried to
any convenient extent; and, as my improvements admit of the utmost, smooth-
ness of motion, to the valves, the steam may act, expansively, and, will, with

page_text: much less steam and fuel, propel a locomotive engine at a greater velocity than
they can possibly obtain with an equal load by steam supplied in the usual way.
The first of my improvements for employing the expansive power of steam
consists in the application of the following articles for using steam expan-
sively by varying the lead and speed or motion of slide valves having a suit-
able proportion of lap, whereby the supply of steam to the cylinders may be
regulated or shut off, at various periods of the stroke, as circumstances may
require. The means by which I accomplish this object is through a variation
produced in the lead of the excentric or other appartus employed in moving
the valves by varying the direction or angle of what I shall call the excentric
rod or lead rod. This rod proceeds from and communicates the motion of the
excentric to a rod or lever, which I shall designate the stroke or motion lever,
its office being to effect the necessary changes in the stroke or motion of the
valve for different degrees of expansive action. The part of the stroke lever
on which the lead rod operates must be curved from the centre of the
excentric shaft, so that the lead rod may be of a proper length to whatever
part of the lever it may communicate its motion. The stroke lever must
proceed from its fulcrum or centre of motion in the opposite direction to that
of the motion of the excentric, so that when the lead rod communicates its
action at the greatest distance from the fulcrum of the lever, a diminished
speed or motion, and also a greater quantity of lead, is communicated to the
valve, whereby a considerable increase of power is obtained from a given
quantity of steam, in consequence of an increased expansive action. Gradu-
ally, as the excentric rod is moved towards the fulcrum of the motion lever
the diminution of the lead and increase of motion become greater and greater,
so that the engine may be enabled to produce the greatest power that the
pressure of steam and size of cylinder are capable of exerting, the varying
lead and motion of the valve performing the timely offices necessary for its
proper position when the engine is on the centre, and also for shutting off the
supply of steam to the cylinder at various periods of the stroke with that
smoothness of motion which is most favorable to the durability of the working
parts, the breadth of the steam ports being represented by 1. The following
Table shews the proportions which I prefer for the parts therein mentioned.
The first column shews within what range of the stroke of the piston the supply
of steam to the cylinder is to be shut off as occasion may require. The second
column shews the quantity of lap on the induction side of the valve. The
third column represents the requisite lap of the valves on the eduction side
for condensing engines, but one third of that quantity of eduction lap is a
proper
proportion for non-condensing engines working with steam of fifty pounds

page_text: per square inch above the pressure of the atmosphere, and for a higher or
lower pressure the eduction lap ought to vary in the same proportion as the
pressure of steam. The fourth column shews the lead of the excentric in
degrees. The fifth and sixth columns respectively shew the ranges in degrees
of lead and the motions required by the valve to supply various quantities of
steam to the cylinder.
The motion or length of stroke for the excentric may be varied a little to suit
general convenience. The stroke which I prefer is 1.5, and the length of the
excentric or lead rod 18, measuring from centre to centre. When the lead rod is
midway in the curved part of the motion lever the end of a line measuring 20,
and proceeding at a right angle from the rod at the distance of 11 from the
centre of the excentric shaft, gives that point or position which I consider the
best for the centre or fulcrum of the motion lever. In other respects the form
which I prefer for the stroke or motion lever is to branch it into two parts,
forming a curved groove, to receive its motion from a pin fixed in or solid
with the end of the lead rod, and where a variation-of-power-is-frequent, or a
governor-attached to the lead rod instead of the usual manner-of-attaching it to the
throttle valve, a roller may in-such-eases-be-placed-on the pin of the lead rod, to
diminish-the-foree required-to-move it. Having given such proportions-for-the
various parts-as-I-consider-best--adapted to the performance of their respective
offices, together with the connection-or-combination-and-mode-of-operation-under
different circumstances of action, I would observe that the length of the lead-rod
has a great influence both on the length of stroke required-from-the-excentric,
and-also-on-the-length required in the motion lever; for if the length of the lead-red
be much cherter in proportion to the stroke of the excentric than I have previously
given for them, the oscillating-motion-produced by the excentric-on the lead red
-

page_text: would produce too much variation in the lead of the valve, and consequently-in-the
quantity of the steam admitted into opposite ends of the cylinder. On the other
hand, if the length of the lead rod be much more than the proportion I have pre-
viously given for it, in consequence of its having to pass-through certain degrees,
which increase with the radius of the lead rod, a corresponding increase will be
required-in-the-length-of-the-motion-lever. In other respects the common details of
the various parts, such as the degree of stiffness, the fittings and joints, may be
varied to suit different methods of construction in common use.
Such a liberty,
however, cannot be taken with the proportions of the various parts, though some
variations may be made. I shall proceed to describe an instance of this descrip-
tion, as made by the Liverpool and Manchester Railway Company for the
Cyclops locomotive engine; and in order that the situation of the respective
parts may be fully comprehended, I shall first give a general description of the
engine, and then proceed with the application of my improvements to an engine
of this description. The general form and appearance of the Cyclops is similar
to those engines in general use for the quick conveyance of goods and passen-
gers, having a pair of small wheels and axle in front under the boiler, and
another pair at the opposite end behind the fire box, the two horizontal
cylinders being placed in the smoke box at the distance of two feet seven inches
from centre to centre, and communicate back their power to a cranked shaft
on which the large propelling or driving wheels are fixed. The principal
framing bearing the weight of the engine and boiler is placed outside of the
wheels, and is supported by springs and steps resting on outside bearings, which
are formed by projecting the axle ends a sufficient distance through the wheels
to form bearings six inches in length for the steps to rest upon. There are four
the inside stay frames used in that class of engines, proceeding from the smoke
box, one being placed on either side of each cylinder, and attached to the fire
box at the opposite end. Those frames are suitably prepared to receive and
tighten up a pair of steps, two and three quarters inches in breadth, on either
side of each crank, for the horizontal support of the shaft against the action of
the engine. The space in the centre of the engine between those steps is
thirteen and a quarter inches, and from excentrics placed on t that part of the shaft
the motion for the valves is generally obtained. As part of my Invention relates
to an improved method of constructing such excentries or cranks for working the
valves I shall refer to this part of my Specification in describing such improve-
ments. I have before described the forms which I prefer for the stroke or
motion lever, and of the end of the lead rod in connection with it. In that
manner the motion levers and lead rods have been made for the Cyclops engine
in the proportions previously mentioned. The breadth of the induction ports

page_text: are represented by 1 in the foregoing table, and as the induction ports of the
Cyclops engine are one inch broad, in this case the proportions turn out to be
the dimensions in inches, the position of the fulcrum or centre of motion of the
stroke levers will be found by substituting respectively the numbers 16 and 17
for those of 20 and 11 quoted in the paragraph following the.. table above.
There are four excentrics or. cranks for working the valves, two for the head-
way and two for the backway;..their stroke. is 1.75...As those engines are
turned round at the end of every journey, the motion levers, &c. made for
the Cyclops are.only prepared for expansive action. The headway the levers
are two and a half inches asunder, and each of them three and a half inches
in breadth. The lead. rods for the headway apply from the outside of the
motion levers. The pin (one and a half inch) and the roller (three inches
diameter) on the end of the rods projects two inches in the groove of each lever.
The excentric rods for the backway apply from the inside of the levers, and
only project one inch' and three eights. For engaging. and disengaging the
lead rods their ends are provided with pins, on which links are placed. - The
lower ends of the two links used for the headway are each connected with a
lever twenty-two and a half inches in length, and moving with a shaft placed
thirty-eight and a half. inches from the crank axle, and four and three quarters
inches below its level... Those levers move through fifty degrees in the complete
performance of their office. A journal is formed on the outside of the right
hand lever, and on the outside of the left hand. lever a hollow shaft is welded
which extends across to one. and a half inch beyond the left stay frame, from
which it is supported by a pedestal, and another pedestal supports the shaft by
the journal at the opposite end from the left stay frame of the right hand engine.
Those. two. levers extend beyond the journal and hollow shaft, and in a curved
shape; they form a solid connection with one another at a sufficient distance
from the journal and hollow axle to admit of a solid shaft being placed through
the latter, and a lever keyed on the end of it in the centre of the engine. The
end.of this lever receives the two links for engaging and disengaging the two
excentric rods for the .backway. From the top of the curved groove in the
motion levers the distance of their sides increase from three inches at an angle
of forty-five degrees, until there is sufficient room for the set of the excentric
rod pins and rollers that are disengaged, while the stroke levers are in motion
by the other set of rods. The two sides of the motion levers form a solid con-
nection with each other at the top of them, where they also form a stiff triangular
projection, with a round end to receive their connection with the valves in the
most direct manner, the. projection from the top of the levers.being sufficient
for that purpose. In order to keep one set of excentric' rods continually dis-

page_text: groove
engaged, and also be able to move the engine backwards or forwards by a
handle or lever on the foot plate, a bar proceeds therefrom, having a motion
of fourteen inches when the bar is in its midway position, and all the four
excentric rods disengaged. A pin one inch and a half diameter for the back
motion is fixed to the bar, seven inches in front, and six inches above the centre
of the solid and hollow shafts before mentioned. Another pin for the headway
(of the same size) is fixed on the bar seven inches behind and six inches below
the centre of the two shafts. Now it is evident that the back motion pin
describes a line fourteen inches in front of the centre of the shafts, and the
headway pin will describe a line fourteen inches behind the shafts, the two lines
being parallel to each other, and twelve inches asunder. A lever with a bent
is welded to the solid shaft, and embraces the pin in the bar. For the
back motion another lever, with a bent groove, is keyed on the hollow shaft,
and embraces the pin in the bar for the headway. For seven inches from the
end of each of those levers their grooves run parallel with the direction of their
respective pins, and it is evident that the movement of the bar, while either of
the pins are in that part of the levers, can produce no motion whatever. The
groove in the back and forward levers proceed in a direction from the centre
of the shaft at 50 degrees from the vertical towards the horizontal part of
their respective grooves. From those grooves being at 50 degrees from the
vertical, it is evident that their respective pins cannot arrive at the vertical
position over the shafts without taking alternately their respective levers with
them; and it is equally evident that as they take the one the other will remain
motionless, and vice versâ, so that a greater or less motion in the bar raises and
lowers the lead rods, and thereby varies the quantity of steam to the cylinder.
The second of my improvements for employing the expansive power of steam,
where it may be inconvenient, or for other reasons, may be thought preferable.
To dispense with the motion necessary to vary the lead from the slowest to the
quickest degree that may be required in such cases I use the following means
for obtaining the same object:-The first article I call the speed or lead lever,
its office being to change both the speed and lead of the valve; its lever may
be made considerably shorter than the stroke lever previously described. I
prefer the groove form for this lever also, but the groove must be made wider
towards the fulcrum, that the excentric may be set to the greatest lead required,
and the taper or increase width of the groove to be so proportioned that by
moving the excentric rod towards the fulcrum of the lever (or, in case it may
be a rod, from a second motion answering the same purpose, although not
worked immediately from the excentric), the necessary speed of the valve is
obtained while the play of the excentric rod pin in the wider part of the; groove

page_text: detains the action of the excentric on the valves just as much as in the plan.
first described, where the speed is moderate, and a want of sufficient room in
the nozzle or valve boxes for a greater motion being communicated to the
valve. Thirdly, I insert or fix as many pins, or make as many holes or notches,
at a uniform distance from the excentric shaft, into a rod or lever, which I
shall designate the notch lever, to those pins, holes, or notches. The excentric
rod may communicate its motion by a notch or pin in the usual manner, or in
any other convenient way, but I prefer, instead of making a notch on the top
or bottom of the rod, to form a notch in the side thereof, with a sliding box to
move longitudinally on the rod, similar to that in common use, except having
projecting parts at the upper as well as at the lower side, to enclose any of the
pins that may be required in the notch. The extreme distance of these pins
may be sufficient to vary the lead, or the pins nearest the fulcrum may be of
smaller and smaller diameter, so that the lead and speed obtained may be
similar to that previously alluded to; a pin projecting from the side of the
excentric rod, instead of a notch, will answer the same purpose, suitable holes
or notches (varying in size) being made in the lever to receive the pin.
In-my-fourth-method-for-working-steam-engines-on-the-expansive principle-I
first-reduce the area of one end of the cylinder-more-or-less-for-different-degrees-of
expansive-action;-secondly-(except-at-starting the engine)-I-supply-all-the-steam-re-
quired-for-the-engine-to-the-end-of-the-eylinder-diminished-in-capacity-and-after-it
has-there-performed-its-office-I-transfer-it-to-the-opposite end-of-the-same-eylinder
(instead of--exhausting-it in the usual mauner),-so-that--the-same-steam, prior to
its-final-exhausting-propels-the-piston-back-again-by-presenting-a-greater-area-for
its expansive action. The passage-pipe-for-sapplying-steam to the nozel-of-the
larger area of the cylinder to be used in starting the engine must-be-provided with
a suitable-valve-or-cook-for-shutting-off-the-communication-after-the engine has got
into-motion-;-a-passage-one fourth-the-area-of-the-steam-pipes is quite suflicient
for-the-purpose.--The diminution-of-the-area-of-the-cylinder may-be-earried-to-any
Convenient extent,-and-may-also-be-effected-in-any-convenient manner, but the
method--prefer-is-to-fix-to-the-piston-a-cast-iron-pipe-turned-outside-and-worked
through-a-packing box in the cylinder-end-;-this-pipe-may-generally-substitute the
piston rod of engines-in-common-use,-or-it-may-be-applied-at-one-end-of-the
eylinder,-and-a-piston-red-at-the-opposite end ;--the-area-of-the-pipe-should-be
nearly-three-fifths of the area of the piston-for-general-cases-of-moderate expansion.
In-order-to-expand-the-steam-21-44-and-six-times-its-volume-and-at-the-same-time
preserve-a-near-uniformnity-in-the-power-exerted-by-the different areas of the
eylinder-the-respective areas of the-pipe-ought-to-be-about-'60-66-and-'70 of the
area of the cylinder. The charge of the supply-of-steam for four and a quarter-and

page_text: sixfoldexpansion-should-be-shut off-respectively-at-72 and 60 of the-stroke-for-the
smaller area of the cylinder. In other respects the various operations may be effected
by any of the well known means-in-common-use-for-such like-purposes. In order to
diminish the heat of the boiler, and thereby the escape of heat from their flues-to
a-greater extent-than-is-usually done, in my fifth improvement-for-working-steam
engines-expansively, instead-of-taking-a-sufficient-quantity of heat-from-the-boiler-in
the-form-of-steam, I-take-a-sufficient quantity of hot water for that purpose, and the
piston yielding--to--the-force of steam-arising from the water by its progressive
motion-in-the-eylinder, the pressure becomes-more-and-more-diminished, and conse
quently the heat-of the-water-more-and-more-reduced by the quantity-of-steam-it
hus-disengaged. The water, after having thus supplied the engine with steam, at
the expence of a considerable portion of its heat, is returned by-a-pump-to-that-part
or parts of the boiler nearest the escaping heat, and thereby presenting a cooler
surface-to-its-action. This system of working steam engines is best adapted to slow
motions, such as-pumping engines. Different means may be used for obtaining the
supply of hot water from the boiler; but I prefer the application of a small cylinder
fitted up similar to that-of-a-small-steam-engine, its induction pipe to take its water
from the hottest part of the boiler. This pipe should be supplied with a valve-or
cock-to-stir-up-its-action, for when full power is wanted the steam should be-sup-
plied in the ordinary-way.
In the above description I have described the slide valves as being constricted
and worked subject to the four following conditions:-1st, That the slide valves
must have a considerable "lap" or overlap. 2dly, That the slide valves are so
arranged, together with apparatus, that they may be capable of working at different
times with different degrees of lead. 3dly, That the slide valves, with the
apparatus connected therewith, are so arranged as to be capable of working with
different lengths or different speeds of stroke at different times, so as to shut off the
supply of steam to the cylinder at various periods of the stroke, with a smooth or
convenient motion, from an excentric; and, 4thly, That the slide valves are so
worked as to be in the proper or usual position when the engine is on the centre,
that is, at the end of the stroke; and I wish it to be understood that I do not
claim the constructing or working of slide valves and apparatus according to
either of the said four conditions separately, nor any of them combined, other than
when the four conditions are acting together to produce the improvements described
in the Specification,
Having described my Improvements for the economical application of steam
in propelling the pistons of steam engines, I shall proceed with those for its
condensation. The usual mode of producing a vacuum in the condensers of
steam engines is by injecting cold water until the temperature is reduced

page_text: to about one hundred degrees. In order to procure a better effect than can
be realized under the usual system, instead of the pressure of the atmosphere
forcing the water used for condensation through a small hole or pipe into the
condenser in the usual manner, I attach to any convenient part of the engine
a suitable machine or apparatus to apply the power lost in the introduction
of the injection whereby I can with advantage introduce the injection in
greater quantities in consequence of the power gained in its introduction nearly
equally that required to pump it out of the condenser, and this apparatus will
also prevent the possibility of clogging or choking the steam cylinders with
water from the condenser, a circumstance which has been a source of frequent
accident, and especially with marine engines in a storm. The construction
of apparatus for this purpose may be similar to that of a small steam engine
cylinder having three ports and a slide valve of the most simple construction.
In order to allow the water to act freely in the piston of this injection cylinder,
for the condensation of every thirty cubic feet of steam of the pressure of
the atmosphere per minute, there should be one square inch area in the
ports, and for the condensation of every such quantity of steam per minute
this cylinder ought to discharge into the condenser one thousand five hundred
cubic inches of water, the valve. chest or nozle of the injection cylinder to
receive the water for condensation, and then operate similarly to the manner
steam is admitted into and withdrawn from the cylinder of a steam engine,
the water being discharged from the injection cylinder into the condenser.
My seeond Improvement-for-the-eondensation of steam ineludes-the-application
of the injection cylinder, but instead-of-the-cold-water-being-introduced-into-the
condenser by-the-application of a pump or fan it is made-to-pass-over a quantity
of mercury-in-any-suitable pipe or vessel,-and-the-strong-conducting-power-of-mer-
eury-and-water-cause-a rapid-assimillation of their temperatures; from-this-vessel
the injection cylinder takes its supply of mercury, and discharges it into the-con
denser. A-tube like that of the barometer in-principle-is-attached to the condenser
at its upper-end, and its lower end-reaebes down to the pipe or vessel-before
named, so that a circulation of mercury is alternately brought in constant contact
with the cold water and the steam to be condensed; in this case the injection
eylinder should be made as much larger as the difference in the specific-lieat of
equal volumes of water-and-meroury-require, and the quantity of water-eireulated
over-the-meroury ought to be three thousand cubic inches for every thirty-eubie
feet of steam condensed, the water formed by condensation to be withdrawn
by the air pump, and then returned to the boiler; and it is evident that these
methode may be applied to condensation for other purposes.
My-third improvement in the apparatus connected with steam--engines for

page_text: propelling boats or vessels-is-also-applicable-to-water-wheels-for-other-purposes,
and consists in the application of a greater surface to the paddle boards, while
their breadth-or-depth-shall not exceed '97-'175 OF 15 of the extreme radius of the
floats,-the-respective increase of the surface for those proportions--being-about
30-40-and-50-per-cent.-more-than-is usually given to-paddle-wheels-as-commonly
constructed by the most reputed manufactures.-The-usual diameter of the rolling
eirele in common-wheels-is-from 6 to 7 of the extreme diameter of the floats,
but with the proportions above described the rolling-eireles--are-increased to
about-8,- 825,-and 85 of the extreme diameter of the paddles, and from numerous
experiments I have found that they not only possess the obvious-property of
expending less power on backwater, but that they also admit of various-degrees
of immersion without so much of the excessive loss of power attending--the
common-wheel under similar circumstanees. With a view to facilitate-the
application of my improvements, I use the following rule to find their surface.
Multiply half-the number of horses-power of the engines respectively-by-2040,
4240, and 2400, (according to the diameter of the rolling circle and increase
of surface intended to be adopted. Divide the product by the square-of-the
extreme-diameter of the floats-in feet multiplied into the number of revolutions per
minute; the quotient is the area of -each-paddle-board-in-square-feet-;-for-instance,
suppose-a-pair of marine engines be 200 horses power, and the extreme diameter
of the floats or paddle boards be 25 feet, the number of revolutions per minute
20,-and-the-diameter of the rolling cirele-$25, we have
100 X 2240
204,000
12,500
05 X 25 X 20
17*1-square-feet-area for each paddle board, and as the breadth or depth will be
full-a-feet-178) feet the length of the board.
Fourthly, my-improvements relate to the construction of excentries-for-working
the valves-of-locomotive-engines;-sometimes one excentric is placed immediately
within each of the large wheels, and two-more-immediately within the eranks,
but more generally they are in the middle part of the cranked shaft; and my
improvements consist in forming the excentries solid with the shaft, and the-mode
of manufacture-which I prefer for such engines as are in general-use is, first, to
have a mass of iron forged to make the cranked axle without welding two halves
together-in-the-middle. The axle made for the Cyclops engine before-mentioned
was first turned-to eight and a quarter inches in the middle part of the shaft
between the-steps of the inside stay frames, and the shaft being suitably-centered
at the ends, four-eccentries-were-formed out of the solid mass-by-turning-away-the
iren-; the diameter of those excentries is five and a half inches at the smallest party
and-their-forms-are-semicireles-a-the joints of the eccentric rods; the-space-between
each-rod-is-one and a half inch.

page_text: Fifthly, part of my improvements is also are applicable to other parts of loco-
motive engines, and consists of a new arrangement of parts for the attainment
of greater safety, simplicity, and durability. The early locomotive engines were
always supported by steps resting on their axles immediately within the wheels.
My Improvements consist in the addition or application of outside frames
to engines constructed with only two stay frames within the wheels, the front
axle to have outside bearings, and also the small wheels behind the fire box
when such wheels are used, the whole or the greater part (at least) of the
weight is on the crank axle resting on inside bearings, the steadiness of motion
being secured by the outside bearings of the fore and hind axles, while the
advantages and simplicity of only having two inside frames is preserved.
In respect to this part of my Invention, I confine myself to locomotive steam
engines constructed with horizontal or nearly horizontal cylinders placed opposite
the cranks, their power being communicated by two connecting rods, similar to
most of the various locomotive engines in common use during the last eighteeen
years, of which the "Cyclops" locomotive engine, described in a previous part of
this Specification, was one of the most numerous class of engines constructed in
that manner.
My sixth Improvement-is-applicable to such high pressure engines as those
generally used on railways, and consists in regulating the velocity of the ex
hausting steam by the application of the following means, for producing an ex
ternal enlargement in the area of the eduction-pipe:--Suppose the-greatest-velocity
of the exhausting steam requires the end of the pipe reduced to two inches
diameter for a locomotive engine. In order to effect this I make a piece of
pipe about one-eighth of an inch thick, about twelve inches long, two-inches
inside diameter at one end, and-about three-and-a-half inches-outside-diameter-at
the other end; the piece of pipe is guided -in-the-middle of the fixed part of
the eduction pipe, and moveable therein, the inside diameter at the end of the
fixed part to be three inches, and to increase in diameter with the same degree
of taper or cone as the moveable part, until its inside diameter is about five
inches from which it may proceed parallel.--Now, as the large end of the moveable
part is half an inch more than the end of the fixed-pipe by pushing the moveable
port outwards till the outside of its larger ends comes in close contact with the
inside of the fixed part, the two-pipes will evidently form nearly a regular taper
5 from five inches-down to two inches diameter, just as though they were but one
pipe formed by joining the moveable and fixed parts together; in that form-n-very
powerful velocity is communicated to the exhausting steam, but at the expense of
about-six-pounds per square-ineh back resistance to the pistons at the average
speed of locomotive engines. --About two-and-a-quarter or two and three-eighths
C

page_text: mehes is near the average diameter required for the end of the eduction pipes-in
common use for locomotive engines, and they may be considered to range from
two to three inches in diameter, according-to-eireumstances.
I shall now-proceed to shew that my Improvement affords the power of
instantly changing the velocity of the exhausting steam, and thereby scouring
a-more-uniform--rate of travelling, in consequence of the speed of locomotive
engines-principally-depending on the velocity with which their exhausting steam
is-discharged-in-the-chimney. Having shewn the position of my improvement
when-predueing the greatest-velocity to the exhausting steam, it is evident as the
moveable part of the pipe-is-gradually withdrawn more-and more from that posi
tion, I gradually produce a greater external enlargement in the area for the escape
of the steam, and this increase, when the ends of the pipes are level with each other,
amounts-to-a-ring or aperture three-eighths of an inch broad-round the end of the
moveable-pipes, and by drawing a moveable--part a little more within the fixed
part of the-eduction pipe a full-clear area of three inches diameter is presented to
the exhausting steam; the mode which I prefer-for-communicating motion to the
moveable part of the pipe is to-fix-(to its lower end) a red passing down the
eduction pipe-and-through-a-stuffing box, when the red may be noted upon by
levers, or in any of the usual modes of communicating a simple motion. In the
following plan of enlarging the area, that which was the moveable part in the
preceding plan becomes fixed in this by attaching to this part of it two or three
legs, and fixing those to the parallel-parts of the eduction pipe where it is five
inches diameter, and I make-the-moveable part of the-same dimensions and form
as I-previously described for the upper-part-of the fixed-pipe, but with the-addi-
tion-of-a-sufficient parallel-length-and-stuffing box-to make it tight on the large
part of the fixed-pipe. In this ease the operation of the steam is the-same-as
in the first-plan.
And lastly,-in-consequence of the working loose, leakage, and--annoyance
so frequently experienced from the application of from about twenty five-to-one
hundred and fifty-small-tubes-to locomotive-engine--boilers, through their frequent
bending,-and-their-great expansion being resisted by having their ends-inserted
in-the-fire-box and boiler end-;-I have contrived the following mode of relieving
the whole of the tubes in such locomotive boilers. Instead of fixing the tubes
to the boiler end-in-the-chimney or smoke Lox, I fix them in a plate-suitably bored
to receive them, and I only fix part of an end-to-the boiler above the tubes-with
a flange on its lower end projecting-into the boiler; on the margin of the tube
plate I form-a-flanch projecting amongst the water of the boiler, right-round-the
group of tubes-and at a sufficient-distance-from-the boiler sides-and-faneh-of-the
end of the boiler above the tubes-to-receive-packing-to-make the tube plate both

page_text: moveable and breams eighty the packing Dox maving end enter on the tube
plate or on the boiler, and a ring of the form of a packing with projecting cnugs,
to-be-tightened by serew-bolts. Brass or copper bolts for this purpose is cheapest in
the long run, and I prefer such bolts to those made of iron. It will be seen that
this arrangement-perfectly submits the packing to the least possible surface of heat,
and to a sufficient quantity of water to preserve its--durability. The following
improvements in the construction of boilers is composed of a new arrangement
or combination of old parts suitably applied for effectually strengthening ourved
or circular formed boilers, with large-flues of a similar form, and thereby materially
diminishing the danger of such boilers where the pressure of steam is tending to
produce an external rupture in the place; it is well known that one of the first
efforts of the pressure is to extend the boiler into a round form ; so far a cylindrical
boiler possesses a strong tendency to maintain its shape when the pressure of steam
is from within, and tending to produce external rupture. On the other hand, a-tube
or flue-is-never-a-perfect-oirele, even when intended and made to be so ;-here-the
external-pressure of steam is tending to-collapse or burst-the-flue towards its centre,
and-a-principle of self derangement and destruction being inherent in the tube or
flue, the-most frequent-and-serious-accidents have been the consequence.--Now-my
improvements consist in the application-of-a-sufficient number of stays to unite the
external with the internal part of the boiler, and as the larger-surface of the
external-part-gives it a more-powerful tendency to maintain its form than the
internal tube-or-flue, the latter-is-necessarily compelled, by its connection, to yield
to the superior-force of the former. Suppose the external part of a boiler be formed
with-a-radius-of-three feet or of -six-feet-diameter if it be round, and--suppose-the
tube-or-flue-for-the same be formed with a radius of two feet, or of four feet dia-
meter, if it be round let it be required to know how I apply my improvements te
boilers so formed, and to bear a pressure respectively of seven-and a half, thirty,
forty-five-or-sixty-pounds-per-square-inch-above-the-pressure of the atmosphere.
The plates for flues so. formed should-be-respectively about 115-8104 and 1" of
an-inch in thickness, and those-for-the-boiler 1 3253125 and 16 of-an-inch-in
thickness-for-the-respective-pressures, and the rods forming the stays should be
serewed-at-both-ends-and-inereased-in-thickness-at-the-serews, so that the diameter
at the bottom of the thread of the serew shall be a little greater-than-the-middle
part of the stays, at which-part they should be respectively for the different-pres-
sures and one inch diameter; and the surface of the flues should-have
one-stay-for-every-two hundred and fifty square inches of its surface, and for some
of the smaller class-of-boilers-it-may be better to-put-a-stay for every one-hundred
and fifty or two-hundred square inches of surface in the flue; but in such cases the
stays may be proportionably lighter;-the-radius-in-some-eases may only be about a
7

page_text: foot, and the thickness of the plate in such eases may be about that required for
about-half the pressure at a double-length of radius;-for-instance, suppose a tube or
Alue of a foot radius has to bear sixty pounds steam, the thickness of plate-for
thirty pounds, with a two-feet radius of flue, is a proper strength, namely, 16 of an
inch. I have proposed-to-serew the-stays into the boiler and Que; they may,-how-
ever, be attached in any other convenient manner, and in some cases it may be
preferable to fix a suitable eye or joint to-the-flue-and-boiler,-to-connect the stays by
cotters or pins.
Having now particularly described the nature of my said improvements, and
the various forms and proportions I would recommend in order to carry the
same into practical effect, I desire it to be distinctly understood that I do not
intend to claim any of such parts above named, either separately or combined,
which have been so employed before, but only as new in their application
and effect, nor to confine myself to their precise dimensions; but I claim
as my Invention such improvements in steam engines, and apparatus connected
therewith, as are above particularly described, and to be employed in the manner
and for the purposes there set out.
In witness whereof, I, the said John Gray, have hereunto set my hand
and seal, this Twenty-fourth day of January, in the year of our Lord,
One thousand eight hundred and thirty-nine.
To the Clerk of the Patents of England.
This is to certify that John Gray, of Liverpool, in the County of Lancaster,
Engineer, has applied to me for leave to enter with you the above-written Dis-
claimer and Memorandum of Alteration of a certain Invention for which Letters
Patent were granted to him under the Great Seal, dated the 26th of July,
1838, and to which a Specification has been duly inrolled; and on considering of
the said application, I directed him to advertise his said Disclaimer and Memo-
randum of Alteration in the London Gazette, and in the Times, Daily News,
and Chester Courant newspapers. And such advertisements have been duly
made in the said London Gazette, and in the Times, Daily News, and Chester
Courant newspapers, and no objection having been made to the said applica-
tion, I have accordingly granted leave to the said John Gray to file his said
Disclaimer and Memorandum of Alteration pursuant to the Statute passed in
the 5th and 6th years of the reign of His late Majesty, entitled An Act to
amend the Law touching Letters Patent for Inventions.
Temple 26th April 1848
JOHN JERVIS.

page_text: AND BE IT REMEMBERED, that on the Twenty-second day of April, in
the eleventh year of the reign of Her Majesty Queen Victoria, the said John
Gray came before our said Lady the Queen in Her Chancery, and acknow-
ledged 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.