AN HYDROSTATIC ENGINE, PARTS WHEREOF ARE APPLICABLE AS IMPROVEMENTS TO OTHER ENGINES, AND OTHER PURPOSES; AND ALSO IMPROVEMENTS IN RAILWAY CARRIAGES
Year: 1843

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, FREDERICK
LIPSCOMBE, of University Street, in the County of Middlesex, but now of
No. 2, Gloucester Place, Kentish Town, in the said County, Gentleman, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Seventeenth day of August, in the seventh year of Her reign, did,
for Herself, Her heirs and successors, give and grant unto me, the said Frederick
Lipscombe, Her especial licence, full power, sole privilege and authority, that
I, the said Frederick Lipscombe, my exors, admors, and assigns, or such
others as I, the said Frederick Lipscombe, my exors, adñors, or assigns,
should at any time agree with, and no others, from time to time and at all
times during the term of years therein expressed, should and lawfully
might make, use, exercise, and vend, within England, Wales, and the Town
of Berwick-upon-Tweed, my Invention of "AN HYDROSTATIC ENGINE, PARTS
WHEREOF ARE APPLICABLE AS IMPROVEMENTS TO OTHER ENGINES, AND OTHER
PURPOSES; AND ALSO IMPROVEMENTS IN RAILWAY CARRIAGES;" in which said Letters
Patent is contained a proviso that I, the said Frederick Lipscombe, shall cause
particular description of the nature of my said Invention, and in what
manner the same is to be performed, 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.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Frederick Lipscombe, do hereby declare the nature of my said Invention, and
the manner in which the same is to be performed, are fully described and ascer-
tained in and by the following description thereof, reference being had to
the Drawings hereunto annexed, and to the figures and letters marked thereon,
that is to say-
My Invention consist in, or has reference to, the principles of construction,
and also the modes of arrangement of the mechanical parts, and the several
combinations thereof, herein-after described, that is to say: as regards my
application of the same to the object set forth in and by the title of the Letters
Patent granted to me, as herein-before recited, the nature and intention of my
said Invention consist in,-
Firstly, the arrangement and construction of an engine of new and useful
character, acting, according to known principles and laws of hydrostatics, upon
improved combinations.
Secondly, in the adaptation and application of the same principles of hydro-
static action, under modified constructions, to the driving parts, or to the work-
ing parts of engines, and to other purposes of the like mechanical character,
in the practical constructions of mechanical science.
Thirdly, in the adaptation and application of the same principles of hydro-
static action, under other modifications of construction, to the improvements in
railway carriages, as regards those parts of their machinery constituting what
is usually termed the brake, for the retarding, checking, or preventing the
motion of their wheels. The following detailed Specification is made with
reference to the accompanying illustrative Drawings, which Drawings I declare
to belong to, and to form and be part of the said Specification, and truly to
describe and set forth my mode of carrying the several parts of my said Inven-
tion into practical effect.
DETAILED SPECIFICATION, with reference to the Drawings respectively marked,
Drawing No. 1, Drawing No. 2, and Drawing No. 3.
Whereas having ascertained that the reaction which takes place on the
application of mechanical pressure upon a liquid (as water), when confined in
a close vessel, is greatly increased by the elasticity and resistance of the globules
of air suspended in such confined liquid, and considering that such globules,
by being thus compressed, have their elasticity and resistance encreased in the
direct ratio of such compression, it follows that such reaction will not take
place by such pressure upon a liquid in which such globules of air do not
exist, or when it is deprived of that portion of air which it contains in its

page_text: natural state. Pursuing the principle on which this phenomenon rests, I
apply it to practical use in the organisation and construction of a machine
which I denominate a hydrostatic engine, and in other modified arrangements
and constructions on known hydrostatic principles of parts of my said Invention
to land and marine steam engines, and other machinery of like mechanical
character, and to certain minor arrangements of railway carriages. To these
several purposes, as herein-before stated, I apply the constructions and modifi-
cations set forth in the following technical descriptions thereof, they having
reference respectively to their Drawings, and the figures and letters thereunto
annexed.
a
In the Drawings marked No. 1, the Figures 1 and 2 represent one part
of my said Invention in plan. In the Figure 1, A, A, is a tube fixed to the
standard B, of which the top only can be shewn in this Figure; this is cast in
two separate parts, and bolted together; it is fixed to a foundation plate, which
cannot be shewn in the Drawing. The tube A, A, is provided with a small
exhausting pipe C. At each extremity of the tube A, A, is a stuffing box D, D;
through these stuffing boxes slide the connected tube F, F; this is formed by
two tubes being connected to each other at one end, and near the point of
connexion there is a perforation, forming a communication between the con-
nected tube F, F, and the tube A, A. At each extremity of the connected
tube F, F, is fixed a valve box G, in which there works an air-tight valve H
(shewn in the Figure 2); this has an elongated arm J, pinion K being set
at its extremity. These pinions respectively gear with the racks L, L, of the
rod which slides through the guides E, E. The rod L, L, has two collars
M, M, and a small reversing lever P, attached to it. Each valve box is set
upon and forms part of a piston tube N, N, each piston tube carrying a hollow
piston O, O, shewn in both Figures 1 and 2, the Figure 2 being a longitudinal
section of the piston. In the Figure 1 each of the two pistons are marked O, O.
In the Figure 2 the pistons are marked respectively O¹, O¹, and 0, 0%. This
piston is cast in two parts, which are bolted together. These pistons can
be made of any form, and either with one chamber, or subdivided into
a number of chambers, for the purpose of obtaining an increase of piston
area; a free passage being formed between the two chambers by a small
perforation through each dividing plate. The Drawings in the Figures
1 and 2 represent each piston as being divided into two chambers,
by the plate V forming part of the piston. On the face of one of
these pistons 01, 01, of the Figure 2, and near its border, are set the
exhausting cock R and the injection cock S, the other and opposite piston
02, 0, having an exhausting cock Q. The two pistons O, O, in the Figure 1,

page_text: and also those 0', O', and 02, 0, in the Figure 2, are respectively secured to
each other by the connecting rod T, each end of which passes through the centre
of one of the pistons, and is secured by a nut screwed on to each end of the rod.
The pistons slide upon two guide rods W, W, of which one only is seen in the
Drawing, and the rods are secured to standards Y, which are supported
by a plate below. Attached to the outer tube A, A, in the Figure 2, is
the curved tube Z, Z, forming a communication between the interior of the
tube A, A, and the interior of the short cylinder P, in which there slides a
plunger Q, having its upper part made square on its outside to enable it to
slide in a square case R, which is fixed upon the cylinder at 2, 2. The
exhausting cock S is attached to the cylinder, which is also supported by the
foundation plate. The interior of the square portion of the plunger is hollowed
square, having a screw tapped in its upper part, as shewn in the Drawing at
Figure 2, to receive the screw T, the screw working at the same time in the
nut U, U, placed within the plunger and nearly in contact with its sides; the
plunger and the nut are therefore worked equally and simultaneously by the
action of the screw T. The space between the nut U, U, and the upper part
of the plunger is occupied by a compressed helical spring W, W, having a
power of tension sufficient to enable the hand to be taken from the winch, the
pressure continuing the same as when the hand is on the winch. The screw T
has two collars, one being placed on each side of the head of the square case
R, R, leaving space sufficient to allow the screw to turn; the screw 'T termi-
nates in a winch W. In the application of my Invention to this purpose I do not
confine myself to the particular method which I am about to describe, of
depriving a liquid of air, but I employ any of the well known means used for
that purpose. The following is the method of preparing the machine for
action for charging or filling the apparatus herein above described with a
liquid from which air has been expelled, and which in practice I find effective
and easy of execution. The pistons 0¹, 0, and 0, 0%, already described, are
placed at their full stroke or at the greatest limit of their action, so as to bring
the mouth of the connected tube F, F, as near as possible to that stuffing box
which is nearest to the piston, having an injection cock S, Figure 2. A pipe is
attached to the exhausting cock R of the piston 0, 0, and another to the
injection cock S; the other ends of these pipes are attached to a small boiler.
The exhausting pipe being fixed on the top of the boiler, and the injection
pipe to the bottom of the boiler, the boiler is then nearly filled with a liquid
and properly closed; the liquid is then heated to the temperature of its boiling
point, and the exhausting cocks are then opened, and a communication thereby
opened between the boiler and the external air. The steam escaping from the

page_text: boiler expels the air in the boiler, and rushing through the apparatus drives the
air completely out of its passages. When the steam has been suffered thus to
pass through for a short time, the exhausting cocks are then closed. The air
has thus been expelled from the liquid by the high temperature to which it is
raised, and from the boiler and the other part of the apparatus by the generated
steam. The injection cock S is then opened and the liquid is allowed to enter
the apparatus, and when it has become quite cold the injection cock is turned
off; the apparatus will then be completely filled with the liquid entirely
deprived of air. In the Figure 2 one of the valves H, H, is shewn as being
shut, thus preventing communication between the outer tube A, A, and the
piston 0, 0, while the other valve near the piston 0%, 0%, is open, and forms a
communication between that piston and the outer tube A, A. The engine is
set in motion by turning the winch W, this forces the plunger Q upon the
liquid, producing hydrostatic pressure upon that part of the apparatus in
contact with the liquid, having communication with the cylinder A, A, by the
curved pipe Z, Z, so that if the pressure by the plunger upon the liquid is
equal to five pounds per superficial inch, there will be the same pressure per
square inch exerted upon every part of the interior of that piston whose valve
is open, and no pressure whatever upon that piston whose valve is closed.
The effect will therefore be, that the piston upon which the pressure operates
will be pressed or driven in a direction going from the stuffing box nearest to
it, and of course drawing with it the motive part of the apparatus. When it
arrives at nearly the full stroke, the rack rod L, which is a part of the motive
apparatus, is driven against the guide E, thereby turning the two pinions K, K,
closing one valve and opening the other; the opposite piston will then be acted
upon in a similar manner, thus causing an alternated rectilinear motion which
will continue in action until the winch W is reversed. The Figure 3 represents
a side or longitudinal elevation or profile of this apparatus or engine, in which
the several parts herein-before described, with reference to the views of the
Figures 1 and 2 in the Drawing No. 1, are here shewn in profile, as far as
such parts are visible, in such a view as regards one of those Figures, the other
remaining and opposite Figure in the arrangement of the Drawing No. 1 being
similar. In this Figure the several parts thereof are respectively marked with
the same letters of reference as in the Figures 1 and 2. The Figure 4 repre-
sents an end or transverse elevation of this apparatus, in which the several parts
herein-before described with reference to the views of the Figures I and 2 in
this Drawing No. 1, are here shewn in tranverse or end elevation as far as
such parts are visible in such a view; in this Figure the several parts thereof
are respectively marked with the same letters of reference as in the Figures

page_text: 1 and 2. A communication is formed between the two opposite pistons of the
Figure 1 and the two opposite pistons of the Figure 2 by the pipe X, X, which
runs from the Figure 2 to the Figure 1, in order that the hydrostatic pressure
produced at the cylinder P of the Figure 2, and thence transmitted by the
curved pipe Z, Z, to the cylinder A, A, of that Figure, may be transmitted to the
cylinder A, A, and pistons O, O, and O, O, of the Figure 1, and there rendered
available, so that the hydrostatic action of the cylinder P and its apparatus shall
produce on the pistons of the Figure 1 the same effects which it produces on
the pistons of the Figure 2, and thus cause their simultaneous action. X, X,
are levers of connection between the opposite portions of this engine, the
Figure 1 and the Figure 2 further to regulate and ensure their regular and
simultaneous action, to be explained in detail by reference to the Drawing
No. 2.
Having now described the principle of action and the detail of construction of
the hydrostatic engine, there remains to be described the arrangement and
construction by which the alternate rectilinear motion obtained directly from
the action of the engine is converted into continued rotary motion, and
the method and construction I use to transfer such continued rotary motion
to the purposes of driving or giving action to other machinery. A shaft
is set across the engine between the Figures 1 and 2, connected to each
by an apparatus herein-after described. In the Figures 1 and 2 of the
Drawing No. 1, the hydrostatic engine is represented in horizontal plan, and in
the Figure 3 it is shewn in profile or side elevation. A horizontal driving
shaft is laid between the two parts of the engine respectively marked Figure 1
and Figure 2, and a driving wheel is keyed on to it, from which shaft, through
the driving wheel, continued rotary motion may be taken for the ulterior pur-
poses of actuating other machinery. The Figures 1, 2, and 3 of the Drawing
No. 1 exhibit the forms and arrangement with the relative positions of the
racked loop, herein-after described, with the segment wheel, the place of the
shaft for transmitting rotary action, and its driving wheel. The several parts
of the Figures 1, 2, and 3 being marked respectively with the same letters.
I will now proceed to describe a modification of parts of the engine herein-
before described, to produce by its direct action an alternated rectilinear motion,
and thence by conversion a continued rotary motion, applicable to the improve-
ment of other engines in their driving parts or working parts. In the Drawings
marked No. 2, in the Figures 1 and 2, this modification is represented, the
Figure 1 being a profile or edge view of the parts, and the Figure 2 a front
elevation or view of the same, arranged opposite to each other, and having the
same parts in each of these Figures respectively marked with the same letters

page_text: of reference. In this modification, instead of a connecting rod extending from
one of the pistons to the other, a double-racked loop B, racked on its inner
sides, is fixed in the centre or middle of the length of the rod of each of the
engines; each of these double racked loops gearing with a segment of a toothed
wheel c,
both these segments being keyed on to one revolving shaft D, to which
or to the pistons other machinery may be attached and actuated thereby.
There are two slots, as shewn in the Drawing at X, X, formed in each rack to
allow one of the extremities of each of the levers G and G¹ to pass into and
through them. One of these levers is supported and works upon a fulcrum H,
fixed on one side of one of the racks above described. The fulcrum is placed
between the two jaws of a piece M, of which one only is seen in the Drawing,
the corresponding side of the jaw being hidden in the Figure of the Drawing
by its position. The second lever G¹ is supported by and works upon a fulcrum H',
similarly placed on the further side of the opposite racked loop B. Thus
each rack has a fulcrum H and H¹, and a lever G and G¹. The shorter arm of
the lever G is inserted in the slot formed in the face of the rack B; the longer
arm of that lever is inserted in the slot formed in the side of the opposite rack B¹,
as shewn in the Figure 1 of the Drawing; and thereby connecting the racked
loops B and B together, the same mode of supporting the opposite lever G¹
being used in the opposite direction. The longer arm of the lever G of the
racked loop B is seen in the Drawing to be inserted in the slot X of the
opposite racked loop B, and the longer arm of the lever G¹ of the racked
loop B', to be inserted in the slot K of the opposite racked loop B; a small
space being allowed in each of these slots for the necessary clearance in it of
the extreme ends of the levers, it will be readily seen that one rack cannot
move through a greater space than the amount of the clearance allowed in the
slot of the play of the lever working in it without compelling the other and
In the
opposite rack to move with it, and with the same rate of motion.
Drawing at the Figure 2, the segment wheel C of the racked loop B is
represented with a small inclination upward, the rack being supposed to have
moved a short distance in its upward stroke, whilst the opposite rack B,
Figure 1, is supposed to have arrived at the termination of a downward stroke.
The segment C of the racked loop B is represented in the Drawing in the
Figure 2 as in gear. The levers G and G', Figure 1, prevent either of the
racked loops B and B' gearing in its segment wheel until that segment wheel
has arrived at the proper position to receive it; in the mean time, the power
that is then acting against the racked loop which is out of gear is transmitted
through the levers to that racked loop which at the same time is in gear. In
this manner this modification effects, by its direct action of the two racked

page_text: co recommeat motion, and the segment wheels in the Figure 2
and its opposite, which is not seen, by the revolving shaft D, produces by
conversion a continuous rotary motion. This modification is applied to the
middle portion of the cylinders A, A, of the Figures 1 and 2 of the Drawing
No. 1, and gives rotary motion to the shaft X3, set on the segment wheel C,
above described in the Figures 1 and 2 of the Drawing No. 1.
I will now describe another and different modification of parts of the engine
herein-before described by reference to the Drawing No. 1, applicable to other
purposes of the like mechanical character under different circumstances. This
modification produces direct continuous rotary motion. In the Drawing No. 2
the Figures 2, 3, and 4, represent a shaft A, having its bearings in the
standards B, B, which is secured to the foundation plate C. The shaft A is
bored from one of its ends to a little more than half the distance between the
bearings, as shewn in the Drawing, and upon the shaft is fixed the exhausting
cock D, and also the tubular arm E, which has a communication with the
interior of the shaft, as shewn in the Drawing in the Figure 3. On the
extremity of the arm E is set the hollow piston F, formed in a similar manner
to the hollow pistons, herein-before described, of the engines shewn in the
Drawing No. 1, and having an injection cock S, and an exhausting
cock R, fixed to it. The interior of the shaft is turned truly cylindrical to
receive the plunger G, which is fitted air-tight, into it; and the plunger
is bored to receive the helical spring H and the internal plunger I, which
is allowed to have a small quantity of clearance; this is shewn in the
Figure 3 of the Drawing. In the Figure 3 of the Drawing No. 2, the
shaft bearings in the standards B are shewn; they are prolonged so as to
form a grease cup or box J for lubricating each bearing, each grease cup or
box receiving its supply from a store vessel or reservoir K, through a duct L.
Attached to one of the standards is the internal plate M, having a projection N
hollowed square to receive the square slide O, one end of which is rounded,
and abuts against the internal plunger I. The slide O is tapped to receive a s
screw P, upon which are set two collars, the outer plate Q, which is attached
to the inner plate, being between the two collars, leaving room for the screw
to turn. The screw terminates in a winch. The shaft A may be elongated to
any required extent to suit its application to the driving of inachinery. The
required direct continuous rotary motion by this modification is produced by S
turning the winch. The screw will then drive the square slide against the
internal plunger I, which will compress the spring H, and thereby force the
plunger against the liquid with which the engine has been previously charged,
in a similar manner to that by which the engine herein-before described, with

page_text: reference to the Drawing No. 1, is charged. The rotary motion is produced
by the hydrostatic pressure against the hollow piston, and will be continuous
until such pressure be taken off the liquid.
I will now describe that part of my Invention which I apply to the improve-
ments in railway carriages. The first improvement consists in an improved
brake for the retarding, checking, or preventing the motion of the wheels of
such carriages. In the Drawing No. 3 the Figures are a view of the appa-
ratus I use for this purpose. In the Figure 1, A represents the ordinary con-
necting bars, connecting the side wheels together; these bars extend a small
distance beyond the extremity of each wheel, as shewn in the Drawing.
B shews the ordinary wood blocks, two of them to each wheel; each of such
blocks is clenched by C in the usual manner, layers of leather or other non-
vibratory substance being previously placed between it and the block. Each
block has a side plate D, and such substances being placed between the plates
and the blocks, the side plates of the four end blocks being in contact with
the projecting parts H of the connecting bars, the blocks are kept in a vertical
position. To each side plate there is fixed the end of a rod E, of which rods
there are four, but two only are seen in the Drawing, and each rod connects
two of the blocks together. The ends of these rods are allowed to slide freely
in slots formed in the connecting bars, one such slot being opposite to cach
block. Extending from the clench plate C of the four inner blocks there are
two arms of the rack F, one arm running parallel with the connecting bars A',
and terminating in a rack; the other, extending from the clench plate, passes
through the guide bearers G, and bending becomes united with the rack F.
The racks F gear into the spurr wheels J, which are keyed to the horizontal
shaft K, the shaft revolving in bearings in the connecting bars A. At each
end of the shaft is a pin, upon which is fixed a steel bar, the ends of which
pass through openings in the projections M of the block rods, as shewn in the
Drawing. The steel bar is represented in the Drawing as having each of its
ends deflected in opposite directions, that its elasticity, acting against the projec-
tions of the rods, may keep the racks and toothed wheels in perfect gearing, thus
preventing any inconvenient vibration between those parts when the carriage
is in motion. Keyed upon the horizontal shaft K is the small spur wheel L,
gearing into the piston rack M, which is an extension of the piston rod N,
the piston sliding water-tight in the cylinder O, shewn in the Drawing in an
horizontal and a vertical section in the Figure 1. The cylinder is supported
by a cross piece, as shewn in the Drawing. A small perforation at one end
of the cylinder is covered with fine wire gauze, or other similar material,
allowing air to enter the cylinder, but protecting it from the entrance of dust.

page_text: Qis a tube set on one end of the cylinder O, and having communication with
its interior; it is also attached to the axle R when the axle does not revolve
with the wheels; otherwise a rod is fixed to the connecting bars A, to which
the tube is attached. It is then curved, and proceeds upwards at one end of
the carriage, passing through a guide having a leather lining, in which it
slides gently. To the upper end of the tube Q is fixed the small cylinder U,
in which there slides the water-tight plunger V, Fig 2. Branching out from
the side of the cylinder, immediately below the plunger, is the supply tube T
Figures 3 and 4, having a metal plate screwed air-tight at its mouth. The
space between the piston of the cylinder O and the plunger V is filled with
water, oil, or other liquid. The upper part of the plunger V is made square on
its outside, and slides in the case, which is secured to the small cylinder U, the
case sliding freely through the guide X, having a leather lining. The interior
of the square part of the plunger is hollowed square, having a screw tapped in
its upper part to receive the screw Y, which works into the square nut Z,
placed within the plunger, nearly in contact with its sides. The plunger and
the nut will be acted upon equally and together by the screw Y. The space
between the nut Z and the tapped part of the plunger is occupied by a powerful
helical spring. The object of such powerful spring and nut within the plunger
is to prevent the blocks flying from the wheels when the breaks are in action,
and the hand of the conductor is taken from the winch. The spring presses
against the upper and under sides of the screw Y equally, the upward pressure
tending to turn the screw in one direction, and the downward pressure tending
to turn it in the opposite direction, thereby neutralizing each other. This
neutralization takes place whether the breaks are or are not in action. The
drum case A is fixed to the upper end of the square case W, the screw Y
passing through it having a collar on each side of the bottom plate of the case,
merely allowing the screw to be turned. Secured to the screw is the
drum B, which turns within the drum case; upon the drum is coiled a
leather strap or other similar material, the ends of which are fastened to
the drum in opposite directions, a portion of the middle part of such leather
strap or other material being left uncoiled. The drum enables the conductor
to turn the screw Y by pulling the leather strap attached to one side of the
drum, and thus to put the brakes into action, and to cause the action to cease
by pulling the strap proceeding from the other side of the drum. The upper
part of the screw Y terminates in a winch. A coiled hook fixed to the top of
a carriage, upon which hook is hung the strap before mentioned; this is coiled
round the drum of the contiguous carriage, and by this the conductor is
enabled to put the brakes of that carriage into action. The brakes are brought

page_text: into action by turning the screw Y; the plunger is thus forced down, driving
the liquid into the large cylinder; the piston is driven outwards, turning the
horizontal shaft, and thereby forcing the blocks against the wheels; the action
is caused to cease by reversing the winch, thereby raising the plunger, the
atmospheric air will then act against the piston, driving the water up the tube,
and keeping it in contact with the plunger. The reverse movement of the
piston will cause a reverse movement of the blocks, and take them off the
wheels. The practical advantages to be derived from this improvement over
the ordinary breaks are, the great power readily attainable by the application
of a small primal force; the affording greater facility in scotching, first, the
wheels of the carriage on which the conductor is placed, and then the wheels
of the carriage immediately before him; the elasticity of the springs, when
the wheels are scotched, from the apparatus being unconnected with the body
of the carriage; and the impossibility of the blocks flying from off the wheels
when the brakes are in action, and the hand taken off the winch.
I will now describe two other and different modifications of the apparatus
herein-before described, of an improved brake for railway carriages.
For the first modification of the said apparatus I take such cylinders as
those already described with reference to the Figures 1 and 2 of the Drawing
No. 3, and I secure them to any convenient parts of a railway carriage, in
number as many as circumstances may require. I place them near each wheel,
and make a piston to work water-tight in each cylinder, the ends of the rod
of such piston being secured to the wood blocks, with a tube communicating
with each cylinder, and these tubes communicate and run into one tube, and
this single tube is either to be fixed or to be allowed to slide at one end of the
carriage. To the end of the tube I fix the apparatus in a similar manner to
that herein-before described.
For the second modification of the said apparatus, I take such cylinders as
those already above described, and I secure them to any convenient parts of a
railway carriage; I place one cylinder on each side; I cause the pistons of
such cylinders to turn either one or two pinions, which revolve in fixed bearings,
thereby forcing the wood blocks against the wheels by producing pressure upon
the liquid in the tube. The blocks on each side of the carriage are connected,
and the tubes communicate with and lead into one tube similar to the last
above-described modification, and this single tube I allow to slide at one end
of a carriage, as stated in the first above-described modification of my construc-
tion of an improved brake.
My second improvement in railway carriages consists in fixing a thin sheet

page_text: or covering of boards, or other of the lesser vibratory material, on each side of
those wheels of railway carriages which are usually composed wholly of metal,
and the sheet of wood or other material being of dimension, or nearly so, to
the space included between the inner side or edge of the tire and the inner
side of the nave of the wheel, the unoccupied space between such sheets of
boards being filled with straw, tar, lashing, felt, or other of the lesser vibratory
substances for the purpose of preventing or lessening the vibration and noise of
the wheels of railway carriages in motion, shewn in Fig. 5, Drawing No. 2.
I now declare that I claim :-
Firstly, the practice of effecting hydrostatic pressure by the use of liquids,
previously deprived of that portion of air which they contain in their
natural state, and the application thereof, as described, to the production of
motive power.
Secondly, the application of that portion of the first modification of the
hydrostatic engine, as described, which relates to the production of alternate
and continuous rotary motion from alternate rectilinear motion.
Thirdly, the application of that portion of the first modification of my hydro-
static engine, as described, which relates to the production of continuous rotary
motion from alternate rectilinear motion, such being applicable to the conversion
of alternate rectilinear motion to continuous rotary motion, in all cases where
the crank is used in double engines.
Fourthly, the application, as described in the several modifications herein
stated, of hydrostatic pressure to the conversions of one mechanical motion to
another generally.
Fifthly, the application of hydrostatic pressure in the constructions and
arrangements of railway carriages, as described, as regards the application of
that power to the purposes of a carriage brake to regulate the motion or rate
of advance of the locomotive wheels of such carriages.
Sixthly, the practice of placing any of the imperfect conductors of sound and
non-vibratory substances in contact with such railway carriage wheels as are
usually composed of metal, for the purpose of preventing the vibration pro-
duced by the motion of such wheel, together with much of the noise occasioned
thereby.
In witness whereof, I, the said Frederick Lipscombe, have hereunto set
my hand and seal, this Seventeenth day of February, in the year of
our Lord One thousand eight hundred and forty-four.
FREDERICK (L.S.) LIPSCOMBE.

page_text: AND BE IT REMEMBERED, that on the Seventeenth day of February,
in the year of our Lord 1844, the aforesaid Frederick Lipscombe came before
our said Lady the Queen in Her Chancery, and acknowledged the Specifi-
cation 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.