CERTAIN IMPROVEMENTS IN STEAM ENGINES OF THE KIND OR CLASS COMMONLY CALLED MARINE STEAM ENGINES
Year: 1848

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
PENN, of Greenwich, in the County of Kent, Engineer and Manufacturer of
Steam Engines, send greeting.
WHEREAS I did by petition humbly represent unto Her present most
Excellent Majesty Queen Victoria that I had invented "CERTAIN IMPROVEMENTS
IN STEAM ENGINES OF THE KIND OR CLASS COMMONLY CALLED MARINE STEAM
ENGINES;" and Her said Majesty, being willing to give encouragement to all
arts and inventions that may be for the public good, was graciously pleased,
by Her Royal Letters Patent under the Great Seal of the United Kingdom
of Great Britain and Ireland, bearing date at Westminster, the Twenty-first
day of December, One thousand eight hundred and forty-eight, in the twelfth
year of Her reign, for Herself, Her heirs and successors, to give and grant
unto me, the said John Penn, my exors, adiñors, and assigns, Her especial
license, full power, sole privilege and authority, that I or they, by myself or
themselves, or by my or their deputies, servants, or agents, or such others
as I or they should agree with (and no others) during the term of fourteen
years from the date of the said Letters Patent, should and lawfully might
make, use, exercise, and vend my said Invention within that part of Her
said Majesty's Dominions called England, Her Dominion of Wales, and Town
of Berwick-upon-Tweed, and also in Her Islands of Jersey, Guernsey, Al-
derney, Sark, and Man, and also in all Her Colonies and Plantations abroad,
in such manner as to me, my eñors, adiñors, and assigns, shall seem meet,
and that I or they shall enjoy the whole profit and advantage arising by reason

page_text: of the said Invention during the said term of fourteen years. And whereas
the said Letters Patent contain a proviso obliging me, the said John Penn,
particularly to describe and ascertain the nature of my said Invention, and in
what manner the same is to be performed, by an instrument in writing under
my hand and seal, and to cause the same to be inrolled in Her Majesty's High
Court of Chancery within six calendar months next and immediately after
the date of the said 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
John Penn, do hereby declare; that my said Invention is described and
ascertained in manner following, and by aid of the two Sheets of Drawings
hereunto annexed, with the writing thereon, that is to say:-
The object of one first part of my said improvements is to prevent or to
avoid the risk of accidents to which marine steam engines are liable from
water accumulating accidentally within the condensers, and thence getting into
the steam cylinders so as to interrupt the free motion of the pistons therein,
and thereby produce violent concussions, which always tend to strain and
injure the parts of the engines, and frequently cause breakage of those parts."
And this first part of my said improvements consists in applying a suitable
floater within the condenser of a marine steam engine in such manner that
when water has accumulated from any cause within the condenser to any
unusual depth that the said floater will then begin to ascend by its buoyancy
or floatation in the accumulated water, and if the accumulation of the water
continues the floater will ascend higher as the depth of the water in the
condenser increases. And I cause the said ascending motion of such floater
to operate by suitable means of connection upon some kind of stop valve, of
a suitable kind, and suitably applied for intercepting the flow of the injection
water into the condenser, so that such stop valve will become closed, and will
prevent any further entrance of injection water into the condenser by the
time that the water has accumulated within the condenser to such a depth
therein as can occasion any risk of water getting from the condenser into the
steam cylinder; and when the accumulation of water is removed from the
condenser the said floater will descend, and by so doing will open the said
stop valve so as to allow of the flow of injection water into the condenser,
according as the ordinary injection cock or valve may be opened and regu-
lated in the usual manner for regulating the flow of injection water into the
condenser; and so long as there is no unusual accumulation of water in the
condenser, and the depth of water therein does not exceed the depth that is
intended, and is provided for (according to the construction of the engine),

page_text: the said floater will have descended so far as to have fully opened the said
stop valve, and will keep it fully opened, so that it will offer no impediment
to the flow of injection water through the said ordinary injection cock or valve
into the condenser. And the said floater and stop valve will continue in the
condition last mentioned so long as the engine continues to work in a proper
manner as respects the prompt and timely removal from the condenser (by
means of the air pump) of the water which is injected into the condenser, so
that there will be no undue accumulation of the water therein to any greater
depth than is intended and is provided for (according to the construction of
the engine); but when from any cause the water does accumulate to any such
greater depth, then (as already stated) the said floater will begin to rise, and
will begin to close the said stop valve, and thereby begin to impede the flow
of injection water into the condenser, and if the accumulation goes on so as
to increase the depth of water in the condenser the said floater will rise
higher and higher, so as to close the said stop valve more and more, and
thereby impede the flow of injection water more and more, until the said stop
valve will become quite closed, and will completely stop the flow of injection
water before the water can become accumulated to such a depth in the con-
denser as to incur any risk of water getting therefrom into the steam cylinder.
And such being the nature of this first part of my improvements, the manner
of performing the same must be varied to suit the particular kind of marine
steam engine to which it is to be applied, and the condensers of the different
kinds of such engines which are in use differ very much in their forms, so as
require variations in the mode of applying this first part of my improvements
to suit those different forms of condensers. In cases where there is sufficient
space within the condenser for the application of the floater therein, that will
be the most suitable mode; and the stop valve, which is to be closed by the
ascent of the floater for stopping the flow of injection water being also within
the condenser, the requisite connection between the floater and the stop valve
may be very simple. In other cases, where there is not sufficient space within
the condenser for the application of the floater, the same may be applied
within an additional close vessel, the interior capacity of which is connected
by suitable passages with the interior capacity of the condenser, both at the
upper and at the lower parts of those capacities respectively, so that the water
in both will always be in free communication, and consequently will be at
the same level within the said additional vessel as within the condenser, and,
therefore, the floater which is within the said additional vessel will be operated
upon by the water in the same manner as the same floater would be operated
upon by the water within the condenser if the floater were within the con-

page_text: denser instead of being within the said additional vessel. And the aforesaid
stop valve, which is to be closed by the ascent of the floater for stopping the
flow of the injection water, may either be within the condenser (as already men-
tioned), or may be within some suitable part of the injection pipe which
conveys the injection water to the condenser, so as in either case to intercept
the flow of injection water when the said valve is closed. The means of con-
nection between the floater and the stop valve must be adapted to the afore-
said circumstances, whether the valve is within the condenser or within the
injection pipe, the most simple means of connection that the circumstances
will permit deserving the preference. The stop valve itself may be of that
kind or construction of turning valve which is commonly used for the throttle
valve of a steam engine, which valve is mounted on an axis extending across
the middle of the aperture that is to be closed by the valve when the same is
turned, so that the broad surface thereof will fill up the aperture; but by
turning the valve nearly one fourth round about its said axis, the thin edge
or mere thickness of the valve will then only partly fill up the aperture, so
as to allow an ample passage through the aperture at each side of the valve.
I prefer such kind of valve because of the case with which it is moved for
opening or closing it; for, being balanced upon its axis, the pressure of the
water against the valve has but little effect to impede its motion about that
axis;
but any other kind of valve that may be preferred may be used. And
for more complete explanation of the manner of performing this first part of
my said improvements, I have, by way of example, shewn in Figures 1, 2,
and 3, in Sheet I. of the Drawings hereunto annexed, the application of a
floater and stop valve to the injection in the case of a marine steam engine,
the condenser of which is constructed with a view to such an application,
having a suitable space provided therein for the reception of the floater.
Figure 1 is a vertical section of part of the condenser taken through the
ordinary injection cock and pipe.
Figure 2, a corresponding vertical section taken cross-ways to the former,
and looking from the interior of the condenser towards the entrance of the
injection into that interior.
Figure 3 is a horizontal section through the injection cock. A, A, is the
flat bottom of the condenser; B, B, C, parts of the upright sides; and D, top
of one part of the condenser; E is part of the bearing flange which is lodged
upon the sleepers at the bottom of the vessel for sustaining the condenser;
F is one end of the injection pipe, bringing cold water to the lower part of
the injection cock G, which cock is fastened by suitable bolts against the
upright side C, near the upper part thereof, where there is an opening through

page_text: that side. When the plug of the injection cock G is turned, so as to close
the passage through that cock, then no water can flow through the pipe F,
or enter into the condenser, but when the said plug is turned so as to open
the said passage more or less wide, the water brought by the pipe F
will then flow through the cock, and through the said aperture in the
upright side C into the condenser, in a horizontal jet beneath the top D,
so as to become dispersed in a shower throughout the interior capacity
of the condenser; and then the water descends to the bottom part A, A,
thereof, which, being of large dimensions in horizontal area, will hold a
considerable quantity of water without accumulating to much depth above the
bottom A, A. At the time of starting the engine from rest, when it has not
got into full motion, and consequently before the air pump has got into full
action for extracting the water from the condenser, the depth may be up to
the level E, Figure 2, without any inconvenience, because that depth is
provided for in the construction of the engine, although when the air pump is
in full action it will drain out the water very near to the bottom A, A; and
thus far everything is the same as usual in ordinary marine engines. But
note, the said three Figures represent a small portion of the lower part of one
of the condensers of a pair of marine engines of the kind called vibrating
engines, because the steam cylinders are suspended upon trunnions similar to
those of a cannon, and vibrate with motion about those trunnions to accom-
modate the direction of their piston rods to a direct action upon the crank
pins at all parts of the circular orbits in which those pins revolve. In such
pair of engines the condensers are disposed between the two engines, and the
air pumps are within the condensers, and in inclining positions reaching down
nearly to the level of the bottom A, A.
Sheet II. contains an example of such a pair of marine engines. The two
condensers are both formed in one casting or piece of cast iron, with a suitable
interior partition for separation of the two condensers, each having an in-
clining air pump within it, and an injection pipe and cock, such as F, G, for
injecting cold water into it. Many such vibrating marine engines have been
made by me, and are in common use, so that their construction is well known;
and the above description, together with the Figures, is sufficient to identify
the parts to which this first part of my improvements is to be applied. The
smaller sizes of such marine vibrating engines have only one condenser for
the two engines, and one large air pump within that condenser, and only one
injection pipe and cock. The said one condenser is not materially different
from the two condensers aforesaid, with the interior partition omitted, and the

page_text: space for one of the air pumps omitted, and one of the injection pipes and
cocks omitted.
In case of the condenser being constructed, as already mentioned, with a
view to the application of this first part of my improvements thereto, then a
small additional space or recess 1, 2, 1, Figure 1 and 2, is formed in the
casting of the condenser for the reception of the floater 3, which has a stem or
rod 4 rising up from it to join by a joint to a short lever arm 5 projecting out
from the stop valve 6, which is poised on a horizontal axis or long centre-pin
put through holes across the aperture of the valve seat 7, that seat being a
rectangular frame which is fastened withinside the condenser, in corre-
spondence with the aforesaid opening through the upright side C, where the
injection cock is fastened at the outside., The operation of the floater 3 on
the stop valve 6 is obvious, from inspection of the Figures, after the expla-
nation herein-before given. So long as the engine is working properly, and
its air pump keeping the water drained out near to the bottom A, A, of the
condenser, the floater 3 will rest on the bottom 2 of its recess with its whole
weight and that of its stem 4; and so long as it continues thus at rest the
floater will hold the stop valve 6 with the plane thereof horizontal, as shewn in
the Figures, so as to stand edgeways in the aperture of its seat 7, and the
valve will then offer no sensible impediment to the flow of injection water
which has passed through the injection cock, but will permit that water to
flow freely into the condenser. If from any cause the water should accu-
mulate within the condenser to the level H, Figure 2, or to any greater
depth, then the water entering freely into the recess 1, 2, 1, at the open
end 10, 11, 12 thereof, will act beneath and around the floater 3, which, by
its buoyancy, will then begin to rise from the bottom 2, and in rising its
stem 4, acting on the lever arm 5 of the stop valve 6, will turn that valve
about its horizontal axis into an inclining position, in which it will begin to
impede the flow of water through the aperture of the valve seat 7, and thereby
lessen the quantity of water that is admitted into the condenser. And if the
water should nevertheless continue to accumulate within the condenser to a
still greater depth, then the further rise of the floater 3 will ultimately turn
the stop valve 6 into a vertical position, (where its further motion will be
prevented by any suitable stop,) and then it will completely fill up the aperture
in its valve seat 7, so as to entirely stop the flow of water into the condenser,
except any such small quantity as may leak around the fitting between the
edges of the valve and the interior of the said aperture, and which fitting
should be so easy as not to impede the free motion of the valve about its

page_text: horizontal axis, in order that the said motion may be completely under the
control of the floater 3, the weight of which should be about half the weight
of its bulk of water, so that its ascending force, by its buoyancy, when the
water riscs in the condenser, may be about equal to its descending force by
its own weight when that water sinks; and, therefore, when the floater
descends it will be able to act with the whole of its own weight on the lever
arm 5, if as much force as that should be required for opening the valve 6.
And note, instead of the turning valve 6, a sluice valve may be used, such
valve being fitted to slide up and down in a vertical plane across the aperture
of the valve seat in a guiding groove; and the valve being fastened on the
upper end of the stem 4, (but without any moveable joint,) so as to be raised
and lowered in its vertical plane by the floater 3, in order to close the aper-
ture and prevent the flow of injection water when the floater has risen to its
highest position, but to open the aperture when the floater descends, and to
keep the aperture fully open when the floater has descended to its lowest or
resting position. Such sliding or sluice valve should be fitted easily into its
guiding groove in the valve seat, so that it may bave liberty of motion up
and down by the floater 3, with the least resistance from friction, and any
small leakage that may result from such easy fitting will be immaterial.
There will necessarily be more friction in moving a sluice valve than a turning
valve, and the size and weight of the floater must be suitable for producing
the requisite motion of the valve, in either case, without any risk of hesitation
or failure of such motion. And note, respecting the valve seat 7, (whether it
be for a turning valve like 6, or for a sluice valve as already described, or for
other kind of valve,) such valve seat may be formed in the same casting with
the shell or socket of the injection cock G, so as to be introduced into its
intended place from the outside through the opening in the upright side C of
the condenser. That opening being of a suitable size, and then the usual
fastening of the injection cock in its own place by its flange against the outside
of the condenser, will also fasten the valve seat 7 in its proper place inside the
condenser. And some access may be had to the said stop valve (for exami-
nation, or for clearing out accidental stoppage of dirt,) when the turning plug
of the injection cock is removed. And note, in order to apply this first part
of my improvements to such a condenser as Figures 1, 2, and 3, but which
has been constructed without any provision for such an application, the
additional space or recess 1, 2, 1, for the reception of the floater 3, which
recess has been described (and is represented) as being formed in the casting
for the condenser, may nevertheless be a small separate casting, closely united
to the said casting for the condenser, so as when united to be the same in

page_text: effect as the said recess 1, 2, 1, And, for convenience of application, the said
small separate casting may be introduced and fastened in its place, from the
inside of the condenser, after a suitable opening has been made (by drilling
and chiselling the metal of the condenser), so that the small casting, being
lodged in such opening, will then be in its intended situation 1, 2, 1, where it
will be firmly fastened by as many screws as may be necessary, those screws being
passed through flanges formed around the border edges of the said small casting,
so as to apply against the interior surface of the condenser suitably for making
tight cement joints all around the said opening. Such flanges and cement
joints may apply sideways against the vertical surface of the inside of the
condenser at 10, 11, 12, around the open end of the small casting, and also at
13, at the closed end of the same casting, likewise at 14, along one side of the
same casting; but along the opposite side thereof the flange and cement joint
will apply downwards at 15, Figures 1 and 3, upon the. horizontal surface of
the inside of the condenser. And inasmuch as such flanges and cement joints
may not permit of the said separate casting being fixed precisely in the
situation 1, 2, 1, Figure 1, the valve scat 7 may be made to reach as much
further into the condenser, from the upright side C thereof, as to have the
stop valve (whether it be a turning valve like 6 or a vertical sluice valve, as
already described, or other kind of valve) in a suitable position for being
operated upon by the upright stem 4 of the floater 3 when that floater is in
its recess 1, 2, 1, although that recess may not be precisely in the situation
shewn by the Figures. And note, although the aforesaid small separate
casting for the recess 1, 2, 1, may be applied, and its cement joints made, from
withinside the condenser in manner already described in case of large engines,
(the air pumps being first removed to obtain room for the operations of the
workmen,) nevertheless, in smaller engines, and in some cases of large engines,
it may be more convenient to apply such separate casting at the outside of the
condenser, with the flanges and cement joints at the outside. And the floater
and stop valve may in most cases be disposed within the condenser if one or
other of the aforesaid means of providing space for the floater is adopted,
namely, either forming the original casting for the condenser with a space or
recess for the reception of the floater, or else by applying a separate casting
for such a recess to the said casting for the condenser, with suitable joints
either at the inside or else at the outside thereof. And, as already mentioned,
it is only by way of example that I have selected the case of a pair of
vibrating marine steam engines (of the kind which I have been accustomed to
inake) for explaining the application of this first part of my improvements to
the condenser or condensers thereof, as in Figures 1, 2, and 3; but, in other

page_text: cases of marine steam engines having condensers differently formed, the
details of the mode of application of the floater and stop valve must be varied
from what I have described, as may best suit the form of the condenser in
each casc. It will be desirable that the floater should be situated as near as
can be beneath the stop valve, so as to have the most direct and simple
means of communicating the requisite motion from the floater to the valve.
Also the stop valve should be as near as can be to the place where the flow of
injection water would be introduced in the ordinary manner into the con-
denser if this first part of my improvements were not applied thereto. Never-
theless, those conditions are not indispensable, and the floater may be disposed
within any part of the condenser where there may already be space for its
reception at the proper height above the bottom of the condenser for the
operation of the floater, as already explained, or any part where such space
can be obtained by an additional recess to be made in the condenser or to be
added thereto for such reception. And in case the place where the floater is
so disposed should be distant from the place where it is convenient to place
the stop valve, then the requisite communication of the motion of the floater
to the stop valve may be made by means of a lever poised on a fixed axis or
centre of motion, and that lever being of such length as to reach horizontally
within the condenser from the place of the floater to the place of the stop
valve, and such jointed connecting rod or rods being applied as may be suitable
for rendering such lever available for the purpose of the said communication.
And the floater itself may be fastened at one end of such a lever, whereof the
opposite end is connected by a jointed rod (or otherwise) with the stop valve.
Such a floater at the end of a lever may be disposed within a recess which is
not open above the floater into the interior of the condenser, as at 14 and 15,
Figure 1; and such recess may be formed by a small casting open at one end,
and with a flange around that open end, to be applied and fastened by screws
with a suitable tight joint against the vertical side of the condensor, around a
suitable opening through that side, at the proper height above the bottom of
the condenser for the water (when accumulated to an unusual depth thereon)
to enter through such opening into the said recess at the open end thereof,
which is joined to the condenser, and is open to the interior thereof, in order
that the water so entering may raise up the floater within that recess, and
thereby cause the stop valve to be closed for stopping the flow of injection
water, the requisite communication of motion from the floater to the stop
valve being made by a suitable jointed connecting rod, whereof the upper end
is applied to the stop valve, and the lower end is jointed at the opposite end of
the aforesaid lever to that end thereof where the floater is fastened.

page_text: Figure 4, Sheet I., is a vertical section for explaining, by way of example,
the manner of applying the floater 3 within an additional close vessel 1, 2, 1,
the interior of which is in free communication with the interior of the con-
denser; namely, the lowest parts of both those interiors communicate by the
passage through the branch 10, 11, which is fastened against the upright
side C of the condenser, with a suitable opening through that side, and the
higher parts of both those interiors communicate by the small pipe 20; and,
in consequence of the said communications, water will always stand at the
same level in the condenser, and in the additional vessel 1, 2, 1, so as to raise
up the floater 3 therein when the said water becomes accumulated to an
unusual depth. The motion of the floater 3 is communicated to the stop
valve at 6, 7, by means of the lever 16, to one end of which the floater 3 is
connected by a joint and stem 17, the said lever 16 being mounted on a fixed
centre pin at or near the middle of its length within the branch 10, 11, and
the other end of the lever 16 reaches through the aforesaid opening into the
interior of the condensor, where a connecting rod 4 is jointed to that end to
go up to the stop valve at 6, 7. In this mode Figure 4, the opening through
the side of the condenser where the branch 10, 11, is joined thereto, need not
be of larger size than to allow the lever 16 to pass through, and to perform its
motions with freedom; the clearance around the lever in the said opening
will allow free passage for the water. And note, if the floater 3, in Figure 4,
were fastened at the end of the lever 16, then that lever, and the branch 10,
11, in which the said lever is contained might be situated higher up, and the
aforesaid opening through the side of the condenser might be sufficiently high
to ensure the required free communication of water between the interior of
the condenser and the interior of the close vessel 1, 2, 1, without the pipe 20.
The lower part 2 of the said vessel being higher up, that vessel would be so
much smaller than represented.
Figure 5, Sheet I., is a vertical section showing, by way of example, the
manner of applying the stop valve within the injection pipe, the floater 3 being
within an additional close vessel 1, 2, 1, which is joined to the condenser C
by the pipe or branch 10, 11, at the lower part, and by the pipe 20 at the
upper part. The stem 4 of the floater passes up through a stuffing box at 18
in the cover or upper part of the vessel 1, 2, 1, and the upper end of the
stem 4 is connected by a link 17, with one end a lever 16, which is mounted
on a fixed centre of motion, and the other end is connected by a jointed
link 19 with a lever 5 on the outer end of the horizontal axis of the stop
valve, which valve is within the valve seat 7, the construction of the valve
and its seat 7 and lever 5 being the same as an ordinary throttle valve for

page_text: steam, and in like manner as the seat of such an ordinary throttle valve is
interposed and fastened between two flanges of a steam pipe, so the valvo
seat 7, Figure 5, is interposed and fastened between the flange at the lower
part of the injection cock G and the flange of the injection pipe F.
The operation is the same in Figure 5 as in the other cases already
described, the rising of the floater 3 causing the stop valve to be closed, and
vice versa.
In Figure 5 there will be some friction, owing to the fitting of the
stem 4 in the stuffing box 18, which fitting must be air-tight, and also to the
water-tight fitting of the axis of the stop valve where it comes out for the
lever 5 to be fastened upon the outer end of that axis. But as the moving
parts 4, 17, 16, 19, and 5 are outside in the open air, it can be seen whether
they (and also the internal parts) operate with due freedom of motion, and
they can be kept in good repair; and as to the internal parts, the stop valve
can be got at by removing the turning plug of the injection cock G, and
the floater 3 by removing the cover of the vessel 1, 2, 1. In all or any of the
cases herein-before described the floater may be of any form that may be pre-
ferred, and of such dimensions that its horizontal area of displacement will give it
an ample force of buoyancy for giving motion without fail to the stop valve, in
addition to raising the weight of the floater itself, which weight, as already stated,
should be about half that buoyancy. I prefer to make the floater a hollow close
vessel of sheet copper, securely brazed at all parts, so as to be perfectly air-tight,
and it should have suitable cross-braces within its hollow, to give it strength to
resist the frequent changes of external pressure to which it will be subjected
when the condenser is exhausted, or is filled with air or steam. The floater
may be enveloped in india-rubber, prepared in the manner termed vulcanized,
or otherwise prepared, so as to form a tight external covering to every part of
the outside of the floater, and secure it from leakage. In every case of
the application of this first part of my improvements there will be one floater
and one stop valve connected therewith for each ordinary injection cock
with which a marine engine or pair of such engines may be provided.
And another second part of my said improvements is to prevent or to avoid
the risk of the parts of marine steam engines being strained or broken in
consequence of water getting into the steam cylinders from the boilers when
the water therein is subject to what is termed priming or boiling over, owing to
the water being too high in the boilers, or to any other cause. For this purpose
I apply a suspended balanced vessel within the steam passage leading from the
boiler to the steam cylinder of a marine steam engine, or pair of such engines,
and also a steam stop valve further on in the said steam passage, the said sus-
pended balanced vessel and steam stop valve being connected together in such

page_text: manner as that the said vessel cannot fail to receive the first of any water that
may begin to prime or boil over along with the steam; and the said vessel,
becoming heavier than its balance weight, in consequence of the weight of the
water so received, will descend, and in descending will so nearly close the said
steam stop valve as to greatly impede the passage of steam to the engines, and
thereby cause them to begin to move with a much slower motion than their
usual rate, under which circumstances, if water should get into the cylinders,
or either of them, in consequence of the said priming or boiling over, the
engines being provided, as usual, with proper escape valves; for water in the
cylinders could not be strained or broken in discharging such water through
those escape valves.
Figures 6 and 7, Sheet I., are vertical sections, and Figure 8 a horizontal section,
explaining, by way of example, the manner of applying this second part of my said
improvements. O is part of the upright side, and P part of the flat top of the
uppermost portion or steam head of the boiler, or that most elevated part thereof
above the level of the water, from which part the steam is taken away by the
steam pipe leading to the engines, that pipe being sometimes disposed within-
side of such steam head, as is well known, at other times joined to the outside
thereof. R, R, is a rectangular box, consisting of three vertical sides and a
bottom, all fastened against the inside of the upright side O of the steam head,
but the upper part of R does not reach up to the top P, leaving a space Q, Q,
above that upper part in order to form a commencement for the descending
steam passage R, R, which will take the steam out of the highest part of the
interior of the steam head at Q, Q, and convey that steam into the steam pipe
S, all which is the same in effect as usual. But I apply an additional throttle
valve 30, mounted on a horizontal centre pin, put through holes across the
valve seat 31, which is fixed at the entrance from R into the steam pipe S,
and that throttle valve is kept opened into a horizontal position, as in the
Figures, by action of a balance weight 32 at one end of a lever 33, from the
opposite end of which a rod 34 descends to the arm 35 of the throttle valve 30,
the lever 33 resting against some suitable stop when in such state; and 36 is
an open vessel suspended by links to the rod 34, which rod passes down through an
opening in the bottom of 36; also a hopper 87, with sloping sides, is fastened
in the upper part of R, the opening at the lower part of 37 being above, and
of smaller size than the inside of the suspended balanced vessel 36. So long
as the parts continue in the position represented in the figures, the steam will
have free passage, by entering at Q, Q, into R, R, and descending therein,
around 36, and through 30, 31, into the steam pipe S, and thereby to the
engine or engines. But if priming or boiling over begins, then the water

page_text: which passes along with the steam will be guided by the sloping sides of the
hopper 37 into the suspended balanced vessel 36, and as soon as a sufficiency
of water has collected therein to increase its weight so much as to overbalance
the weight 32, then the vessel 36, with the rod 34, will descend, and turn the
throttle valve 30, so as to nearly, but not quite, stop the passage of steam into
the steam pipe S; for the descending motion of 36 and 34 is limited by any
suitable stop, so as to leave the throttle valve sufficiently open, (or that valve
may be smaller than its seat, leaving leakage all around it,) in order to allow
the engines to keep working at a slow speed. And so long as any considerable
quantity of water continues to pass along with the steam, by priming or boiling
over, the vessel 36 will be kept down by the weight of the water collected and
collecting within it, but when the priming cases, or nearly so, and little
or no water passes, then the water that was collected within the vessel 36
will run out through the opening at the bottom thereof (which opening is
always open), and the vessel 36 becoming empty will be raised up by action
of its balance weight 32 into the position of the figures, so as to re-open the
throttle valve 30, 31. And note, so long as the priming is so moderate that
no danger can be expected to arise from it, the small quantity of water that
will fall into the vessel 36 from such moderate priming will run out through
the opening at the bottom of 36, without causing any descent of the vessel 36.
The water that gets down to the bottom of R will escape through an open
hole in that bottom.
And another third part of my said improvements is applicable to marine
steam engines which are employed on board sailing ships or vessels, to
actuate revolving screw propellers (or other suitable propellers) for propelling
such vessels, in concert with the usual propelling action of the wind against
their sails. Such marine steam engines and screw propellers have been only
recently brought into use, and are commonly designated auxiliary steam power
for sailing vessels. The vessels having such auxiliary steam power are con-
structed and equipped for fast sailing by their sails alone, and their said
auxiliary steam power (although adapted to be used in concert with their sails)
is not sufficiently powerful to have much effect in accelerating the progress
that the vessels will make through the water by their sails alone under favor-
able circumstances of the force and direction of the wind. For the engines in
such vessels are smaller, and of less power in proportion to the size of the
vessels than is the case in ordinary steam vessels which do not rely upon
sailing; but the smaller engines are lighter, and occupy less space, and, con-
suming less fuel, they require less stock of fuel to be carried for performing
any given voyage. And in order that any such stock of fuel as is so carried

page_text: may be expended in the most efficacious manner for shortening the voyage,
the auxiliary, steam power should only be used when from deficiency of sailing
action the vessel is making but slow progress through the water, and discon-
tinued when a quick progress is making by sailing; nevertheless, the changes
from slow progress to quick progress by sailing being frequent, it would be
inconvenient to use or disuse the auxiliary steam power to suit such changes;
and therefore it is found best to regulate the admission of steam from the
boiler into the steam cylinders of the engines in such manner as that the
engines shall be worked with the fullest influx of steam into their cylinders (and
consequently with their greatest force, so as to cause the screw propeller to
exert its utmost propelling action,) whenever the vessel is making its slowest
progress through the water, for that circumstance is evidence of greatest need
of auxiliary power: But when the vessel is making its quickest progress
through the water by sailing (shewing that auxiliary power is not wanted), then
the engines should be worked with a diminished or partial influx of steam into
their cylinders, and consequently with diminished force, so as to cause the
screw propeller to fully keep pace with the quick progress of the vessel,
although it may not materially accelerate that progress.
And the object of this third part of my improvements is to regulate, by
means of a new mechanical apparatus, the influx of steam from the boiler into
the cylinders of such engines, in manner aforesaid; that is, inversely according
to the progress the vessel is at the time making through the water; the
slowest progress causing the fullest influx, and vice versa, the quickest progress
causing a diminished or partial influx.
Sheet II. of the Drawings hereunto annexed contains representations of a
pair of vibrating marine steam engines actuating a revolving screw propeller
for auxiliary steam power in a sailing vessel, and having this second part of my
improvements applied to the engines. Figure 9 is a longitudinal vertical
section of the engine room of the vessel, shewing a lateral elevation of the
engines therein. Figure 10 is a transverse vertical section, and Figure 11 a
horizontal plan of the same engine room and engines. The following descrip-
tion relates to those parts which are in common use: A is the boiler; V the
chimney; a, a, the steam pipes leading therefrom to the vibrating steam
cylinders B, B, which are poised upon their trunnions b, b, and their piston
rods d, d, are jointed at their upper ends to the crank pins of the cranks e, e,
upon the main horizontal axis D, D, in order to turn that axis round, together
with the large spur cog wheel E, which is fastened upon the said axis, and
turns the spur pinion F on the long horizontal axis G, which is prolonged to
the stern of the vessel, and there it has the revolving screw propeller fastened.

page_text: upon it. The condenser H is disposed between the two cylinders B, B, and
serves for both, the air pumps being within the condenser H, and worked by
the short crank g upon the axis D, D. The steam pipes a, a, conduct the
steam into boxes i, i, containing stop valves called expansion valves, which
valves, when lifted up, allow the steam to pass through them, but when let
fall those valves will intercept the influx of steam into the cylinders, although
the slide valves of those cylinders may remain open for such influx. The
upright lifting rods k, k, for the expansion valves in the boxes i, i, are operated
upon at their upper ends by camms f,f, fastened upon the main axis D, D,
each of those camms f,f, being adapted to lift up the rod k, and thereby open
the expansion valve for one cylinder at the moment when the piston of that
cylinder has (in the course of its reciprocating motion) arrived at one end of
the said cylinder and is about to commence its return therein; and the expan-
sion valve thus opened will allow an influx of steam from the boiler into the
said end of the cylinder for impelling the piston during its said return; but by the
time that the piston has moved in the cylinder only part of the stroke or motion
towards the other end thereof, then the said camm f allows the rod ; and
the expansion valve to drop by their weight, so as to close the valve and stop,
or shut off any further influx of steam from the boiler into the cylinder; and
the expansive action of that quantity of steam which has been previously
admitted into the cylinder will operate for impelling the piston to move therein
through the remaining portion of the stroke, until the piston arrives at the
said other end of the cylinder; and at that moment the cammf will again lift
up the rod h, and thereby reopen the expansion valve, so as to admit a new
influx of steam into that said other end of the cylinder for impelling the piston
to return or move in the cylinder in a contrary direction to that already men-
tioned; and as before, when the piston has moved through part of the stroke,
the camm f will allow the rod k and the expansion valve to drop, and shut
off any further influx of steam into the cylinder, but the expansive action of
the steam previously admitted into the cylinder will impel the piston the
remaining portion of the stroke. Therefore each expansion valve must be
lifted by its rod k and camm f every time that the piston of the cylinder to
which the valve belongs has arrived at either end of that cylinder; and the
same valve must be let fall again when the said piston has moved in the
cylinder through a part of the length of its stroke. And such part of the
length of the stroke, during which the said influx of steam is continued, can be
rendered greater or less according as it may be required to allow the aforesaid
influx of steam to continue longer or to be shut off earlier, in order to work
the engines with more or less force, as may be required; and for that purpose

page_text: it is usual in marine engines to apply a series of camms side by side at f, on
the axis D; and the upper end of the rod k being moved sideways in the
direction of the length of the axis D (as appears in Figure 9), that upper end
can be brought over any one of the said camms f which are side by side, so
that the rod and the expansion valve to which it belongs will be actuated
by that one camm, and no other. And one of those camms of the said series
may be so formed, that when it is thus actuating the expansion valve it will
let that valve drop, and shut off the influx of steam when the piston has moved
through a large portion, as, for instance, two thirds of the whole length of its
stroke, leaving the remaining third part of the stroke to be performed by
expansive action. But if the upper end of the rod k is removed so far side-
ways as to be operated upon by the next adjacent camm in the said series,
then that camm will not allow so long an influx of steam; for instance, it
may shut off at one half of the whole length of the stroke, leaving the other
half to be performed by expansive action. And the next adjacent camm (when
in action) may shut off at one third, the next at one fourth, and the last camm
of the series may, for instance, cut off at one fifth of the said whole length,
leaving the remaining four fifths to be performed by expansive action. And
in case of steam of higher pressure being used, the last camm may shut off
still sooner, even at one tenth of the whole length, so that by causing one or
other of the different camms to operate, the influx of steam will be continued
during a longer or a shorter proportion of the stroke, according as the engines
are required to exert a greater or lesser portion of their full power. It is
usual in marine engines for the aforesaid change (for bringing ono camm into
operation instead of another) to be made by the hand of the attendant, from
time to time, according to his discretion, as circumstances may require; but,
according to this third part of my improvements, the said change is to be per-
formed by means of a new mechanical apparatus, without any immediate
dependance upon the hand of the attendant. And to enable such apparatus to
perform the said change, the usual series of camms side by side, as commonly
used in marine engines, must be formed in one long camm f, producing the
same effect. The form of those parts of the camm which are deficient or cut
away, in order to allow the valve to drop, are two horizontal curves, winding
in spiral directions part of the way round the axis D; but those prominent
parts of the said camm which lift up the valve every time that the piston
arrives at either end of its stroke are horizontal straight lines parallel to the
said axis D. The upper end of the rod k being removed in the direction
of the length of the axis D to different parts of the length of the said
curved camm, so as to be operated upon by one or other of those different parts,

page_text: the result will be the same change in the extent of expansive action as
above described to result from the operation of one camm instead of another
in the serics of camms side by side; for in fact the form, and consequently the
operation of the curved camm, is the same at any given part of its length which
may for the time be the operative part on the rod k, as the form of that one
camm of the series which would occupy the same place on the length of the
axis D. It is unnecessary to enter into further details respecting such curved
camms, because they are well known, and in common use in many rotative
steam engines; the part of the length of the camm which shall (for the time)
be the operative part for actuating the expansion valve in those engines being
determined by action of the governor of the engine, which governor is thereby
made to regulate the extent of expansive action wherewith the engine will be
worked. But, according to this third part of my said improvements, instead
of applying the governor for the said regulation, an inverse kind of regulation
is to be effected by the following new mechanical apparatus, which derives its
action from the slowness or rapidity of the progress that the vessel is at the
time making through the water, and, when that progress is quickest, then the
said 'apparatus will by its own self-action cause those parts at the ends of the
expansion camms f, f, to become operative, which will let the expansion valves
drop very soon, so as to cut off the influx of steam from the boiler into the
cylinders at the shortest proportion of the whole length of the stroke; for
instance, at one-fifth thereof, or in some cases shorter, even as short as one-
tenth. But when the said rapidity of progress through the water diminishes,
then the said self-action of the said apparatus will cause different parts of the
sanie expansion camms f to become operative, and those parts will not let the
expansion valves drop so early, but will admit a longer influx of steam into the
cylinders. And when the vessel makes slowest progress through the water,
then the said self-action of the apparatus will cause those parts at the other
ends of the camms f. f, to become operative, which parts will keep open the
expansion valves longest, and shut off the steam at the longest proportion
of the whole length of the stroke, for instance, at two-thirds thereof. The
parts of the said new mechanical apparatus are as follows:-A small paddle
wheel 50, 50, Figures 10 and 11, mounted on the lower end of an upright
axis 51, is partly enclosed within a suitable close box 52, which is situated within
the vessel in the engine room, but closely joined to the side of the vessel (which
is represented to be built of iron), the junction being around an opening
through the iron plate of that side, which opening is below the level of the
water; and the paddle 50, at one side of the small paddle wheel, protrudes
out through the said opening beyond the exterior of the form of the vessel's

page_text: side, as is shewn in the Figures. The upright axis 51 of the paddle wheel is
included within a tube 53, which is closely joined to the top of the box 52, and
to the side of the vessel, and reaches up to above the level of the surface of the
water; by this means the paddle wheel 50, 50, although the greater part of it is
contained in the close box 52, is nevertheless exposed to and surrounded by the
water through which the vessel is advancing, and particularly the aforesaid
paddle 50, which protrudes, will receive action by the motion of the vessel
through the water, so as to cause the paddle wheel to revolve, together with
its axis 51; and the rapidity of the revolving motion of the said paddle wheel,
and axis 51, will be quicker or slower according as the progress of the vessel
through the water is quicker or slower, so that the said revolving motion will be
a proportionate representation of the progress of the vessel through the water.
On the upper end of the axis 51, above the upper end of the tube 53, is a
toothed pinion, to turn a bevil wheel 54, on the end of a horizontal axis 55, in
which a crank is formed, and a rod 56 descends from that crank to work a pair
of bellows 57, 58, 59, of a circular form, and with two compartments one above
the other, such as are sometimes used by blacksmiths. The rod 56 is connected
by means of a horizontal cross bar and two side rods with the lower board 57
of the bellows, which board has a valve opening upwards. The middle board 58
(which has a similar valve in it) is fixed fast; and the upper board 59 (which
has no such valve) is loaded with weight, and has an air-cock 60 in it, which,
when opened, will allow the escape of air which is blown by the bellows; but
the quantity of air which so escapes can be regulated by closing the cock 60,
more or less. The operation is, that the revolving motion of the small paddle
wheel 50, 50, will cause the lower board 57 of the bellows to be worked up
and down, whereby the lower compartment 57, 58, will act as bellows to force
air into the upper compartment 58, 59, and the air-cock 60, being only partially
opened, will not allow the whole of such air to escape, and therefore the
remaining air will accumulate in the upper compartment 58, 59, so as to raise
up the upper board 59, in opposition to the weight with which that board is
loaded; but that weight is so applied as to increase as the board rises higher,
and consequently the pressure on the air which is accumulating in the said
upper compartment will increase by degrees as more is accumulated, so as to
cause more air to make its escape through the cock 60, until as much air will
escape thereat, in any given space of time, as the lower compartment 57, 58,
will force into the upper one 58, 59, during that time. And when the escape
is thus become equal to the supply, then the upper board 59 will remain sta-
tionary, and will continue so as long as the paddle wheel 50 continues to revolve
with the same rapidity. But if the vessel begins to make quicker progress

page_text: through the water, then the paddle wheel 50 will revolve quicker, and by
working the lower board 57 quicker will cause air to be forced more rapidly
into the upper compartment 58, 59, than it can escape therefrom through the
air-cock 60, consequently the upper board 59 will be raised higher up, until
the increased pressure of the weight by which it is loaded will force the air to
escape through the cock 60, as fast as it is supplied by the quicker motion
lower board 57. And then the upper board 59 will remain stationary in its
new position, and will continue so until some change takes place again in the
rapidity of the progress of the vessel through the water. If that progress
becomes slower the reverse of the action above described will take place; the
paddle wheel 50 will revolve slower, and will work the lower board 57 slower,
and less air will be then supplied by the lower compartment 57, 58, to the
upper onc 58, 59, than is at the time escaping through the air-cock 60, where-
fore the upper board 59 will descend, and the weight acting upon it, diminishing
as it descends, will cause less pressure on the air included in the upper com-
partment 58, 59, until no more air will make its escape through the air-cock 60
than is at the same time supplied by the lower compartment 57, 58, to the
upper compartment 58, 59, when the upper board 59 has descended until such
an equality of escape and supply has taken place. The board 59 will remain
stationary at its new position, and will continue so as long as the paddle wheel 50
continues to revolve with the same rapidity. The result is, that the height at
which the upper board 59 will remain stationary will be higher or lower according
as the progress of the vessel through the water is more or less rapid, and every
alteration in that rapidity will be attended by a corresponding alteration of the
height of the upper board 59. And the said board 59 is connected by any convenient
means with the upper end of the lifting rod k for the expansion valve of each
of the engines, in order that when the board 59 rises, it may move that upper
end of sideways towards one end of the cammf, which end, then becoming
the operative part, will cause the influx of steam to be shut off at the shortest
proportion of the stroke, (at one-fifth thereof, for instance, or shorter.) and vice
versa; when the board 59 descends it will move the upper end of k towards the
other end of the camm f, which end, then becoming the operative part, will
cause the influx of steam to continue for the longest proportion of the stroke
(at two thirds thercof, for instance). The said means of connection between
the board 59 and the upper end of the lifting rod k may be varied, but, as
represented in the Figures, is as follows:-An upright rod 61, Figure 10,
ascends from the upper board 59, to one arm of an elbow lever 62, which is
mounted on a horizontal fixed centre pin, and from the other arm a rod 63
proceeds horizontally to one arm of another elbow lever 64, (see Figures 9, 10,

page_text: 11,) which is mounted on a vertical fixed centre pin, and from the other arm
a rod 65 proceeds horizontally to one end of a lever 66, which is mounted on a
vertical fixed centre pin, and the opposite end has an eye through it to receive
the upper end of the rod k, so as to allow that rod to move freely up and
down through the eye, but which eye retains the said upper end of k
sideways, in order that the lever 66 may command the part of the length
shall apply, so as to be operated
the expansion valve, or letting
of the camm f, to which the said upper end of
upon by that part for lifting the rod k to open
the rod drop to shut that valve. The said upper board 59 is connected in
manner aforesaid with the upper end of the lifting rod k belonging to each
of the cylinders B, B, although the connection to only one is shewn in the
Figures. The connection to the other, which is not represented, would be by
another elbow lever similar to 64, and horizontal rod similar to 65, and lever
similar to 66. Figures 13 and 14 shew how a revolving screw 70, somewhat
similar to a screw propeller, may be used instead of the aforesaid small paddle
wheel-50; and for the same purpose and in like manner the screw 70 is
included within the box or case -52, and protrudes therefrom, with part of its
spirals beyond the exterior form of the vessel's side. The axis of the screw 70 is
horizontal, and in the direction of the length of the vessel; a small bevil wheel on
the axis of the screw 70 turns another bevil wheel on the lower end of the upright
axis 5.1, which is nearly the same, and operates in the same manner as already
described in reference to Figure 10. The complete application of the screw 70
is represented in Figure 12. And note, in either case, whether a small paddle
wheel 50, or a screw 70 is used, it should (for safety when not is use) be capable
of being withdrawn so far into its box or case 52 as not to protrude beyond the
vessel's side. For this purpose the pivot at the lower end of the axis 51 of
the paddle wheel (or the two pivots at the ends of the axis of the screw 70, as
well as the pivot at the lower end of the upright axis 51, Figures 12, 13, 14,)
should be mounted in bearings which are capable of sliding horizontally within
the box 52, with rods 71 passing horizontally from those sliding bearings through
stuffing boxes into the engine room, and with handles on the ends of those
rods 71 for pulling in or pushing out the said bearings as may be required;
and the said bearings, having only the friction of the rods 71 in their stuffing
boxes to keep them out, they would be pushed in easily in case of the protrud-
ing part of the paddle wheel (or of the screw) being struck by any boat or
other obstacle; but whenever such obstacles are foreseen and expected, the
handles 71 should be drawn in and should not be pushed out again until after
the vessel has got clear of the risk of meeting with obstacles. And note, the
paddle wheel 50 or the screw 70 (whichever may be used), should be at such

page_text: a height in the side of the vessel as to be always under water, even when the
vessel is at her lightest draft of water, and heeling over under a press of sail.
And the open top of the tube 53 should be so high up towards the deck as
that water can never overflow that open top, even when the vessel is deeply loaded
and heeling over. The proper regulation of the aforesaid new mechanical appa-
ratus, in order to cause it to operate in the manner herein-before described,
is.to be effected chiefly by the opening that is given to the air-cock 60, for the
escape of air from the upper compartment 58, 59, of the bellows, and by the
weight wherewith the upper board 59 is loaded; that weight, or part thereof,
being heavy chains suspended vertically over the said upper board, so that more
of the links thereof will come to rest upon that board, in order to load it
heavier as it rises higher up, and vice versa, as the said board sinks down fewer
links will rest upon it, leaving it lighter loaded. And note, the lower board 57,
and lower compartment 57, 58, of the bellows, may be of smaller dimensions than
is represented, and smaller than the upper compartment 58, 59, provided that
the lower board 57 is worked as much quicker up and down as it is smaller in
horizontal area than is represented, so as to blow as much air. And note,
I have described this third part of my improvements as operating by means of
expansion valves, because I consider that to be the best mode, in consequence
of the economy of fuel resulting from working the engines by expansive action;
nevertheless it is not essential to this third part of my improvements that
expansion valves should be used; and in cases of marine engines which are not
fitted with expansion valves, the ordinary. throttle valves (with which all engines
must be provided) may be operated upon, according to this third part of my
improvements, so as by the aforesaid self-action thereof to open those throttle
valves to their fullest extent, and keep them so, whilst the vessel is making
slow progress through the water, but to gradually close those valves more and
more by the said self-action as the vessel makes quicker and quicker progress
through the water, but never closing them so much at the quickest progress as
to prevent the engines working at a proper speed for causing the screw pro-
peller to fully keep pace with the said quickest progress, although it may not
materially accelerate that progress. Figure 12, which is a similar transverse
vertical section to Figure 10, shews the aforesaid manner of operating upon
the throttle valves. The paddle wheel 50, or the screw 70, and the bellows,
being all the same, and operating in the same manner as already described,
the upper board 59 of the bellows is connected with the throttle valves of both
engines, but only one is shewn at 80. The upright rod 61, elbow lever 62,
and horizontal rod 68, are all the same as already described, except that the
end of that rod 63 is connected to a lever 82, on one end of the usual hori-

page_text: zontal axis t, which on the other end has a lever v, which, by the rod w,
connects as usual to the lever 81 of the throttle valve. The horizontal axis t
is extended so as to connect in like manner with the usual throttle valve of
the other engine. The sinking of the upper board 59 causes the throttle
valves of both engines to be opened, and vice versa. And note, the rod 63 can
be readily disconnected from the lever 82, whenever it may be required to regu-
late the throttle valves by hand, in the usual manner for starting or for stopping
the engines. And, lastly, the chimney V may be fitted with a turning
damper (constructed and applied in the manner of a large throttle valve) for
regulating the draft of the fires, as is often practised. But the lever of such a
damper may be connected by a link with a lever on the horizontal axis t, and
then the aforesaid self-action of the new mechanical apparatus will close or
open that damper in the same manner, and at the same times, as the throttle
valves are closed or opened, whereby less draft will be allowed to the fires,
according as less steam is expended, and vice versa.
Having now described my said improvements, I, the said John Penn, do
hereby declare that the new Invention, whereof the exclusive use is granted
to me by the Letters Patent herein-before recited, consists in the following
particulars, namely:-
Firstly, in the improvement herein-before described, in reference to
Figures 1 to 5, Sheet I. of the Drawings hereunto annexed, of applying a
floater within the condenser (or within an additional vessel suitably connected
with the condenser) of a marine steam engine, or pair of such engines, and
also applying a stop valve within the condenser (or within the injection pipe),
so as to be capable of stopping the flow of injection water into the condenser;
the said floater and stop valve being connected together in such manner as
that the floater will rise and close the stop valve, so as to greatly impede
or stop the flow of injection water into the condenser, whenever water shall
(from any cause) have accumulated within the condenser to such a height
therein as to occasion risk of any such water getting therefrom into the steam
cylinder or cylinders of the engine or engines.
Secondly, in the improvement herein-before described in reference to
Figures 6, 7, and 8, Sheet I., of applying a suspended balanced vessel within the
steam passage leading from the boiler to the steam cylinder of a marine steam
engine, OF pair of such engines, and also applying a steam stop valve further
on within the said steam passage, so as to be capable of greatly impeding the
passage of steam; the said suspended balanced vessel and steam stop valve
being connected together in such manner as that the said suspended balanced
vessel, on receiving any water that may boil over out of the boiler along with

page_text: the steam (in the manner commonly called priming or boiling over), will
become so much heavier, or overbalanced, by the weight of the water so
received, as to descend and nearly close the said stop valve, thereby so far
impeding the passage of steam to the engines as to cause them to move with
such a slow motion as to avoid risk of straining or breaking, if any water
should get into the cylinders, in consequence of such priming or boiling over.
Thirdly, the improvement herein-before described in reference to Sheet II.,
of applying a mechanical apparatus to the marine steam engines employed on
board sailing vessels as auxiliary steam power, (with revolving screw propellers,
or with other suitable propellers,) for the purpose of regulating, by self-action
of the said apparatus, the influx of steam from the boiler into the cylinders of
the engines inversely, according to the progress that the vessel is at the time
making through the water, the slowest progress causing the fullest influx, and
vice versa; the said apparatus operating either by means of ordinary expansion
valves, or by means of ordinary throttle valves; and it may also operate upon
a damper in the chimney for regulating the draft of the fires, to suit the
expenditure of steam.
In witness whereof, I, the said John Penn, have hereunto set my hand
1