CERTAIN IMPROVEMENTS IN RAILWAY ENGINES AND CARRIAGES, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO THE PROPULSION OF STEAM VESSELS, AND TO MOTIVE PURPOSES GENERALLY
Year: 1846

page_text: BESSEMER'S SPECIFICATION..
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
BESSEMER, of Baxter House, Old Saint Pancras Road, in the County of
Middlesex, Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Twenty-sixth day of August, in the tenth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me
the said Henry Bessemer, my exors, admors, and assigns, Her especial
licence, full power, sole privilege and authority, that I, the said Henry
Bessemer,, my exors, admors, and assigns, or such others as I, the said
Henry Bessemer, my exors, admors, or assigns, should at any time agree
with, and no other, from time to time and at all times during the term of
years therein expressed, should and lawfully might make, use, exércise, and
vend, within England, Wales, and the Town of Berwick-upon-Tweed, and
in the Islands, of Guernsey Jersey, Alderney, Sark, and Man, and in all
Her said Majesty's Colonies and Plantations abroad, my 'Invention of
"CERTAIN IMPROVEMENTS IN RAILWAY ENGINES AND CARRIAGES, PARTS OF WHICH
IMPROVEMENTS ARE APPLICABLE TO THE PROPULSION OF STEAM VESSELS, AND TO
MOTIVE PURPOSES GENERALLY;"in which said Letters Patent is contained a proviso
that I, the said Henry Bessemer, should cause a particular description of the
nature of my said Invention, and in what manner the same is to be performed,

page_text: to be inrolled in Her said 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 the said proviso, I, the said
Henry Bessemer, hereby declare that the nature of my said Invention consists,―
Firstly, in certain additions to railway carriages, for diminishing the resis-
tance opposed to their transit by the atmosphere.
Secondly, in the application of spur gearing, for multiplying velocities, of
a peculiar construction to railway locomotive engines, whereby the driving
wheels are made to revolve at a greater speed than the axes of the cranks,
and in a peculiar method of lubricating the said genring:
Thirdly, in a method of producing draught in the chimneys of locomotive
engines without obstructing as at present the free escape of steam from the
cylinders:
Fourthly, in an improved mode of constructing the axles of the guide wheels
of engines, and of the wheels of passenger and other railway carriages:
And, lastly, in a method of applying the waste steam of engines to the pro-
pelling of steam boats, and to motive purposes generally.
And in further compliance with the said proviso, I, the said Henry Bessemer,
do hereby further declare that the manner in which my Invention is to be
performed is fully described in and by the present Specification thereof, reference
being had to the Sheets of Drawing hereunto annexed, marked A and B, that
is to say:
Firstly, with regard to my addition to railway carriages for diminishing the
resistance opposed to their transit by the atmosphere. In the ordinary arrange-
ment of railway trains, an open space of about five feet, more or less, is left
between the ends of every two carriages, caused by the projection of the buffers
and the blocks into which they slide. This space or break in the general
line of the carriages allows the atmosphere to act on a portion of the end
of each carriage, which at high velocities causes a very considerable
resistance to the progress of the train. Now, in order to obviate or diminish
this source of loss of power, I enclose the said space by means of a hood of
any suitable elastic or flexible material, similar to the hood of britzka or other
hooded chaise; or, instead thereof, I form a fixed hood or projection of wood
or other suitable rigid materials, which projects as far as the end of the buffer
stocks or sheaths, and forms externally a continuation of the carriage body.
In Sheet A of the drawings annexed, Figure 1 represents a side elevation,
and Figure 2 a longitudinal section, of a first-class carriage provided with this

page_text: appendage; Figure 3. exhibits a portion of a train with three carriages con-
nected, and the spaces between them enclosed by hoods; Figure 5 is a side
'elevation of a first-class carriage; Figure 6 is a side view of one of the hoods
on an enlarged scale, and Figure 7 an end elevation, on an enlarged scale, of
a carriage with a hood-fitted to it. The hood is constructed as follows:-
a, a, is a rectangular wooden frame,' which is strengthened by diagonal
braces d; d, and hinged at 'bottom to two pins or axes b, b, which project from
the outer sides of two rings e, e, affixed to the ends of the buffers; c is a piece
or hood of leather or other suitable flexible or elastic material, .'which is
fastened by one of its edges to the sides and top of the frame a, a, and at the
other edge to the back of the carriage, so as to enclose a space equal in length
to the projection of the buffers, and in height to the distance between the
buffers and the top of the carriage. On the outside of the hood or pièce c
there are two scroll levers or carriage head cranks ƒ and g on each side; for
the purpose of keeping it in any required position. The levers are respec-
tively jointed at f to the ends of a rod 8, which extends horizontally right
across the hood. Each of the levers g is supported on and keyed firmly 'to a
rod or axis h, which works in a hinge piece i. The axis h has two small
arms i; i; which support a friction roller (n), and the hinge piece (i) has screwed
to it a powerful spring k, which presses against the roller n.
Views 'on' an
enlarged scale of these levers, springs, &c. are given in Figures '9, 10, and 411.
When the carriages are not in' use the hood may be thrown back, as repre-
sented in Figures 1 and 2, in which case the lever 'g will assume the position
shewn in Figure 10, where it will be observed the roller (n)' is 'represented as
having passed the centre of the spring k; which is pressing it downwards, and
thereby keeping the hood in an inclined position. When two carriages are
connected in the usual way the lower joint of the lever g' is taken hold of, and
moved upwards into the position shewn in Figure 9, when the spring k forces
the roller (n) upwards, and sustains the hood in an erect position, as shewn in
Figures 6, 7, and 11, and in the train (Figure 3) of carriages. The hoods of
the two carriages, coming into contact, entirely enclose the intervening space,
and thereby greatly diminish the resistance of the atmosphere. Being
attached, beside, at their lower ends to the buffers, they will move in and out
with them without causing the least obstruction to the action of the buffers.
The upper part being also kept extended by the springs and levers before
described, will yield to any pressure caused by the moving of the carriages
nearer to each other, and will also
whatever may be the extent of the
further to carry out the principle
tend to keep the two hoods in contact,
projection of the buffers.'. In order still
excluding the pressure of the atmosphere,

page_text: the entire surface of the under framing of the carriage may be also closed in
as far lengthways as the solid projecting sheath or case of the buffers, as
shewn at r, r, in section, Figure 2. In the case of atmospheric railways I
propose forming the first or piston carriage of a wedge form, as represented.in
Figures 4 and 8, for the purpose of diminishing the atmospheric resistance,
and allowing the carriage to move at higher velocities with less power. The
wedge form may be used both in the fore and hind parts of carriages or
of trains, in addition to the closing of the intermediate spaces, as before
described.
Secondly, as regards the application of gearing for multiplying velocities,
and of a peculiar construction, to railway locomotive engines, whereby the
driving wheels are made to revolve at a greater speed than the axis of the
cranks. Figure 1 of Sheet B of the Drawings represents a longitudinal
section of so much of a locomotive engine fitted with this spur gearing as
is necessary to shew the nature thereof; Figure 2, a cross section through
the smoke box; Figure 3, a plan or bird's eye view. a is a crank shaft,
working in suitable bearings (c) formed in the iron framework (d), which
extends lengthways from the fire box d to the smoke box e, and is securely
rivetted thereto. Outside the frame b the shaft a carries at its extremities two
half cranks f, f, which are respectively jointed in the usual manner to connecting
rods g, g, by means of which motion is transmitted from the pistons h, h, by the
rods i, i. On the centre of the shaft a I place a cog wheel of the peculiar
construction herein-after described, which cog wheel works into a pinion k,
keyed on to the axis of the main driving wheels. In order to ensure a perfect
lubrication of the wheel and pinion, and to protect them from grit and dust, I
enclose them both in a sheet iron casing 1, the crank shaft being also passed
through two stuffing boxes n and m. The casing is kept partly filled with oil,
or other suitable unguent, whereby the teeth of the wheels get well greased
every time they come round, and the wear from friction is much diminished.
The excentrics (o) may be made to work the slides by the usual gearing; but,
as before observed, the speed of the piston will be much less than usual,
inasmuch as one double stroke of the piston will produce more than one revolu-
tion of the driving wheels. To prevent the jarring motion, or "back lash" as
it is technically called, which commonly results from the use of spur gearing
running at high velocities, I form my main wheel of three separate portions,
as shewn in the enlarged views thereof given separately in Figures 4 and 5.
The centre or driving part j is firmly keyed to the crank shaft (a); 1, 1, are
two narrower portions of the wheel, which are precisely of the same pitch as
the central portion, but free to move upon the crank shaft. Between the arms

page_text: of the central portion; there are recesses in which are fixed a series of half bow
springs p, p, the upper ends of which are attached by joints r, r, to shackles 8, 8,
These screws
into one end of which work a series of tightening screws t, t.
pass through short cross heads u, u, the rounded ends of which are inserted into
When the
corresponding holes in each of the outer portions of the wheel.
wheel is put into gear with the pinion k, the screws t are turned round, and
by means of the shackles s, s, the springs p, p, are brought to such a degree of
tension as to incline the cogs of the two outside portions of the wheel in an
opposite direction to those of the middle portion, whereby the spaces between
the cogs of the driven whee! are kept always filled, and no "back lash" can
take place without overcoming the opposing power of all the springs.
same thing will take place when by wear the spaces between the cogs become
increased, because the elasticity of the springs will cause the lost spaces between
the cogs to be filled up during the time of their contact one with another.
The
Thirdly, as regards my method of causing the desired draught in the
chimneys of locomotives without obstructing, as at present, the free escape of
steam from the cylinders. I place in the smoke box e a casing W (see Figure 2),
in which a fan X is made to revolve. The axis of the fan is elongated,
so as to pass through a bearing Z formed in the back of the case W, and to
work at the other end in a suitable bearing formed in a projection 2 of the
elbow of the waste steam pipe 3. The revolving axis y also carries a horizontal
pipe 4, the ends of which are bent in opposite directions, through which ends
the waste steam issues. The pipes 3 and 4 are both of an area equal to that
of the waste steam port, so as to 'allow the steain to freely pass through them,
and so prevent its being throttled, as at present is so frequently the case. For
the purpose of causing a blast up the chimney at the point 5 where the fixed
waste steam pipe communicate with the revolving portion of the apparatus,
the two are turned so as to fit as closely as possible without touching,
so that very little steam can escape at the joint. By this arrangement the
waste steam issues with great and unobstructed force from the cylinders, and
causes the pipe 4 to revolve with considerable velocity, which carrying round
along with it on the same axis the fan X, 'that fan draws in the hot air and
vapours at the central opening 6, and drives them up the chimney. The
requisite draught is thus produced without the obstruction of the pistons,
ordinarily caused by diminishing the opening at the end of the exit pipe. The
steam, after escaping from the ends of the revolving arms, may be conducted
either into the centre of the fan, through suitable openings made for that
purpose, or through the openings at 7 into the chimney.
Fourthly, as regards my improvements in constructing the axles of the guide

page_text: wheels of engines, and of the wheels of passenger and other railway carriages, in
the manner represented in Figures 6, 7, 8, 9, and 10, Sheet B. The axle is divided
in the centre into two parts, A and B, and a series of rings A', B', arc formed upon
each extremity. The two portions of the axles are then placed in a suitable mould,
and a piece of iron or gun-metal C cast upon them in the manner commonly prac-
tised in casting the gun-metal boxes on the large screws used for fly presses.
An elevation of this cast box is given separately in Figure 7, and a section of it
in Figure 6. The axle box is further strengthened by radiating ribs D,
formed lengthways upon the coupling box. The cast metal which occupies
the grooves or space between the rings A', B', effectually prevents either
portion of the axle from being withdrawn from the box, while it does not
prevent the parts A and B from turning round independently of one another.
The number of revolutions of each wheel must thus be always in exact pro-
portion to the space passed over by it when moving on a curve; whence it
results that there can be no slipping of wheels, nor any loss of power from
that cause, and none of that violent tortion and straining of the axle, which at
present tends so much to destroy the quality of the iron of which axles are
composed. Instead of uniting the two portions A and B of the axles by a metal
casting C, as before directed, two pieces of wrought iron E and F may be
bolted together, as shewn in Figures 9 and 10, and then bored out, leaving
projecting rings to fit into the grooves formed in the axle. These rings might
be ground to an accurate fit, and afterwards firmly bolted together with a thin
strip of sheet metal between the flanges. Considerable additional strength
may be given to the axle, by adding to the thickness of the coupling pieces E
and F; but the facility afforded to each wheel, of moving independently of the
other, will render less strength necessary. G is an orifice with a screw cap,
through which oil is introduced from time to time to lubricate the coupling.
It will be observed that if the two wheels H and I are of equal diameter,
and are moving on a straight line of rails, that no movement can take place
within the coupling, but that it will revolve along with the axle. As soon
however as the wheels cominence traversing a curve, the wheel moving on the
outer rail of the curve will revolve a greater number of times, and in this case
the portion of the axle to which it is fastened will make a corresponding
movement in the coupling. Instead of making the periphery of the wheel of
a conical form as usual, I prefer making it of the form shewn at H and I'
(Figure 6), that is to say, with a flat space in the centre of the periphery,
bounded on each side by an inclined ledge, which overlays the rail. The
object of this arrangement is, to prevent the flange from rubbing against the
inner side of the rail, at those parts of the axle A and B2 where it takes

page_text: its bearing in the box. I also turn a number of grooves or journals, to which
the brasses are fitted, for the purpose of preventing any looseness endways of
the journal, which would otherwise be soon produced by the oscillating motion
of the carriages, and consequent wearing away of the shoulder of the journal,
and of the brass in which it works. By forming a number of narrow journals
I increase the surface endways, and in the same ratio prevent wear and tear.
I would here observe that when that part of my Invention which relates to
spur gearing, as before described, is applied to the propulsion of steam vessels,
in the case of working a screw propeller the spur wheel is to be placed on
the axis of the engine, and the pinion on the propeller shaft.
And, lastly, as regards my method of applying the waste steam of engines to
the propelling of steam boats, and to motive purposes generally. The better
to exemplify this head of my Invention, I have given in Sheet B four views
of an engine arranged to obtain power from the waste of either high or low
pressure engines. Figure 11 is a side elevation of this engine: Figure 12, an
end elevation; Figure 13, a section on the line A, B, of Figure 12; and
Figure 14, a cross section on the line C, D, of Figure 11. K is a casing of
cast iron formed of three parts K, K, K³, bolted together by flanges. The
central portion K¹, has an opening in front, over which is bolted by a flange
the waste steam pipe L. On the opposite side of K* there is a stuffing box
N for the passage of the shaft M to the outside of the casing; this shaft works
at one end into a plummer block O. formed in the lower part of the frame P¹,
and at the other end it turns in a flanged gun-metal bush screwed into the
projecting part L of the waste-steam pipe. The shaft M carries a pipe Q,
with its ends Q' and Q bent at right angles in opposite directions. In the
centre of this pipe there is a solid boss Q3, by which it is firmly keyed to the
shaft M; and on the opposite side of the boss there is an enlarged opening, turned
true with the shaft, and fitting as closely as possible without rubbing on the out-
side of the projecting part L of the waste-steam pipe. The shaft M carries
a pinion R, which gears with the large cog-wheel S, and communicates motion
to the shaft T, and drum U. The shaft T works in plummer blocks V, formed.
in the upper parts of the frames P1 and Ps. The frame P is steadied by a
stretcher W, secured to the case K¹. The action of the machine is as follows:
The lower casing K being sunk into the foundation as low as the floor line
E, E, and placed as near to the engine as possible from which the steam is
to be supplied, and the pipe L being connected with the nozzle or waste steam
port, and the engine put in motion, then the steam as it escapes at each stroke
of the engine, instead of passing into the open air or into the condenser in the
usual way, will rush from the orifices Q1 and Q, and cause the pipe or arms Q

page_text: and shaft M to rotate in the manner well understood in emissive engines.
It must be here observed, however, that the orifices Q¹ and Q are not of the
minute dimensions usual in those emissive engines from which a continued
current of steam is supplied direct from the boiler, but are of dimensions
equal to the area of the port by which the steam escapes from the engine, so
that, instead of forming an obstruction to its exit, the centrifugal force acquired
by the steam in passing along the arms will facilitate its escape. The power
here obtained is not therefore thrown back upon the piston of the first engine,
but is derived from the expansive force of the steam in its escape into a larger
space, and its reaction on the pipe Q in a direction opposite to its escape.
The office of the pipe X is to convey away the steam after it has driven on the
second engine. If the engine is a condensing one the pipe must communicate
at once with the condenser, and then the arms Q will be moving in a vacuum
which is still more advantageous. The high velocity of the arms Q renders it
needful in ordinary applications that a pinion R should be used; but even
then a considerable speed and increased power will be transmitted to the shaft
T, and by means of the drum U may be applied to motive purposes generally.
In the application of this machine to the marine engine it may be found
advantageous to place the revolving arms within the condenser. Many other
modifications of the apparatus may be made to adapt it to local circumstances.
And having now described the nature of my said Invention, and in what
manner the same is to be performed, I declare that what I claim is as
follows:-
First, I claim the enclosing or filling up of the spaces now left vacant
between the various carriages of railway trains, whereby I obtain one con-
tinuous unbroken line of surface for the purpose of lessening the atmospheric
resistance to the transit of such trains, as herein-before described.
Second, I claim the enclosing or covering in of the under part of the framing
of railway carriages, in order to diminish the resistance of the atmosphere to
the progress of such carriages, as herein-before described.
Third, I claim the constructing of the front carriages of railway trains of a
pointed or wedge form, for the purpose of facilitating their passage through the
atmosphere, as herein-before described.
Fourth, I claim the employment in locomotive engines of spur gearing,
regulated in its action by springs, and lubricated as aforesaid, for the purpose
of obtaining from a given velocity of the pistons a higher degree of speed than
is attainable by the modes now in use.
Fifth, I claim the multiplying spur gear herein-before described, and the
mode of lubricating the same.

page_text: Dessemer
Improvements Autiou
Longines and Carriages, go.
Sixth, I claim the method of causing a draught in the chimney of locomo-
tive steam engines by the action of a fan propelled by the emission of steam
from the cylinders, without contracting any part of the passage by which the
steam escapes to a less dimension than. the area of the waste port, as herein-
before described.
Seventh, I claim the constructing of the axles of locomotive engines and
carriages in two parts, coupled together as herein-before described, and
whether the coupling is cast or bolted upon them.
Eighth, I claim the employment of rings or journals formed on that part
of the axles of locomotive engines and carriages which revolves within the
axle box, as herein-before described.
Ninth. I claim the making of railway wheels with an outer flange on the
periphery thereof, as herein-before described.
In witness whereof, T. the said Henry Bessemer, have hereunto set my
hand and seal, this Twenty-sixth day of February, in the year of our
Lord One thousand eight hundred and forty-seven.
HENRY (u.s.) BESSEMER.
AND BE IT REMEMBERED, that on the Twenty-sixth day of February,
in the year of our Lord 1847, the aforesaid Henry Bessemer came before our
said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according
to the tenor of the Statute made for that purpose.
Enrolled the Twenty-sixth day of February, in the year of our Lord
One thousand eight hundred and forty-seven.