IMPROVEMENTS IN THE CON- STRUCTION OF LOCOMOTIVE AND OTHER STEAM ENGINES AND CARRIAGES, AND IN THE ROLLING STOCK OF RAILWAYS
Year: 1856

page_text: LETTERS PATENT to Alexander Allan, of the Town and County of Perth,
North Britain, Engineer, and Thomas Hunt, of Crewe, in the County of
Chester, Engineer, for the Invention of "IMPROVEMENTS IN THE CON-
STRUCTION OF LOCOMOTIVE AND OTHER STEAM ENGINES AND CARRIAGES, AND IN
THE ROLLING STOCK OF RAILWAYS."
Scaled the 24th October 1856, and dated the 21st May 1856.
PROVISIONAL SPECIFICATION left by the said Alexander Allan and
Thomas Hunt at the Office of the Commissioners of Patents, with
their Petition, on the 21st May 1856.
We, ALEXANDER ALLAN, of the Town and County of Perth, North Britain,
Engineer, and THOMAS HUNT, of Crewe, in the County of Chester, Engineer,
do hereby declare the nature of the said Invention for "IMPROVEMENTS IN
THE CONSTRUCTION OF LOCOMOTIVE AND OTHER STEAM ENGINES AND CARRIAGES, AND
IN THE ROLLING STOCK OF RAILWAYS," to be as follows, that is to say:-
This Invention relates to various detailed improvements in the arrangement
and construction of locomotive and other steam engines and carriages,
waggons, or vehicles, and consists, firstly, of a system or mode of making curved
or straight plate springs, with the ends of the plates thereof arranged in such
manner that they shall receive their load directly upon them. In these springs
the lower or external plate of the series is made longer than the rest of the
individual plates comprising the spring, and this sequence is carried out

page_text: throughout the entire spring, the second plate in the layer being shorter still,
and so on to the end, so that each plate receives and carries the weight placed
upon it. The ends of the spring plates are contrived so that they shall receive
the load in a body; or that the load may be received first by the outer or inner
plate and then by the next in succession, just as may be required by actual
circumstances and the variation of the load. In cases where elliptical springs
are employed the short plates are arranged inside the ellipse. The draw bar
or hauling springs of engines and rolling stock are made according to this
Invention of one or more planks or beams of timber, the draw bar being
caused to act upon the centre or the ends. Draw and buffing springs are also
made of one or a series of planks of timber, or timber and plates of steel com-
bined. The crank axles for locomotive engines and other purposes are made
out of a primarily straight forging, or out of a forging of such a shape that it
may be easily bent to the requisite cranked form, thus preserving intact the
fibrous characteristics of the iron. The tools or machinery employed in
making cranked axles in this way are, a steam or other hammer with a suitably
formed face, working over an anvil block fitted with two slides with inclined
faces, and capable of advancing towards the centre line of the hammer's stroke
as the bending goes on. The axle mould is made with suitable thick pieces
upon it to correspond to the required finished shape. It is laid in its straight
condition upon the two slides at their widest position apart, and as the repeated
blows of the hammer gradually bend the metal the inclined supporting slides
gradually approach each other in accommodation with the bending action.
The faces of slide and other valves and sliding surfaces are fitted up with glass
at the working faces, for the purpose of reducing friction and wear, the glass
being placed in grooves, or recesses, or frames, or otherwise attached, so as to
form the actual working contact surfaces. The frictional pressure on steam
slide valves is mitigated or removed by the agency of a peculiar arrangement
of secondary cylindrical or pistón valve, or by the agency of a combination of
cylindrical or semi-cylindrical valves; or an elliptical valve may be used, or a
valve with two convex sides suitably packed; such valves are arranged to work
either on separate or single faces of the main steam cylinders, or the cylinders
may have the valve cylinders cast upon them.
In locomotives with working cylinders: close to each other, the piston: valve
cylinders are disposed between them; and where, there' is not. space for
the large diameter of a single piston valve cylinder, for one cylinder two
'smaller piston valves are put in side. by side, so that there would be four piston
valves for the two main cylinders. disposed in a parallelogram. The valve
.pistons themselves may also be parallelograms. In the case of "D" or semi-

page_text: cylindrical piston valves, the packings are in two segmental pieces for the
convex side, and a single separate piece for the flat side, the adjustment being
effected by screws and set-up wedges; à ring packing of a similar kind is used
for the piston valves; and by another modification, a ring or segment packing
is contrived to work inwards as it wears towards the centre, the tightening for
the wear being upon the external surface of the piston:
In supplying fuel to the fires of locomotive and other boilers according
to this Invention, provision is made for the effectual prevention of smoke as
well as the escape of unconsumed gaseous matters, by introducing the green
fuel into the lower part of the fire, instead of above the incandescent fuel as is
at present practised: In locomotive engines two longitudinal furnaces are
used, either separate or combined, with an opening or openings in the division
to allow smoke or flame to cross from one furnace of fuel chamber to the
other. Two separate dampers are fitted up across the face of the tubes at the*
smoke box end of the boiler or in the combustion chambers; so that they can'
be opened or shut to suit the alternate firing of the furnaces. To prevent the
burning and deterioration of the furnace bars, and to obtain a constantly clear
fire, motion is given to the bars from the axle of the locomotive or from
the axle boxes. In combination with this arrangement for working the furnace
bars provision is made for the safe and easy dropping of the bars, and the
removal of the fire at the end of a journey, or when it is necessary for the
safety of the boiler that the fire should be taken out.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Alexander Allan and Thomas Hunt in the Great Seal Patent
Office on the 21st November 1856.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, ALEXANDER
ALLAN, of the Town and County of Perth, North Britain, Engineer, and
THOMAS HUNT, of Crewe, in the County of Chester, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-first day of May, in the year of our Lord One
thousand eight hundred and fifty-six, in the nineteenth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto us; the said
Alexander Allan and Thomas Hunt, Her special license that we, the said
Alexander Allan and Thomas Hunt, our executors, administrators, and assigns,
or such others as we; the said Alexander Allan and Thomas Hunt, our
executors, administrators, or assigns, should at any time agree with, and no.
9

page_text: others, from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend, within.
the United Kingdom of Great Britain and Ireland, the Channel Islands,
and Isle of Man, an Invention for "IMPROVEMENTS IN THE CONSTRUCTION OF
LOCOMOTIVE AND OTHER STEAM ENGINES AND CARRIAGES, AND IN THE ROLLING STOCK
OF RAILWAYS," upon the condition (amongst others) that we, the said Alexander
Allan and Thomas Hunt, by an instrument in writing under our hands and
seals, or under the hand and seal of one of us, should particularly describe and
ascertain the nature of the said Invention, and in what manner the same was.
to be performed, and cause the same to be filed in the Great Seal Patent Office
within six calendar months next and immediately after the date of the said
Letters Patent.
NOW KNOW YE, that we, the said Alexander Allan and Thomas Hunt, do
hereby declare the nature of our said Invention, and in what manner the same.
is to be performed, to be particularly described and ascertained in and by the
following statement in writing, reference being had to the accompanying
Drawings, and to the letters and figures marked thereon, that is to say :-
Our said Invention relates to various detailed improvements in the arrange-
ment and construction of locomotive and other steam engines and carriages,
waggons, or other vehicles; and in order that it may be properly understood,
we have hereunto appended a Sheet of explanatory Drawings, with the aid of
references to which Sheet we shall now proceed to describe the said In-
vention, and explain the modes of carrying the same into effect.
The said Invention consists, in the first place, of a system or mode of making
curved or straight plate springs of various kinds, with the ends of the plates
thereof arranged in such manner that they shall individually, or in divisions
consisting of one or more plates, receive their load directly upon them. In
these spring the plates are made of different lengths, the uppermost or lower-
most, or the innermost or outermost, being longer than the rest, which are
reduced in length in regular succession from the top to the bottom of the
spring, or vice versa; or there may be two or more plates of each length in
the series. The several plates composing a spring may be made either of one
or more thicknesses, and the thickness of each plate may be uniform from end
to end, or it may be tapered from the centre towards each end. The plates, as
seen in plan, may either be formed with parallel sides from end to end, or
they may be "spear-pointed," or gradually tapered each way from the centre
or from points near the centre; and such tapered plates may be arranged
together, with their centro lines immediately over each other, or in the same
vertical plane; or they may be arranged with their centre lines crossing, which

page_text: last arrangement we prefer. The ends of the spring plates may be contrived
so that all the plates may be simultaneously acted upon by the load, or so that
the several plates may be acted upon individually and in succession. The
shoes or bearings for the ends of the spring plates may be of various forms,
and it is in some cases preferred to use swivelling shoes capable of ac-
commodating themselves to the various positions the spring plates have a
tendency to assume when acted upon. The spring plates may be prevented
from shifting their relative positions by means of the ordinary nipples and -
indentations, or they may be secured solely by means of the ordinary buckles,
clips, or outside bolts, the shoes or end bearings being in such cases formed with
side flanges to prevent lateral movement of the spring plates.
Figure 1, on the Sheet of Drawings, is a side elevation, partly in section, of
one arrangement of our improved springs, one half of the Figure showing the
spring in its normal condition, and the other showing it as depressed by
the load. In this example the spring plates A are nearly straight in their
normal condition, and they are arranged in twos of five different lengths, the
longest plates being lowermost. The shoes or bearing pieces B are shaped
with steps to suit the arrangement of the plates A. These steps may be so
proportioned to the spring plates that the latter may all bear at once, or they
may be proportioned, as in the Drawing, so that the load will not bear on
each pair of shorter plates until it has slightly depressed the longer plates
immediately below it. The plates may be formed with parallel side edges or
in any of the ordinary ways, or they may be shaped and arranged as shown in
the plans, Figures 2, 3, and 3 a. In these Figures the plates A are represented
as cut into a tapered or lozenge form, so that the strength of each part may be
better proportioned to the leverage acting upon it than is the case with
an ordinary parallel-sided spring plate. These lozenge-shaped plates may be
arranged with all their centre lines in the same vertical plane, but we prefer
to cross them, as shown in Figures 2, 3, and 3 a. In Figure 2, two.
plates of each length are shown, each of the two being crossed differently;.
but in Figure 3, only one plate of each length is shown, the plates being
arranged in succession and crossed alternately in different directions.
Figure 3 a, the plates are represented as arranged in two vertical piles
placed side by side, each pile composed as it were of a set of plates arranged
as in Figure 2. In thus arranging the plates in two piles it is preferred to
place the two plates at each level with their adjacent ends either both towards
or both away from each other; thus the ends of each couple of plates bear
alternately at the centre and at the outside of the width occcupied by the
spring. The plates may be crossed at various angles, but it is preferred to
In

page_text: arrange them as shewn, that is to say, so that the complete spring compounded
of the several crossed plates may have parallel external sides. The plates A
may be held together by a simple buckle C, as shown in Figures 1 and 2,
the form of the shoes B preventing longitudinal movement upon each
other, whilst flanges D on the sides of the shoes prevent lateral movement.
In Figure 3, an arrangement of clipping piece is shown for holding the
lozenge-shaped plates together in position. Here side pieces E, slightly
recessed on their inner sides, are held between top and bottom plates bolted
together by four bolts, and in the recesses of the pieces E are small fitting bits
formed with angular portions fitting the oblique sides of the plates and firmly
holding the whole together.
Figure 4, on the Sheet of Drawings, is a side elevation, and Figure 5 is 'a
plan, of an elliptical spring suitable for locomotive engines, carriages, and other
vehicles. One half of Figure 4 represents the spring in its normal position,
whilst in the other half of the Figure it is shown as acted upon by the load.
The two outermost plates Fare longer than and encompass the inner plates G,
of which last three pairs are shown, one pair less than and within the other.
The several plates composing the spring are so arranged that when it is in
its normal position the inner plates G do not touch each other, each inner pair
being further apart than the outer pair adjacent to it. Thus, if a light load
only comes upon the spring the outer plates F sustain it and act easily, and as
the load is increased so the inner pairs of plates G come into action one after
the other and assist in sustaining the increased burthen. The elasticity of the
spring is thus always proportioned to the load, and although capable of
sustaining a great load, acts with great elasticity with a light load, whereas an
ordinary spring, if suited for a heavy load, would act very slightly or not at all
with a light one. This elliptical spring may, however, also be made so that
all the plates may receive the load at once, the improvement in such case being
confined to the constituting each pair of plates as an independent sping.
1
Figure 6, on the Sheet of Drawings, is a side elevation, and Figure 7 is a
plan, of an improved elliptical spring of a lighter kind than that represented in
Figures 4 and 5, the plates, however, being arranged. .in a similar way, one
within the other, and being distinguished by the same letters of reference. The
plates, however, instead of being formed with parallel sides, as in Figure 5, are
in Figure 7 tapered towards each end from near their. longitudinal centres, the
ends of one of the outermost plates F being enlarged to form the hinge joints,
by means of which it is connected to the other outermost plate.
Figure 8, on the Sheet of Drawings, is a side elevation of an improved
spring composed of curved plates; Figure 9. is a corresponding plan, shewing

page_text: the plates as having parallel sides; and Figure 10 is another plan, shewing the
plates as tapered and crossed according to our improved system.. In one half
of Figure.8, the spring is shown in its normal position, and in the other half of
the Figure it is shown as depressed by the load. The plates A are convex
downwards, the lowermost plate being the longest, and the plates above being
each one shorter than the one below it. In Figure 8, the plates are shown
as arranged so that each longer plate has to be slightly dépressed by the load
before the load begins to bear on the next shorter.plate, the object of which
arrangement has already been explained. The plates may, however, be
arranged so that the load commences to bear on all at once. In Figure 8,
flanged shoes or bearing pieces B are shown, as fixed immoveably for the
springs to bear against; but in this, as in other modifications of our improved
springs, a swivelling shoe, such as is shown at H in side and end view in
Figures 11; may be adopted. This shoe H is connected to the framing of the
carriage or other object to which the spring is applied by a joint I, and it
accommodates itself to the ends of the spring plates A in any position that they
may have a tendency to assume; this arrangement preventing the spring's.
action from being injured by friction upon the shoes or bearing pieces. Instead.
of the shoes being directly jointed to the framing, they may be connected
thereto by means of links.
Figure 12, on the Sheet of Drawings, is a side elevation of a spring, slightly
differing from that represented in Figure 8, the two sides of the Figure.also
showing slightly different arrangements; and Figure 13 is a plan correspond-
ing to Figure 12. In this arrangement the spring plates A, instead of being
of equal thickness from end to end, are tapered in thickness from the middle
towards each end; the object of this being the same as that of tapering the
plates laterally, as in Figures 2, 3, and 10. Either plan may be adopted by
itself, or the two may be combined, that is to say, the plate may be 'tapered
both in thickness and laterally, if found desirable. In the spring repre-
sented in Figures 12 and 13, and also in that represented in Figure 14,
which is a side elevation of another very slightly modified arrangement,
the plates A composing the spring are of different thicknesses, there
being one or more plates of each thickness, as may be convenient. The
outermost and longest plates are made of the greatest thickness, the smaller
and inner plates diminishing in thickness in succession. At J, in Figure 12,
the plates are shown with their ends arranged so that the load commences to
act on all of them at once. The ends of the plates are separated from each
other, so that each plate is not in any way confined in its action by the plates
adjacent to it. We do not, however, by any means, confine ourselves to this

page_text: arrangement, as the plates may be arranged in contact with each other
throughout their entire length, as in Figure 14. At K, in Figure 12, the
plates are shown with their ends arranged so that the load commences to act
on each plate in succession, first depressing the shortest and innermost plate,
and each longer and outer one in regular order. This, it will be observed, is
different from the arrangement shown in Figure 8, where the load first com-
mences the depress the longest and outermost plate, and then each shorter and
inner one, in regular order.
Figure 15, on the Sheet of Drawings, is a side elevation, and Figure 16 is a
plan, of a modification of our improved spring, wherein the plates A are all
straight, or nearly so, when in their normal condition, and each plate is con-
trived to be acted upon independently by the load by being turned up at the
ends, as at L, to act on the shoes B. The lower plates are made longer, so as
to be turned up outside the upper plates, and the turned-up ends may be cut
so that the load may commence to act on all of them at once; or, as shown
in Figure 15, where the turned-up ends of the inner plates do not rise so high
as those of the outer plates, and the load has consequently first to depress the
outer plates before it begins to act on the shorter plates. In one half of
Figure 15, the spring is shown in its normal condition, and in the other half
it is shown as depressed by the load. In this Figure also, fixed immoveable
shoes or bearing pieces B are shown; but swivelling shoes II, as shown in side
and end view in Figure 17, may be adopted if desired.
Figure 23, on the Sheet of Drawings, is a side elevation of the half of a
spring, and Figure 24 is a corresponding end view, showing a modified
arrangement for carrying out the object of our Invention, that is to say, for
causing the load to act separately on divisions of the spring. Here the spring
is composed of three divisions V, each resembling an ordinary spring of a com-
paratively light kind. The divisions are of different sizes, and they are arranged
so as to bring their ends into a horizontal line, or nearly so. This spring is
connected to the carriage, or load by means of links W, an independent pair of
links being fitted to each end of each division V, so that each division is acted
upon directly by the load.
Figure 25 is a side elevation of the half of a spring, differing slightly from
that shown in Figure 23, the divisions V being of equal size and strength, or
nearly so. The ends are all jointed upon pius carried by the same links W,
these links being in a vertical line, or nearly so, as are the ends of the
divisions V. In the arrangements represented in Figures 23, 24, and 25, the
links may be directed either upwards or downwards from the spring, accord-
ingly as the load is arranged to press or to pull it down.

page_text: Figures 18 to 21, on the Sheet of Drawings, are side elevations of four
varieties of springs, as contrived for securing the independent action of each
plate composing the spring. The shoes or bearing details, corresponding to the
shoes in other arrangements, are shown in section at the right-hand side of
each of the four Figures. In each of the four arrangements a species of ten-
sional plate M is combined with plates A, which act in somewhat similar ways
to those of the springs already described herein.
In the arrangement shown in Figure 18, a straight tensional plate M is
used, and is placed above the spring plates A, so as to form as it were a chord
to them. The plate M is connected to the fixed points N of the carriage or
other object to which the spring is applied, by side links O, which also act as
cheeks to laterally retain the ends of the plates A. The ends of the plate M
are extended beyond the joints connecting them to the links O, and the ends
of the plates A bear upwards against the extended portions P. The plates A
may be bound together at the centre C, either independently of or along with
the tension plate M; a filling-up block, indicated by dotted lines, being inserted
between them and the plate M in the latter case. When the load comes upon
the spring, the pressure acts upon the tensional plate M as well as on the
plates A, the action of the links 0 allowing the parts P to assume a slight
angle, which again reacts upon the ends of the plates A. When the plate M
is immoveably connected to the plates A at the centre, it will be necessary to
proportion the links O, so that they will lie at a slight angle when the plate M
is straight, which will allow of the plate bending slightly, which will greatly
improve the elasticity of the spring.
In the arrangement shown in Figure 19, the tensional plate M is slightly
curved when in its normal condition, and is in contact with the plates A at the
centre C. It is jointed at each end to a block Q, which serves as a link to
connect the spring to the fixed point N, and also as a swivelling shoe or
bearing piece for the ends of the plates A. The block Q also forms a species
of bell-crank lever, by means of which the plates A and M mutually act upon
each other. Thus, on the points N descending, or the centre C of the spring
rising, the outer ends of the plates A press up the outer ends of the blocks Q,
and cause them by the bell-crank action to draw the ends of the tensional
plate M asunder. If desired, the plate M may be curved in the opposite way
to that shown.
.
In the arrangement shown in Figure 20, the plate M is placed below the
plates A, and is jointed to the outer ends of the blocks Q, the ends of the
plates A bearing upon these blocks towards their inner ends. In this case,
o the centre C of the spring rising, the plate M tends to press upwards the

page_text: outer ends of the block Q, and by the bell-crank action to press the platės A
downwards or together.
In the arrangement shown in Figure 21, the tensional plate M is placed
below the plates A, and these pass between the fixed point N and the joint
connecting the plate M to the block Q, and bear upon surfaces upon the block
inclined downwards and outwards. In this example, on the centre C rising,
the plates A tend to lift the outer ends of the blocks Q, and by the bell-crank
action of these blocks to draw apart the ends of the plate M. In Figures 18
to 21, the plates A may be constructed and arranged according to any of the
plans shown in Figures 2, 3, 8, 9, 12, 14, 15, and 16, already described herein.
Figure 22, 'on the Sheet of Drawings, shows a node of cutting out our
improved tapered spring-plates, so as to cut as little of the metal to waste as
possible. The plates are cut from a parallel-sided plate R, S, of steel, and when
they are to be of the form shown in Figures 2, 3, and 10, they are cut as at T,
their centre lines lying obliquely to the plate R, S, from which they are cut;
or they may be cut as shown at U, each piece U having one straight side, with
the two halves of the other side inclined in opposite directions. This form of
plate U may be used instead of the form T, the springs being built up by
arranging the plates one above the other, with the long straight side turned
alternately in opposite directions.
"
In Figures 1 to 21, on the Sheet of Drawings, our improved springs aro
represented as adapted for the bearing springs of locomotive engines, carriages,
and other vehicles, but any of the various modifications may also be arranged
to act as buffer or draw springs if desired.
According to another portion of our said Invention the draw bar or hauling
and buffer springs of engines and rolling stock are made of one or more
planks or beams of timber, either alone or combined with plates of steel. This
kind of spring may also be used as a supporting spring, and it may be arranged
to receive the tractive or concussive action either on the ends or on the centre
of a single plank, or of a series of planks simultaneously or in succession; and
if plates of steel are used in combination with timber, such plates may be of
any convenient form or size, and they may pass along the sides or edges of the
timber, or they may be applied in any manner that may be found convenient
or desirable.
Figure 26, on the Sheet of Drawings hereunto attached, is a plan, and
Figure 27 is a longitudinal vertical section, of a railway carriage framing,
showing a simple mode of practically applying our timber springs for
drawing and buffing purposes. The draw bars A, which are connected
together so as to form one continuous solid length, act at their longitudinal

page_text: centre upon two transverse horizontal bars or planks B of timber, which
act as springs, being slightly tapered in thickness towards their opposite ends.
The ends of these planks B are entered into recesses formed in the framing at
C, so that these ends are held on the draw bar A being drawn out in either
direction, and the planks are consequently bent like bows, and act precisely
like ordinary blade springs. The draw bar A is formed with shoulders at D
outside the framing; and on a drawing force being applied at one end, the bar
is drawn in up to the shoulder at the other end, the movement being limited
by this shoulder so that the timber spring cannot be overbent, and thereby
broken.
In Figure 28 is shown a modified form of timber draw spring, in which
three planks E are used, the ends of all three lying in a single recess in
the framing on each side. In their normal position, as represented, the
ends of the planks are slightly separated, and on a drawing force being applied
to the bar A, the planks come into action one after the other, the first being
bent until its ends or sides touch those of the second before the latter begins
to bend, and the third not bending until in like manner the second one is so
bent as to bring its ends or sides against those of the third. The mode of
applying the timber spring to the buffer rods is shown in Figures 26 and 27.
A plank G is at each end attached at its middle to the transverse frame.
beam H. The outer ends of the planks G are shaped so as to be free to bend
back against the beams H, and the buffer rods I are arranged to bear against
the free ends of the planks G; end pressure bending. back the planks, which
recover themselves on the removal of such pressure. Instead of the arrange-
ment shown in the Figures, the buffer springs G may be placed inside the
framing, and the draw springs B outside, or both springs inside or outside of
the framing, as may be found convenient or desirable.
The crank axles for locomotive engines or for other purposes are, accord-
ing to this Invention, made out of a primarily straight bar or forging,
or out of a forging of such a shape that it may be easily bent or drawn
out and shaped to the requisite cranked form. A crank made in this
way may be of lighter proportions than one made in the ordinary way,
in which the crank is weakened by the line of the fibre of the iron
being interrupted by cutting away the portion forming the inside or hollow
of the crank. When the crank is brought to the required form, the
line of the fibre follows the bend of the crank, and the crank is made as
strong and durable as an ordinary one of much heavier proportions. The
tools or machinery employed in making cranks according to our improved
system consist of a steam forge or other hammer with a suitably formed face to

page_text: work over an anvil block or blocks fitted with inclined faces capable of
advancing towards the centre line of the hammer's stroke as the bending goes
on. The axle block or mould is made with. suitable thick parts upon it to
correspond to the required finished shape, and is placed upon the sliding or
fixed blocks, which are set at a distance apart corresponding to the proportions
of the required crank, and as the repeated blows of the hammer gradually
bend the metal, the inclined supporting slides gradually approach each other
in accordance with the bending action. Instead of the crank being formed by
the repeated blows of a hammer, continuous hydrostatic or other pressure
may be employed for that purpose, the tools or apparatus otherwise remaining
the same as with the hammer action. Figure 29, on the Sheet of Drawings
hereunto attached, is an end elevation, and Figure 30 is a partially sectioned
side elevation, of the shaping details which we employ in practically carrying
out our improved system of making cranks. The axle A, formed with an
enlargement B at the part where the crank is to be, is laid upon the two anvil
blocks C, to which it is secured by the straps D and cotters E. The blocks.C
are arranged to slide on the inclined bed pieces F, which are bound together
with the central block G between them by the bolts H. The crank is shaped
by the repeated blows of the hammer, the head I of which is broad as taken
across the axle A, as in Figure 29, but narrow the other way, as in Figure 30.
The face of the hammer head I is concave towards and across the axle, as seen
in Figure 29, but slightly convex in any vertical section parallel with the axle,
as shown in Figure 30. We prefer to use this form of hammer face in
practice, although we by no means confine ourselves to it.
According to another portion of our Invention, the faces of slide and other
valves and sliding surfaces are fitted up with glass at the working faces for
the purpose of reducing friction and wear, the glass being placed in grooves or
recesses, or in frames, or being otherwise attached so as to form the actual
working contact surface. Figures 31, 32, and 33, on the Sheet of Drawings
hereunto attached, are under side or face views of three ordinary steam engine
slide valves as fitted with glass according to our Invention; Figures 34,
35, and 36 being transverse vertical sections corresponding to Figures 31, 32,
and 33. In the modification represented in Figures 31 and 34, the valve
is formed with grooves on its acting face to receive the longitudinal and
transverse slips A of glass, which may be secured by white or red lead, or
by any suitable soft metal. According to the arrangement shown in Figures
32 and 35, single strips of glass A are placed along the sides and ends of the
valve. These strips of glass A are held in position by being dovetailed, the
valve being formed with an inner dovetailed rim B, round which the glass

page_text: strips A are fitted, and a dovetailed outer frame C being screwed to the valve.
to bind the whole together. In the modification represented in Figures 33
and 36 the valve face is formed with a series of diagonally disposed and
intersecting dovetail grooves D, into which the glass is put in a melted state.
Valve faces and other working surfaces may be fitted with glass in a variety of
ways besides those described, the essential feature of this part of the Invention.
being the use of the glass for the actual rubbing or working surface.
According to another portion of our Invention, the frictional pressure on
steam slide valves is mitigated or removed by the agency of a peculiar arrange-
ment of cylindrical or piston valve, or by the agency of a combination of
cylindrical or semi-cylindrical valves; or an elliptical valve may be used, or
a valve with two convex sides suitably packed. Such valves are arranged to
work either on separate or single faces of the main steam cylinders, or the:
cylinders may have the valve cylinders cast upon them. In locomotive engines
with working cylinders close to each other, the piston valve cylinders are
disposed between them, and where there is not space for the large diameter of
a single piston valve cylinder, two small piston valves are put in side by side,
so that there would be four or more piston valves for the two main cylinders
disposed in a parallelogram.
Figure 37, on the Sheet of Drawings hereunto attached, is a longitudinal
section of one modification of our improved piston valve; and Figure 38 is a
transverse section, one half as taken through the exhaust port, and the other
half as taken through one of the cylinder ports. Figure 39 is a plan of a
pair of the packing rings used to make the valve steam-tight. In this modi-
fication the valve details are represented as fitted to the port facing A of an
ordinary steam cylinder valve arrangement, but the steam cylinder may be.
cast with the valve details upon it if desired. The piston valve B works in a
cylinder C formed in a semi-cylindrical shell D, which is secured to the port
facing A. In the semi-cylindrical shell D, passages E, F, separated from each
other by transverse partitions, communicate respectively with the exhaust
port G, and the cylinder ports H of the facing A. These passages E, F, open
into the cylinder C, nearly if not quite all round this cylinder; and the piston B
works over these passage openings; the space I between its two solid ends
answering to the cup or concavity in the ordinary slide valve. The working
surfaces are packed and made steam-tight by means of rings J encompassing -
the piston valve B, and let into recesses or steps running round both edges of
each aperture, communicating by the passages F with the cylinder pcrt H;
or the partition may be grooved, and a ring or rings let into such recesses.
The rings J are each in two halves, and the two on opposite sides of one port

page_text: aré connected by cross bars K, as shown in Figure 39. The packing rings
are entered into position through slots or grooves, one of which is shown at L,
in Figure 38, the ring being made with a flange M, which fills up the front
of the 'slot, or groove. The packing rings J are pressed against the piston B
by springs N placed in the shell D, and the action of which is adjusted by
means of the screw O. The space. I in the piston valve B is bridged across
by narrow bars P, and bars Q project from the ends of the valve to prevent the
edges of the valve catching upon the packing rings whilst working. These
bridging piéces P, Q, and also the bars K of the packing rings J, may be
arranged obliquely if found desirable.
Figure 40, on the Sheet of Drawings hereunto attached, is a longitudinal
section, and Figure 41 is a transverse section, of our quadruple valvular
arrangement as fitted between the port facings of two locomotive engine
cylinders placed very close together. The section, Figure 40, is taken through
the centre lines of one piston valve of each steam cylinder, one of tlie valves,'
however, being shown in elevation; and in Figure 41 the section is taken
partly through the lower exhaust port and partly through one of the lower:
cylinder ports, and entirely outside the two upper valves. The letters of
reference used to indicate the various parts are the same as those used in
Figures 37 and 38, and the same description will apply in each case.
The details represented in Figures 37 to 41, are in practice enclosed in the
ordinary valve chest, or in an equivalent casing, into which the steam is
admitted, and finds its way to the piston valves at both ends.
Figure 42, on the Sheet of Drawings hereunto attached, is a partly sectioned
under side view, and Figure 43 is a transverse section, in which the piston
valve is formed with two convex sides. A casting A, formed with a concave
port facing, is bolted down to the ordinary port facing B of the steam cylinder,.
and a concave covering piece C is adjusted upon it, so as to enclose the piston
valve D; this covering piece: C. being' tightened up by means of the screws E
passed through the cover F of the valve steam chest. The body D of the
piston valve is formed with a flange G at one end; and after the working
surface pieces H are passed' upon it, a cover piece I is attached at the other
end by the screw bolts J; and the nut upon the valve rod K, which passes
through the body D of the piston valve. The working surface pieces H
resemble in form the working, surface portions of an ordinary' slide valve, the
open space L'in the middle answering to the cup or cavity in the ordinary
valve. The front and the back of the piston valve are alike, and compensation.
is made for wear by a spring action which forces asunder the two pieces H.
The springs M are bolted to the body D of the valve, and their ends press

page_text: against wedges N, which tend to separate the two pieces H, and'.which are
each formed with a tongue O, which prevents the passage of steam at the
joint when open. The ports in the casting A are by preference bridged across
with diagonal bars, as indicated by dotted lines in Figure 42, to prevent the
valve from catching in them whilst working. The steam introduced into the
valve chest F, in the usual way, has access to both ends of the piston valve;
and finds its way into either end of the working cylinder, accordingly as the
valve uncovers one or other of the ports.
I
In supplying fuel to the fires of locomotive and other boilers, according to
another portion of this Invention, provision is made for the effectual prevention
of smoke as well as the escape of unconsumed gaseous matters, by introducing
the green fuel into the lower part of the fire, instead of above the incandescent
fuel as is at present practised.
Figure 44, on the Sheet of Drawings hereunto attached, is a longitudinal
vertical section of the fire box end of a locomotive engine, showing one
modification of apparatus for introducing fresh-fuel at the bottom of the fire
according to our improved system.. The fire bars A are constructeil' so as to
leave an opening at their back ends, which opening is filled up by the mouth B
of a curved funnel C, the other end D of which rises through an aperture in
the foot plate E. This funnel, which may be of any convenient cross section;
is suspended by arms from a centre at F; and a slight vibratory movement is
imparted to it by an eccentric G, on the axle of the trailing wheel H of
the engine, an arm I projecting down from the funnel so as to be acted upon
by the eccentric. The fresh fuel is introduced at the external mouth D of the
funnel, and the funnel being made gradually wider towards the inner mouth B,
the fuel is gradually worked forward by the action of the vibratory movement
combined with that of the increasing width of the funnel. The fresh fuel is in
this manner gradually worked forward into the fire box J beneath the incan-
descent fuel, and the arrangement not only equalises the evolution of the
various gases, but causes those from the fresh fuel to be consumed in passing
through the incandescent fuel in the fire box.
Another arrangement for effecting the same object is shown in Figure 45;
on the Sheet of Drawings hereunto attached; this Figure also being a longi-
tudinal vertical section of the fire box end of a locomotive engine. In this
case the fire bars A, as in the previous example, are arranged to form an
aperture at B, which last is in communication with a duct C fixed to the
locomotive. In the duct C there is an enlargement for a fan or vane wheel D
to work, the fuel being introduced at a back aperture E, near the level of the
foot plate F. The vane wheel D is turned by worm wheel gearing from the

page_text: The fresh fuel
the rotation of
axle G of the trailing wheel H of the engine. The axle G has a worm, which
drives a worm wheel I on a vertical spindle, fitted with another worm in gear
with a worm wheel on the spindle of the vane wheel D.
being introduced at E, is gradually worked into the fire box
the vane wheel D, the results obtained being like those of the arrangement
represented in Figure 44. It is preferred to use this system of supplying fresh
fuel to the fires of locomotive and other boilers in conjunction with the
arrangement of fire box represented in Figures 44 and 45, where a transverse
hanging midfeather or water space K is made to divide the upper portion of
the fire box, according to the Invention for which the said Alexander Allan
obtained British.Letters Patent, bearing date on or about the Thirteenth day
of September, One thousand eight hundred and fifty-three.
The object of another portion of this Invention is to prevent the burning
and deterioration of the bars of locomotive furnaces, and to obtain a constantly
clear fire, which is effected by giving motion to the bars from the axle of the
engine, or from the axle boxes. In combination with this arrangement
for working the furnace bars, provision is made for the safe and easy
lowering of the bars, and the removal of the fire at the end of a journey,
or when it is necessary for the safety of the boiler that the fire should be
taken out.
Figure 46, on the Sheet of Drawings hereunto attached, is a longitudinal
vertical section of the fire box end of a locomotive engine, showing a mode of
practically carrying out this last portion of our Invention. The fire bars,
which are arranged transversely in the fire box, are supported by a bar A at
each side, the bottom edges of the fire bars resting loosely in notches in these
side bars, which are shaped to the particular form of grate surface required.
In the arrangement shown, the grate surface is inclined downwards both in a
forward and backward direction from the centre; but we do not by any means
confine ourselves to this arrangement, as the grate surface may be inclined in
one direction entirely from front to back, as indicated by the dotted line B, or
it may be disposed in any other convenient or suitable form. The fire bars
rest between pins in a bar C at each side, which is connected by links to the
bar A, when this is made to rise and fall, but which may be fixed to the sides
of the fire box if the bar A does not rise and fall. The bars C are made to
fit the front and back ends of the fire box, but the bars A are made so as to
have a slight longitudinal play in the fire box, and being moved backwards
and forwards cause the fire bars to be slightly inclined alternately in opposite
directions, and this continuous motion prevents the adhesion of clinkers and
the burning away of the bars, and keeps the fire always clear and bright. The

page_text: side bars A are suspended at their back ends links D to the under side of
the foot plate E of the engine; at their front ends the bars A are also sus-
pended by links F, which allow of the vibratory motion communicated to thie
bars. This motion is imparted by means of an eccentric, the rod G of which
is jointed to a cross bar H connecting the two side bars A at the back. The
eccentric is on a tubular spindle I carried on a stud pin projecting downwards
from a bracket J on the under side of the foot plate E. The tubular spindle
is driven by means of a worm wheel in gear with a worm formed on the
axle K of the trailing wheel L of the engine. When the fire bars are
arranged so as to rise and fall, the links F, to which the front ends of the
side bars A are jointed, are themselves jointed to levers M upon a transverse
horizontal shaft N passing under the barrel of the boiler. This shaft N is
fitted with another lever O to which a rod P is jointed, the upper end of the
rod being screwed and passed through the tapped centre of a hand wheel Q
By turning the hand wheel Q, the engine driver can raise or lower the grate
surface more or less, as he may find it desirable, the arrangement being suit-
able not only for lowering the fire bars as much as possible when it is necessary.
to draw out the fire, but also for making the fire deep or shallow, according to
circumstances. By this arrangement provision is most effectually made for
causing the combustion of the fuel gases under all circumstances, by compelling.
such gaseous matters to pass through or in direct contact with the incandescent
fuel in the furnace or fire chamber.
Having now described and particularly ascertained the nature of our said
Invention, and the manner in which the same is or may be used or carried
into effect, we may observe, in conclusion, that we do not confine or restrict
ourselves to the precise details or arrangements which we have had occasion
to describe or refer to, as many variations may be made therefrom without
deviating from the principles or main features of our Invention; but what we
consider to be novel and original, and therefore claim as the Invention secured
to us by the herein-before in part recited Letters Patent, is,-
First, the system or mode of arranging and constructing plate springs for.
locomotive engines, carriages, wagons, or other vehicles, so that the plates
composing a spring in each case shall receive the load or concussion directly
and individually, or in divisions consisting of one or more plates, as herein-.
before described; and the herein-before described general arrangement and
construction of springs made according to this improved system, and delineated.
in Figures 1 to 25 on the Sheet of Drawings hereunto attached:
Second, the systems or modes of arranging and constructing plate springs.
for locomotive engines, carriages, wagons, or other vehicles, so that the load.

page_text: or concussion may commence to act in succession upon the several plates or
divisions of plates of which the spring is in each case composed, herein-before
described more particularly with reference to Figures 1, 4, 6, 8, 12, 15, 17, and
18 on the Sheet of Drawings hereunto attached.
Third, the system or mode of constructing the buffer, hauling, and supporting
springs of railway carriages, wagons, or other vehicles, of planks or beams
of timber, either alone or in combination with steel plates, as herein-before
described.
Fourth, the system or mode of constructing the cranks of axles for loco-
motive engines by bending, drawing out, or shaping the cranks by hammering
or otherwise out of a primarily straight or nearly straight forging, so that the
line of the fibre of the iron may follow the bend of the crank, as herein-before
described; and the application and use and the general arrangement and con-
struction of the apparatus herein-before described for this purpose.
Fifth, the system or mode of applying glass to the working faces of slide
and other valves and other sliding surfaces, for the purpose of reducing the
frictional wear, as herein-before described.
Sixth, the general and detailed arrangement and construction of valvular
mechanism for the working cylinders of steam engines, herein-before described
more particularly with reference to Figures 37 to 43 on the Sheet of Drawings
hereunto attached.
Seventh, the system or mode of arranging and constructing the valvular
mechanism of the working cylinders of steam engines wherein a solid piston
valve is used, and which piston valve is made to work steam-tight by means of
packing rings let into grooves or recesses in the chamber in which the piston
valve works, such packing rings being pressed towards the piston by means of
springs, as hereiu-before described more particularly with reference to Figures.
37 to 41 on the Sheet of Drawings hereunto attached.
Eighth, the system or mode of arranging and constructing the valvular
mechanism of the working cylinders of steam engines, wherein the valve is
formed with two curved surfaces, and works between a correspondingly curved
port face and a curved covering piece, the working surfaces of the valve being
kept in contact with the port and cover faces by means of springs acting on
wedges arranged to separate the two sides of the valve, as herein-before described
more particularly with reference to Figures 42 and 43 on the Sheet of Drawings
hereunto attached.
Ninth, the system or mode of supplying fresh fuel to the fires of locomotive
and other boilers by introducing it below the incandescent fuel or behind the
transverse midfeather, as hercin-before described; and the general arrange-

page_text: ment and construction of the herein-before described apparatus for that purpose,
as delineated in Figures 44 and 45 on the Sheet of Drawings hereunto
attached.
Tenth, the system or mode of aiding the economical combustion of fuel
gases in locomotive and other boilers, by supplying fresh or green fuel in such
manner that the fuel gases are compelled to pass through or in direct contact
with the incandescent fuel in front of the bridge or transverse midfeather, as
herein-before described. .
Eleventh, the system or mode of preventing the burning and deterioration
of the bars of locomotive furnaces, and of obtaining a constantly clear fire by
giving motion to the fire bars, as herein-before described; and the general
arrangement and construction of the herein-before described apparatus for
this purpose, as delineated in Figure 46 on the Sheet of Drawings hereunto
attached.
Twelfth, the system or mode of arranging and constructing the grate details
of locomotive furnaces so that the grate surface can be raised or lowered at
pleasure by the attendant in combination with any contrivance for giving
motion to the fire bars, such, for example, as is delineated in Figure 46 on
the Sheet of Drawings hereunto attached.
In witness whereof, I, the said Alexander Allan, on behalf of myself
and of the said Thomas Hunt, have hereunto set my hand and seal,
this Eighteenth day of November, One thousand eight hundred and
fifty-six.
ALEXANDER ALLAN. (L.S.)