IMPROVEMENTS IN LOCOMOTIVE AND OTHER STEAM ENGINES, PARTS OF WHICH IMPROVEMENTS ARE RESPECTIVELY APPLICABLE TO OTHER PURPOSES
Year: 1858

page_text: LETTERS PATENT to Joseph-Beattie; of Lawn Place, South Lambeth, in
the County of Surrey, Engineer, for the Invention of "IMPROVEMENTS IN
LOCOMOTIVE AND OTHER STEAM ENGINES, PARTS OF WHICH IMPROVEMENTS ARE
RESPECTIVELY APPLICABLE TO OTHER PURPOSES."
Sealed the 14th August 1858, and dated the 19th February 1858.
PROVISIONAL SPECIFICATION left by the said Joseph Beattie at the
Office of the Commissioners of Patents, with his Petition, on the
19th February 1858.
I, JOSEPH BEATTIE, of Lawn Place, South Lambeth, in the County of
Surrey, Engineer, do hereby declare the nature of my said Invention for
"IMPROVEMENTS IN LOCOMOTIVE AND OTHER STEAM ENGINES, PART OF WHICH IMPROVE.
MENTS ARE RESPECTIVELY APPLICABLE TO OTHER PURPOSES," to be as follows:-
My improvements in the construction of steam engines, consist. in
having the internal and external shells of the furnaces, or either of them,
corrugated, indented, or curved and held together with hollow or solid
stays or tubes-passing through the water spaces, and screwed or other-
wise fastened into such internal and external shells.
In some cases - I make the furnaces longer than usual, or of such
length as may be most suitable and convenient, and I arrange fire-
bricks, tiles, or fire-lumps therein, of suitable forms, instead of or in
combination with water spaces and hanging bridges, so as to form the
furnaces and combustion chambers in connection with each other, and
I have moveable tubes passing through the hollow stays and entering
into chambers or openings formed in or by the fire-tiles or fire-lumps.
The arrangements and combinations above-mentioned may also be
applied to furnaces of any form or size.

page_text: In some cases I admit heated air to the furnaces through pipes or
tubes, so arranged to act as blowers or truyeres, the air so admitted
being previously heated by means of the heat in the smoke box, or of
the exhaust steam, or steam from the boiler passing through tubes,
spaces, or chambers properly constructed or arranged for such purpose,
and for the due supply of air.
In some cases I arrange fire-tiles or slabs with suitable perforations
and openings in the smoke box, in order to increase the heat of the air
before it passes to the air tubes or blowers. In some cases the tubes
or truyeres pass through the hollow stays of the fire-boxes and enter into
the chambers or spaces formed in or by the fire-tiles or slabs, and com-
municate with the furnaces or chambers formed or partly formed by the
latter, and in other cases they communicate directly into or with the
furnaces or chambers either below, through, or over the coal or fuel.
In order to increase the direct heating surface, I have, in some cases,
the side and bottom of the outside shell, and the sides and top and
bottom of the inside shell of the barrel of the boiler so shaped that their
convexity is reduced, but not so much as to become plain surfaces, nor
to form angles at their junctions; and in some cases I connect the sides
of the outside and inside boiler shells together by hollow stays passing
through the water spaces, with or without blow tubes or truyeres and
arrangements, as before-described with reference to furnaces.
In some cases I fix the boiler tubes, which may be of different lengths,
by screwing them into or otherwise connecting them to the tube plates,
and. I have the tubes next to the fire of smaller diameter than is usually
adopted, and I screw the other ends thereof into or otherwise connect
them with tubes of greater internal diameter, so that the water spaces
round the parts of the tubes next to the fire are necessarily greater than
they would be if the tubes of the greater diameter were continued up
to the tube plate.
In order to preserve the heat in the working cylinders, I allow the
whole or a portion of the exhaust steam to pass round such cylinders
through surrounding spaces or chambers formed in the casting of the
cylinders, or through outside suitable castings or casings attached to
them; and by another arrangement I make the cylinders, which are to
be attached or fixed to the engine framing or otherwise, of such diameter
as to admit the insertion of inside or working cylinders, with a steam
space or chambers between them and the permanent or fixed cylinders.
Those spaces or chambers may be so arranged that the steam may pass
therefrom into spaces or chambers in the cylinder covers or ends, and
may be so formed in the permanent cylinders that the inside or working
cylinders may be merely linings of cast steel or of other suitable

page_text: material; and these inside linings or working cylinders may at any time
when necessary be removed and replaced, whilst the permanent
cylinders remain attached to the engine framing; and in some cases I
fill or partly fill the spaces or chambers round the working cylinders
with a material or materials or. mixture which will form a bad or non-
conductor of, heat; and in some cases I fix, in connection with the
interior of the cylinders, through the body or covers, safety valves, to be
kept regulated at a somewhat higher pressure than the steam in the
boiler, and be also under the control of the engine driver. In some
cases, also, I have a lining of india-rubber, or a mixture of india-rubber-
and canvass, or of other suitable elastic medium or substance, seated
and fixed in the top of the ball, cage, or case, of the ball, valves; or
clacks, and also underneath the ball seating thereof, or the lining or
packing may project above the seating, so as to receive the blow or
concussion of the ball before it comes in contact with the metal seating.
I have the axles of the locomotive steam engine constructed with
faggots, forged or otherwise reduced to a suitable form and size, with
radiating or joggled joints, so that a number of them being put together
will form a hollow pile, which is to be heated to a welding heat and
welded together, and finished by hammering, so that they may be
hollow or solid, as required; and I form the axle bearing in two parts,
divided vertically, the bearings when put together to be circular or
cylindrical on the outside, so that the seating for them in the axle boxes
may be bored out with a recess or chamber for the reception of oil and
cotton or other material to be kept in contact with the journal, or the
bearings may be flat on the other sides, and be divided vertically, as
before, or horizontally into two parts, the lower portion being formed
with a recess or oil chamber, and in that case the upper bearing may
still be divided vertically into two parts.
I make the axle box in two parts, divided vertically, and bolted or
fastened together, and bored out or otherwise prepared to receive the
bearings and oil chambers.
In some cases I use for the axle collars expansive.rings, formed by one
or more. layers of coiled steel or other wire lapped round with cotton
wick or other suitable material, and made of such size as to be slightly
expanded when placed on the axles, and the joint between them can
be kept oiled by allowing the cotton wick in connection with the ring
lapping to descend into the oil chamber, and cause the oil to ascend
by capillary attraction, or the ring may be lubricated by oil supplied
from an oil chamber in the top of the axle box, or the collar may also
be formed by two rings or discs being put on the axle behind each
journal with the expansive ring between them, so that they form ring

page_text: guards to it, on each side, or, instead of the expansive ring, a circular
packing of cotton wick or other suitable material may be placed between
the ring guards, and the latter may also be covered with cotton lapping
or other suitable material.
. The packing rings may also be formed in two thicknesses, each part
being semicircular at one end and open at the other, and the sides
elongated, so as to overlap when passed over opposite sides of the axle;
or the packing may be an elastic metal ring, having a space between the
ends to allow the ring to contract as it wears, the space to be filled with
cotton wick or other suitable material to prevent the escape of oil. The
ring may be lapped round, as before described, and the ends turned
up to allow them to be lapped round after the stuffing is placed between
them; or the joint between the axle box and the axle may be made by
stout leather or other elastic material fitted into the grooves in the axle
box and stamped out and cone pressed, so that when placed on the axle
it will always preserve a close joint all round the axle, and can be
lubricated as before described. The cotton waste or other material is
to be placed on a loose perforated bottom in the oil chamber, and by
means of spiral or other springs be kept in continual contact with the
journals; or the cotton wick or other material can be arranged as a
brush in a spring loop to keep it in position in contact with the journal;
and in this case there may be a lower oil chamber, into which the ends
of the fibre may dip. In some cases I have an oil box in the top of the
axle box, with a gauze bottom, through which, and also through pieces
of sponge or other suitable packing placed in openings through the
bearings or at their sides, the oil may pass before it lubricates the
journals.
In some cases I fix loop guards or straps round the axles with space
to allow the play of the bearing springs, but as nearly in contact with
the under side of the axle as may be desirable, and attached to the
framing of the engine or carriage above them, so that they may be
suspended in case of breakage; and I form box linings to contain the
upper parts of the wheels, so as to allow a working liberty, but prevent
them falling in case of their axle breaking.
The improvements in axle boxes, and also the axle suspenders and
wheel boxings, are also applicable to railway carriages, waggons, or
other vehicles.
The several improvements relating to furnaces and boilers herein-
before mentioned are also applicable to marine and stationary engines.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Joseph Beattie in the Great Seal Patent Office on the
19th August 1858.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOSEPH
BEATTIE, of Lawn Place, South Lambeth, in the County of Surrey,
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent bearing date the Nineteenth day of February, in the year of our
Lord One thousand eight hundred and fifty-eight, in the twenty-first
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said Joseph Beattie, Her special licence that I, the
said Joseph Beattie, my executors, administrators, and assigns, or such
others as I, the said Joseph Beattie, my executors, administrators, and
assigns, should at any time agree with, and no others, from time to
time and at all times thereafter during the term therein expressed,
should and lawfully might make, use, exercise, and vend, within the
United Kingdom of Great Britain and Ireland, the Channel Islands,
and Isle of Man, an Invention for "IMPROVEMENTS IN LOCOMOTIVE AND
OTHER STEAM ENGINES, PARTS OF WHICH IMPROVEMENTS ARE RESPECTIVELY APPLI-
CABLE TO OTHER PURPOSES," upon the condition (amongst others) that I, the said
Joseph Beattie, my executors or administrators, by an instrument in
writing under my, or their, or one of their hands and seals, should
particularly describe and ascertain the nature of the said Invention, and
in what manner the same was to be performed, and cause the same to
be filed in the Great Seal Patent Office within six calendar months next
and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Joseph Beattie, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the
following statement, and by reference to the four Sheets of Drawings,
and to the letters and figures marked thereon, that is to say :-
My improvements in locomotive and other steam engines, consist in
having the internal and external shells of the furnaces or either of them
corrugated,. indented, or curved, and held together with or by means of
hollow stays or tubes passing through the water spaces and screwed or
otherwise fastened into such internal and external shells.
Figure 1, Sheet 1, is a longitudinal section of a boiler of a loco-
motive engine, showing the internal and external shells of the furnaces,
formed with corrugations and stayed or held together by hollow stays
or tubes 1, 2, 3, 4, and having a fire-brick hanging bridge A, and a
fire-brick partition B, suitably formed and perforated with holes, so

page_text: that air tubes may be passed from the outside and enter into or through
the hollow stays, as shewn at 1, 2, 33; the fire bricks are perforated
and have spaces through or between them to allow the flames and gases
to pass from the furnace C, to the furnace D, the latter furnace has
also suitably formed fire bricks E, E, G, G, fitted or attached to the
part of the furnace adjoining the combustion chamber H, H, having
also openings or perforations formed in them for the air tubes I, I, I, I,
which pass through the hollow stays which connect and stay the internal
and external shells of the furnaces in the manner before-described; the
tubes I, I, I, I, are shewn fixed into a steam chamber K, into which
steam direct from the boiler or the exhaust steam is admitted for the
purpose of heating the atmospheric air whilst passing into the furnaces
through the air tubes I, I, I, I, which in some instances, pass through
the fire bricks and project into the furnaces; the chamber K, may be
made much longer than shewn, for the purpose of raising the tempera-
ture of the air to a higher degree of heat; or a number of air tubes
may be used, extending forwards or towards the smoke box, and be
enclosed in tubes of larger diameter L', L', so that steam direct from
the boiler or the exhaust steam may pass between the tubes L, L, and
L', L', and thereby heat the air whilst passing through the inner tubes
L, L, into the furnace, and the steam in the tubes L', L', will pass
through the branch pipe into the chamber K.
"
The chamber K may be used without having the tubes L³, L', or the
larger tubes L, L, may be used without the chamber K, and may be of
any suitable length or number, having the ends of the internal tubes
to pass through the hollow stays into or through the fire bricks into the
furnace; the steam in the chamber K and that which surrounds the long
air pipes L, L, may pass to a condensing chamber underneath the foot
plate of the engine, and be there used to raise the temperature of the
feed water which supplies the boiler, and a portion of such steam. may
be admitted into the air tubes L, L, and through perforations therein
into the tubes I, I, and thence with the air into the furnace to assist
the combustion of the gases; the combustion chamber H, H, is furnished
with two or more sets or arrangements of fire tiles N, N, which are
better shewn in plan, Figure 1º.
Figure 1 is a sectional plan shewing the plates of the internal and
external sides of the fire box formed with large corrugations, so that
fewer stays may be required; the hollow stays 1, 2, 3, 4, are screwed
into the internal and external plates and rivetted over.
The steam chamber N, N, is shewn placed on or against the outside
of the furnaces C, D, and fitted with hollow stays or tubes, through
which, and also through the hollow stays connecting the external and

page_text: internal shells of the fire box, perforated air tubes may enter into the fire
bricks and furnaces. The steam to supply the chamber N, N, can be
taken direct from the exhaust steam pipe O, by the pipe P, and can be
discharged into a condensing chamber, as before mentioned, and the
quantity to be admitted can be regulated by the throttle valve in the
outlet pipe W.
By or through the pipe R, R, on the other side of the boiler, heated
air can pass from the smoke box to the furnaces, and in this arrange-
ment the inside of the smoke box is lined with suitably formed fire bricks
Q, Q, and there are perforated tubes S, S, S, entering into them through
the sides of the smoke box, so that atmospheric air may be admitted
through the tubes S, S, S, into openings or chambers formed in the
fire brick, and there are also small air holes formed nearly vertically in
the inside of the bricks, through which heat arising from the smoke box
may ascend into the chambers; the conducting pipe or pipes R, R.,. are
connected with the chambers thus formed, and they convey the heated
air to the furnaces; and in some cases, I allow a portion of the exhaust
steam from the exhaust steam pipe O¹, to enter into the pipes R, R, to
commingle with the air passing into the furnaces, and the quantity
required can be regulated by the valve T, or a cock. It will be seen
that the combustion chamber H, H, and the outer shell of the barrel
of the boiler are secured together by hollow stays 1, 2, 3, in the same
manner as the internal and external shells of the furnaces, and that
perforated air tubes I, I, I, I, pass through such stays into perforated
chambers formed in the fire bricks, of which there are two tiers.
Figure 1 shews two half cross vertical sections through the lines
A, B, in Figure 1, representing an arrangement of the fire-brick parti-
tion and hanging bridge, and the fire bricks and chambers attached to
the end of the furnace adjoining the combustion chamber H, H, before
described in Figure 1; the disposition and arrangement of the bricks
may be altered, varied, and modified in such manner as may be required.
Figure 1 is a cross vertical section through the combustion chamber
H, H, shewing the water space T, and an arrangement of the fire
bricks N, N, and the perforated air tubes I, I.
Figure 2 is a longitudinal section of a locomotive boiler, having one
furnace C in connection with the combustion chamber H, H, which
is lengthened, and having two vertical water spaces, and three tier of
fire bricks F B, F B, F B; the furnace C has a hanging bridge D of fire
brick, suitably formed and perforated to admit an air pipe or pipes to
pass through it from the outside of the furnace, or a pipe or pipes on
each side may enter into it passing through the hollow stays which
connect the internal and external shells of the boiler together. The

page_text: transverse tubes 2, 3, 4, are rivetted, or otherwise, secured, to the
internal shell of the furnace, and communicate with the water spaces
on each side; these tubes support the fire bricks 5, 6; and the fire-bricks
7, 7, 7, are perforated, and chambers are formed, in them or chambers
may be formed, by building in ordinary fire brick into which hot or other
air is delivered through the perforated tubes I, I, passing through the
hollow stays as before stated. In some cases I have perforations in the
fire bricks of the size of the hollow stays which connect the inner and
outer shells of the furnaces, so that perforated air tubes may pass
through them both and enter into the fire. The tubes 2, 3, may be dis-
pensed with, and a water space in the position as shown by the dotted
lines may be substituted to support the fire bricks, or a water space may
be rivetted in that position, or nearly so, in the fire box; in like manner
a vertical water space may be substituted for the tubes 3, 4, as shewn
by the dotted lines. The vertical water spaces standing in the com-
bustion chamber H, H, have their side plates connected together by
hollow stays screwed and rivetted in the same manner as the hollow
stays which connect the internal and external shells of the furnaces
before described, and by which arrangement the flame will be arrested
and detained longer in the combustion chamber than usual.. Hot air
can be supplied to this furnace C, and combustion chamber H, H, in
a similar manner to that supplied to the furnaces C, D, and combustion
chamber H, H, in Figure 1 and Figure 1".
Figure 2 is a sectional plan of Figure 2, shewing one side of the
furnace C curved, and the other side formed with two large corruga-
tions, by which mode of construction fewer hollow stays will be required
to connect the internal and external shells of the furnace together.
The combustion chamber H, H, has two vertical water spaces T, T,
and three tier of fire bricks F B, FB, F B, having perforated chambers
V, V, formed in them, into which the perforated air tubes I, I, I, enter.
Figure 2 is a transverse section of the combustion chamber H, H,
shewing the bottom and sides flattened, by which the vertical water
spaces T, T, are more readily flanged and rivetted to the top and
bottom plates, forming the chamber. 2, 3, 4, represent circular fire
bricks; and 5, 6, 7, side fire bricks, having perforated chambers formed
in them to allow the perforated air tubes I, I, I, I, to enter for the
passage of air for the combustion of the gases.
are hollow
stays, screwed and rivetted into the plates forming the water
spaces T, T.
,
* #
"
$
Figure 3 is a vertical longitudinal section of a fire box fitted with
fire bricks, A being passages formed through or between them, and
supported and kept in their position by bearing on the two transverse

page_text: ilange tubes B, B, which are rivetted to the inside shell of the fire box;
and the fire-brick hanging bridge C is made of suitably formed per-
forated fire bricks, so that they fit in between the vertical fire bricks
A, A, and also between them and the roof of the fire box, and are sup-
ported by them; perforated air tubes pass through the hollow stays
on each side of the fire box and enter into the brick forming the hang-
ing bridge at D, and perforated air tubes I, I, I, pass through the
hollow stays in front of the fire box, as before described.
Figure 3 is a plan of the fire box with plain sides, and I wish it to be
understood that I claim to use the hollow stays to hold together the
.shells of furnaces of ordinary construction, as well as of those which are
corrugated or curved.
Figure 3 also shews the transverse tubes B, B, and the vertical fire
bricks A, A, and the air tubes I, .I.
. Figure 4 is vertical section of a fire-box with two furnaces C, D; there
are two transverse flanged tubes *,*, which are rivetted to the inside
shell of the fire box, and the three tier of fire bricks E, F, G, are
fitted between and supported by the two tubes *, the fire bricks
E, F, G, having openings between them to allow the flame from the
fuel in the furnace C to pass through and enter into the furnace D, and
they are perforated to allow air tubes passing through the hollow stays
in the fire box to enter into them, and the hanging fire-brick bridge H.
The front end of the furnace D is furnished with perforated fire bricks,
air chambers, and air tubes, as described in Figure 1.
*
Figure 4ª is a sectional plan of Figure 4, shewing transverse tubes *,
and three tier of fire bricks E, F, G, and perforated air tubes, as before
described; a few only are shewn, but any required number may be used.
Figure 5 is a longitudinal section of a fire box C, shewing a com-
munication between the water space in the lower part of the fire box at a
and the top of the fire box at b, by the flanged pipes D, D, by which
arrangement a better circulation of water and steam will be obtained.
The tiers of bricks E, E, E, are suitably formed, and made to fit and
rest on them, somewhat similar to those described in Figures 3 and 3",
4 and 4. I have mud plugs M screwed into the external plate of the
furnace immediately opposite the pipes D, D, for the convenience of
cleaning and washing out the water space W, and the pipes D, D, and
air tubes can be inserted in the furnace, as in Fig. 1.
Figure 5 is a sectional view through the line F, F, shewing the
fire bricks E, E, standing in front of the pipe D and left exposed, and
the other pipe D is shewn in connection with and surrounded by the
fire bricks E, E, E.
Figure 6 is a section of a tube a, a, fixed into the tube plate B of

page_text: a fire box or of a combustion chamber and the tube plate D at the
smoke box. It will be seen that the tube plate B is screwed with a
fine thread, part of which is cut away to allow a portion of the tube a
to enter into it in its full thickness, or nearly so, the tube a, a, being
screwed into the tube plate B is turned or rivetted over in the usual
way. The other end of the tube a, a, may be also screwed or secured
in the usual way.
Figure 6 is a section, shewing a tube a, a, screwed into the tube
plate B of a fire box or a tube plate of a combustion chamber, as
Defore described in Figure 6, having the other end brazed into or
screwed with a fine thread into the tube a¹, which is of a larger diameter,
and has one end at b, screwed internally to suit and admit the end.
of the tube à into it; the other end of a' may be screwed into the
tube plate D at the smoke box, or secured in the usual way, and by
this arrangement a much larger water space will be obtained between
the tubes at the fire box or combustion chamber end than hitherto.
Figure 7. is a larger sectional drawing, shewing a piece of a fire-
box tube plate B, into which a tube a is screwed.
Figure 7 represents the plates of the external and internal fire box,
stayed together by the hollow stay a, being screwed in both; and b
represents the perforated air tube passing through projecting or entering
into a perforated chamber X, formed in or with fire bricks C.
Figure 8 is a section of a hollow stay a screwed only into the plates
of the inner box; the other end is screwed internally, and the bolt b
is screwed into it, and retains and stays the internal and external plates
of the fire box together.
The hollow stays used or employed as described, will give notice by
their leaking when they become worn or are defective or insufficient,
and consequently dangerous as stays for staying the internal and
external fire boxes together, and they will also be more durable than
the ordinary solid stays which have hitherto been used for the like
purposes, and by having a few of the hollow stays two or three guages
thinner in some part of the fire box, so that they may yield sooner
than the others, notice will be given by their leaking of approaching
danger.
I arrange slides or valves so as to close or partly close the mouths of
the air tubes I, I, I, I, and thereby stop or regulate the supply of air
through them, as occasion may require.
My improvements in locomotive and other steam engines also consist
as follows:-
Figure 1, Sheet 2, is a longitudinal section through an ordinary
permanent steam_ cylinder suitable for a locomotive engine, having

page_text: grooves 2, 2, 2, 2, and ribs 3, 3, cast or formed in the inside surface of
the cylinder, some portions of the ribs 3, 3, being cut away at suitable
places, so as to allow passages or ways of communication through the
grooves 2, 2, all round the cylinder; and after such cylinder has been
bored an inner or working cylinder 4, 4, made of steel or other suitable
hard material which has been turned on the external surface to the
proper diameter, is, after being contracted in a cold bath or otherwise,
inserted into the permanent cylinder A, A, and such inner cylinder
is then bored out to an exact working surface. The cylinder covers
B, B, being properly fitted, and having openings formed in them to
allow some of the exhaust steam which surrounds the working cylinders
to enter in and pass through them, the exhaust steam being allowed to
enter through the openings 5, 5, 5, and the quantity of such exhaust
steam being under the control of the engine-man by a cock 6 being
placed in any convenient position. In the Figure 1 an outlet cock
may be placed at 6, or at other convenient part, and the steam so
escaping may pass through a tube to a chamber suitably situated, into
which cold water from the water-tank of the engine may be admitted
in jets or otherwise to condense the steam, and thereby raise the
temperature of the feed-water thus procured for feeding the boiler,
or a portion of such exhaust steam may be allowed to enter the tubes
L, L, and L', L', Figure 1, Sheet 1, for heating the air for the furnaces.
b, b, are valves which may be screwed into the cylinders or cylinder
covers B, B, to act outwards, having spiral springs to act against them,
so that when the pressure on the valves exceeds the pressure of steam
in the boiler the valves will be forced open outwards, and allow the
steam or water to escape.
An enlarged drawing of a cock is shewn in Figure 2 screwed into a
cylinder cover B. 6 is the way or opening for the water from the
cylinder to the valve, and 7 is the outlet of the valve, and the dotted
lines 8 and 9 shew openings for the exhaust steam to enter into the
cylinder cover at 10.
Figure 3 is an end view of the cylinder cover and gland 12.
Figure 4 is a vertical section of a clack box A, A, which is attached
to the side of the boiler D, in which is contained the clack cage B
and ball clack C for admitting the feed-water to the boiler, in which
an india-rubber ring * is placed beneath the clack seating 2, for the
purpose of softening the force of the blow of the ball clack C on the
seating. The clack cage B which contains the ball clack has.
an opening in the top, and is screwed internally at 3 and
externally at B into the clack box A, A. An india-rubber
ring is placed between the flanges at 4, 4, to make the
-

page_text: joint steam-tight, and a piece of wood or other suitable elastic
material 5 is placed in the crown of the clack cage and descends below
it, and a piece of india-rubber 6 is also placed on the top of 5, and
over it is a metal washer, on which the bolt 7 is screwed down, and
holds all firmly in position, so that the percussive action of the ball
clack in striking against the seating and the elastic material placed
in the crown of the cage will be greatly softened, and consequently
the ball clack will better retain its spherical form, and thereby work
more perfectly and for a longer time than those in ordinary use.
Figure 4 is a modification of the same arrangement.
My improvements in locomotive steam engines, and which are also
applicable to railway carriages, consist as follows:-
.
Figure 5, Sheet 4, shews a section of an axle of a locomotive steam
engine made of six five-sided bars drawn out to the form E, E, E, under
a hammer or otherwise. When the faggot is made up of these six
sections it is put into the furnace and heated to a welding heat, it is
then brought out, welded, hammered, and drawn out to the required
dimension, and finished under the hammer or rolled; a less or greater
number of the bars may be used for the purpose.
Figure 6 represents two semi-faggots A and B, divided by the vertical
line 3 and 4, formed, as shewn, by hammering or rolling, as before
mentioned.
Figure 7 shows how a hollow faggot can be formed with segmental
bars, being a modification of Figure 5. There are a greater number of
bars in Figure 7 than shewn in Figure 5.
Figure 8 is a section of three descriptions of hollow faggots; the
pieces composing them can be prepared, formed, and drawn out under
a hammer or rolled. The joggled pieces C, C, C, can be drawn to the
form E, which is placed on its edge in the swage block F, Figure 9,
and when the hammer is brought to work on it, it will be beaten down
into the form in the swage block, as shewn in the same faggot at C, C, C.
The internal pieces D, D, can be drawn out in a similar manner to the
bar E but of a smaller section.
The sections E and F, in Figure 8, show how the hollow faggots may
be made of bars of other forms.
My improvements in locomotive steam engines, and which are
applicable to railway carriages, also consist as follows:-
Figure 1, Sheet 3,. is a transverse section of an axle box for a loco-
motive engine formed of two pieces a, a, a, a, made of wrought iron or
suitable malleable iron, fitted and joined together at the vertical line
B, B, and held together by the bolts C, C, after which the interior
of the axle box so formed of two parts are bored out and faced up in
1

page_text: the lathe to suit the brass bearing d, d, which is cast in one piece,
bored out and turned upon an excentric mandrill, and having also
the inside of the collars faced up to suit the facings of the two half
portions a, a. The brass bearing is made thicker at the top or chief
wearing part, and the inside of the brass bearing is cored out in the
casting, or grooved out, so as to allow white metal to be run into
it, as shewn by the dotted lines e, e, e, e, and which white metal is
also thicker at the top or wearing part; the brass d, d, is then cut
into two pieces through the vertical line B, B, and placed in its position.
F, F, are two brass tubes, which are screwed into the axle box so
formed and into the brass bearing d, d, and to keep the bearings a
and e from turning round, and such brass tubes are also used as an
inlet for oiling the axle. There is a chamber G in which is placed
cotton wick or sponge, absorbing the oil and keeping it in contact with
the axle for the purpose of lubrication; this chamber G will be seen
better in section, Figure 1º, which represents another view of one
half of the axle box a, a, through the vertical line B, B, in Figure 1,
in which the brass bearing d, d, is fitted and placed in one half of
the axle box, and which brass bearing has a groove h, h, h, h, formed
at each end, into which two discs made of sheet copper or other suitable
material are placed, and between those discs cotton wick is wound
round the axle, and the ends thereof pass through the space J, J, and
are deposited into or terminate in the oil chamber G. And by another
modification, for keeping the sand and dust out of the axle bearings,
I use coiled expanding springs formed of steel wire wound round a
mandril in a spiral or worm form, their ends being left loose, and round
such spiral form cotton wick is wound loosely; and such spiral springs,
with the cotton thereon, are expanded and drawn over and placed on
and near the end of the axle, and the grooves h, h, are then passed over
to retain the collars and discs in their place on the axle. K is a bolt
hole to admit a bolt to carry the suspension link L, from which the
bearing spring is hung. n, n, n, are holes through which the bolts c, c, c,
pass to hold all together, as in Figure 1.
Figure 1 is a view looking down on the top of the axle box showing
the bolts c, c, c, holding all together, and the flanges 1, 2, 3, 4, on
which the steel facings 5, 5, are attached to the horn plate 6 work. The
latter are grooved to admit the rib formed on the steel facings, and are
held to the horn plates by countersunk headed bolts and nuts 7, and in
the event of the axle box wearing, the steel facings can be adjusted and
set forward by placing thin linings between them and the horn plate 6,
the grooves h, h, are shewn for holding the elastic collar before
described. I make the portions a, a, as mentioned in Figure 1, and

page_text: Figure 1, and. to which I now refer, in two pieces, and place a loose
piece of metal plate between them before they are bolted or rivetted
together, so that in the event of the flanges 1, 2, 3, 4, wearing against
the steel facings affixed to the horn plates, the bolts or rivets 8, 9, 8, 9,
can be removed, and a thinner plate of metal can be substituted, so
that the flanges 1, 2, 3, 4, may be made to suit the steel facings before
mentioned, in which case another brass axle bearing will have to be
provided to suit the axle box.
Figure 2 is an axle box of a locomotive engine somewhat similar to
Figure 1, but made of brass instead of wrought or malleable iron. There
is not a loose bearing as D, D, in Figure 1, but the castings a, a, are
grooved and formed to retain the white metal, as shown by the dotted
lines 1, 1, 2, 2, and the white metal d, d, to form the bearing is cast
around a mandril which is placed in the axle box. The oil chamber G,
and sponge, or cotton are shewn at the bottom as before described in
Figure 1, and Figure 1°. .
Figure 2 shews the oil chamber G and the grooves h, h, as described,
filled with sponge or cotton wick.
Figure 2 is a view looking down on the top of the axle box, having
à white metal facing e, e, e, inserted for the cheek of the horn plate to
work against.
Figure 3 is a longitudinal section shewing a modification and arrange-
ment of axle box which are applicable to railway carriages; it is formed
in two halves a, a, somewhat similar to Figure 1, and made of cast iron,
fitted and bolted together by bolts passing through the holes 1, 2, 3, 4,
after which the box is bored out to receive the brass d, d, or other metal
bearings, and which in some cases I make in two pieces, and have a
large slot* formed between them at the top, for the admixture or admis-
sion of grease and oil, and over which slot I place a wire gauze moulded
or made in such form that it may be preserved or retained permanently
in its position in the top chamber F, into which the oil or grease for
lubrication is introduced. There is a moveable chamber c, c, placed
underneath the axle, into which is fitted one or more forked springs e,
between the prongs of which cotton wick is placed and kept in contact
with the under surface of the axle bearing, or sponge may be used for
the same purpose, and when the oil descends from the top chamber F,
it is caught on the bottom chamber C, whence it will arise by capillary
attraction of the cotton to the axle bearing. There is a slide 5 placed
within the axle box, which keeps the chamber C in its place, and when
the chamber C requires examination, either for cleaning or otherwise,
by raising the slide 5 it can be withdrawn, adjusted, and afterwards
replaced and secured in its place by the slide 5. The groove is shewn

page_text: as formed all around the axle as before mentioned in Figures 1ª, 1", into
which the elastic collars and discs are placed to keep the bearings frec
from dust, and prevent the escape of oil.
Figure 3 is a transverse section of Figure 3, shewing one half of the
axle box in section, and the other half a front view, in which the bolts
1, 2, 3, 4, are seen holding the axle box together; the oil chamber c, c,
is shewn also, and the set screws ** for adjusting the bearings to the
diameter of the journal of the axle.
Figure 3 is a view looking down on the top of the axle box, shewing
one half of the brass bearing d, d, and the groove h, h, in which the
elastic collars and discs before mentioned are kept in their position on
the axle.
Figure 3 is a transverse section of Figure 3b, shewing the bearing
d, a, and set screws ** for adjusting it, the oil chamber c, the sponge e,
and cotton wick in contact with the under surface of the axle bearing;
the grooves 1, 2, in which the oil chamber c slide are lined with soft
leather to make a joint, and keep out the dirt.
Figure 3 is a modified transverse section, showing an axle box divided
horizontally, and jointed and bolted together by the bolt 2, 2, placed
outside the body of the box, and having the oil chamber c, spring, and
cotton wick placed within the under half of the axle box; and I have
a slide placed externally in the end of the axle box, so that by raising
it up the oil chamber can be withdrawn, the axle bearing examined,
and cotton wick and oil supplied, and the slide shut down securing the
chamber c;
**show vulcanized india-rubber, or other suitable material,
placed in grooves to make the joint.
My improvements in locomotive steam engines which are also appli-
cable to railway carriages, consist as follows:-
Figure 1, Sheet 4, is a transverse section of the cylindrical pait of a
locomotive engine, boiler, driving wheels and axle, shewing the arrange-
ment of gearing for supporting the axle in case of breaking, and keeping
the wheels in, or nearly in their proper position on the rails. A, A, is
a transverse framing secured to the longitudinal side framings of the
engine and the boiler, to which transverse framing A, A, are rivetted
or bolted suspending guides B, B, and to their flanges curved and flanged
caps C, C, are bolted. The caps C, C, are so formed as to allow the axle
to have a working freedom, but so that if it should break it will be
caught and supported by the caps C, C, and the better to preserve the
position of the wheels, rollers D, D, D, D, are securely fixed in the boxing
on both sides of the wheels, or the inner ones which are to bear against
the flanged portion of the tyre can be affixed to or supported by the
boiler, and in that case, the inside boxing for the wheels may be dis-

page_text: pensed with. For a clearer view of these suspension guides or caps,
see Figure 1°. Figure 1' is a side view of the driving wheels described
in Figure 1, shewing the position of the rollers D, D, D, three pairs
only are shewn, but more may be used, and the sides ones may be
.brought lower down, or may be affixed and supported by the engine
framing, so that they may give. greater support and security to keep
the wheels in position. It will be seen that in Figure 1 there is a central
guard E attached to the boiler, and fitted up with india-rubber or spiral
vertical springs to accommodate its action to the play of the axle; and
for a clearer view of this description of guard I refer to Figure 2, in
.which it is drawn to an enlarged scale. A, A, is a longitudinal section
of the bottom boiler plate, to which two wrought-iron guides B, B, are
rivetted. C is a brass bearing cast to the form shewn, and into which
white metal may be introduced as shewn, or it may be dispensed with.
D is 'another casting to fit the under surface of the axle in the bottom of
which is formed an oil cistern *. The brasses C and D, are flanged. and
bolted together, and fitted to slide up and down the guide cheek blocks
M, M, M, M. E is a bottom cross bar, fitted and bolted to the lower
ends of the guides B, B, between which and the axle box an india-
rubber spring spring F is introduced. G, G, are two india-rubber
springs which bear or press against the cheek blocks M, M, the springs
are enclosed in the casing H, H, through which the screwed bolts N, N,
pass, having one end of each screwed into the cheek blocks M, M. It
will be seen that there is a space ** allowed for the expansion of the
boiler, otherwise the axle bearing would be affected by it but by this
provision the boiler can expand and contract, and the india-rubber
springs will yield and bear against the cheek blocks, and by the elasticity
of the springs the axle box and axle bearing will work nearly together.
There is also a spring O of india-rubber fitted on the top of the axle box,
which is not in contact with the boiler, this allow for the vertical action
of the bearing springs of the engine, but in case of either springs yield-
ing considerably, the india-rubber spring would come into play.
Figure 2 is a section through the line a in Figure 2, in which the
cheek blocks M, M, and the other parts are more clearly shewn. Figure
2 is a longitudinal vertical section of Figure 2.
Figure 3 is a view of a carriage wheel and axle, with a guard A
attached to the inside framing, passing underneath the axle, and having
a cap B fitted and fixed to it over the axle, so that the axle is contained
in the opening thus formed, but which is made so as to allow vertical
play of the carriage bearing springs. D, D, D, are rollers fixed in the
inside and outside framing or casing having their line of centres radiat-
ing to the centre of the carriage wheel; this shews one wheel only, but

page_text: it is intended to have all the wheels and axles of a railway carriage so
fitted, so that, in case of an axle breaking, the wheels may be kept, or
nearly so, in their vertical position, and be prevented leaving the rail.
Figure 3 is a side view of part of a railway carriage framing and
wheel, in which the common axle guard is shewn, and. an end view of
the suspending guard A, which is secured to the framing shewing the
necessary play for the action of the bearing springs. B, B, is an inside
framing plate of iron which is formed in a manner somewhat similar
to the ordinary axle guards, having forked legs C, C, pass down the
inside the wheel and axle, to keep the wheel and axle in position trans-
versely in the event of breaking; and the framing plate B, B, has two
other legs D, D, which descend to or below the centre of the wheel, in
which legs rollers E, E, are fitted, having the peripheries projecting
through the legs D, D; rollers E' are fixed in the carriage framing to
assist in keeping the wheels and axles in the vertical position.
in case of breakage. If the axle break close or nearly close
to or within the wheel, the weight of the carriage will be on the axle
bearing outside the wheel, and the tendency of the wheel to get
inside the rail is shewn by the dotted lines in Figure 3b; but
before that could occur the inside surface of the tyre of the
wheel would come in contact with the rollers E, E, before
described, and by the friction of the wheel against them would cause
them to revolve with the wheel and tend to keep and guide it on the rail;
and as a further means of keeping the wheels in their position, the
rollers *
are so placed that, if the outside bearing of the axle should
break, the weight of the carriage would immediately be supported by the
rollers descending on the face of the tyre, and as they are grooved
to the form of the flange and tread of the wheel, it would be kept in
its position by the rollers revolving along with it, and keeping and
guiding it on the rail.
*
And for additional security I add to the width of the ordinary tyre,
as shewn at 3, Figure 3b, by which addition of width of tyre, in com-
bination with the arrangement before described, the wheels of railway
carriages will be less liable to leave the rails; and in some cases I have
the rollers before mentioned bored excentric, so that when the axle
breaks the wheel coming into contact with the excentric rollers they
are caused to revolve, and in doing so the greatest diameter will lock or
retard-the-motion of the wheels, and form their rolling motion into that
of a sledge, which acting as breaks will attract the attention of the
engine driver or the guard.
Figure 3 is a transverse section of Figure 3ª, in which the rollers are
shewn passing through the legs of the inside framing plate D, D, and

page_text: the rollers E, E, placed on both sides of the tyre of the wheel. F is a
central guard loop, which in the event of an axle breaking in the centre
would suspend and keep it from falling; G is a transverse spring in
connection with the inside axle boxes B, B, which are fitted to the axle
close to the inside of the wheels, and the axle has a suitable bearing,
and is fitted for the axle boxes.
Figure 3 is a transverse section of a carriage frame, shewing one
inside framing plate, central and side guard loops.
Figure 4 shews inside axle boxes and spiral springs, bearing and work-
ing on the inside axle bearings, as described in Figure 3. I have not
drawn any plans of the framing of either engines or carriages, but the
arrangements. I have shewn are applicable and can be applied to all
engine and carriage framings as now used. Locomotive engines with
outside cylinders and straight axles can have the leading; driving, and
trailing wheels and axles all secured, and so can the leading and
trailing axles of engines, with inside cylinders. The rollers and
increased width of tyres may also be applied to wheels of the crank axle.
In all cases in which I have mentioned the use of india-rubber as an
elastic medium or spring, I have of course intended vulcanized or other
properly prepared india-rubber.
My improvements in axles, axle boxes, axle suspenders, and wheel
boxes, herein before described, are also applicable to railway carriages
and other vehicles.
My several improvements relating to furnaces and boilers, herein-
before described, are also applicable to marine and stationary engines.
Having described the nature of my said Invention, and in what manner
the same can or may be performed, I wish it to be distinctly understood
that I do not claim as my Invention any of the parts or materials herein-
before mentioned taken separately, as they are all publicly known taken
separately; but that what I do claim as my Invention is the combina-
tions herein mentioned, videlicet:―
Firstly, the modes of holding together the external and internal shells
of furnaces of ordinary construction, or of furnaces constructed with
corrugations or curves, by means of hollow stays or tubes passing
through water spaces as herein-before described, and the construction
of furnaces with corrugations or curves in combination with such hollow
stays, as herein-before described.
Secondly, the combination of moveable tubes passing through the
hollow stays, and extending into the furnace or furnaces constructed
in the ordinary manner, or constructed according to either of the com-
binations herein-before described.
Thirdly, the arrangement of fire bricks of suitable forms, in the

page_text: furnaces of locomotive or other steam engines with hanging bridges,
instead of or in combination with or without water spaces, so as to form
the furnaces and combustion chambers in connection with each other,
in combination with moveable tubes passing through the hollow stays
and entering into the furnaces, as herein-before described.
Fourthly, the arrangements for the admission of atmospheric, and also
of heated air and steam into the furnaces, and also for heating the air
previous to such admission, as herein-before described.
Fifthly, the arrangements for having the diameters of the ends of the
boiler tubes next to the furnace smaller than the other parts of the
tubes, as herein-before described, so that the water spaces round the
parts of the tubes next to the furnace may be greater than they would
be if the tubes of the greater diameter were continued up to the tube
plate.
Sixthly, the modes of constructing steam cylinders, and of keeping
up the heat in steam cylinders and covers, as herein-before described.
Seventhly, the modes of constructing the seatings and cages of ball
valves or clacks, as herein-before described.
Eighthly, the modes of constructing railway axles and axle boxes, as
herein-before described.
Ninthly, the arrangements for preserving the wheels of an engine or
carriage in a vertical position, or nearly so, in case of the breaking of
the axle thereof, as herein-before described.
In witness whereof, I, the said Joseph Beattie, have hereunto set
my hand and seal, this Nineteenth day of August, One thousand
eight hundred and fifty-eight.
JOSEPH BEATTIE. (L.S.)
Signed, sealed, and delivered by the above-
named Joseph Beattie in the presence
of
H. WICKENS, Solicitor,
4, Tokenhouse Yard,
Bank, London.