CERTAIN IMPROVEMENTS IN MACHINERY FOR PROPELLING VESSELS ON WATER, PART OF WHICH IMPROVEMENTS APPLY ALSO TO STEAM ENGINES TO BE EMPLOYED ON LAND
Year: 1841

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
GEORGE BODMER, of Manchester, in the County of Lancaster, Engineer, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Tenth day of June, One thousand eight hundred and forty-one, in
the fourth year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said John George Bodmer, Her especial licence, full
power, sole privilege and authority, that I, the said John George Bodmer, my
executors, administrators, and assigns, and such others as I, the said John
George Bodmer, my executors, administrators, and assigns, should at any time
agree with, and no other, from time to time and at all times during the term
of years therein expressed, should and lawfully might make, use, exercise, and
vend, within England and Wales, and the Town of Berwick-upon-Tweed, my
Invention of "CERTAIN IMPROVEMENTS IN MACHINERY FOR PROPELLING VESSELS
ON WATER, PART OF WHICH IMPROVEMENTS APPLY ALSO TO STEAM ENGINES TO BE
EMPLOYED ON LAND;" in which said Letters Patent is contained a proviso, that
I, the said John George Bodmer, shall cause a particular description of the
nature of my said Invention, and in what manner the same is to be performed,
to be enrolled in Her 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
John George Bodmer, do hereby declare that the nature of the said Invention
and the manner in which the same is to be performed, is particularly described
and ascertained in and by the Drawings hereto annexed, and the following
explanation thereof (that is to say):
My improvements consist, firstly, of a novel construction of apparatus for
propelling vessels, and of a novel arrangement and application of the steam
engine thereto; and of a new arrangement of the steam engine for driving
the common paddle wheels; and is exhibited in Sheet 1 of the Drawings
attached, upon which are marked figures and letters of reference corresponding
with the following description thereof :-
Sheet 1, Figure 1, is a plan or horizontal view of part of a steam boat,
Figure 2 an end view, and Figure 3 a side elevation of the same, to which my
improved propeller and steam engine are applied. a, a, (see Figures 1 and 2)
are the propellers, one of which is placed on each side of the ship, their
shape being best seen section (Figure 2, a); they are fixed to the shafts b, b,
which are in an inclined position, and work in the bearing c, c, at the top, and
on the step plates d, d, at the bottom. The plates d, d, are fixed to the metal
boxes e, e, which encompass the propellers. These boxes e, e, are in communi-
cation with the water without through the canals or passages ff, 99, and
h, h, the flanges of which are fixed to the sides of the ship, and the joints made
perfectly water-tight. I think it best to confine my explanation for the present
solely to the construction of the propellers to their supposed action on the ship,
and to the manner in which the latter can thereby be governed without inter-
fering with either the speed or direction of the action of the engines. The
openings of the canals f,f, are protected by longitudinal grates, to prevent
substances which might injure the propellers from entering the boxes e, e; the
canals g, g, h, h, however, are provided with slides i, i, and k, k, the shape and
position of which is such, that when closed they form part of the internal cir
cumference of the boxes (see detached Figure 5).. I consider these slides
most suitable when cast of gun metal and brass, and hollow, and so constructed
that they move with ease in the grooves 1, l, m, m, n, n, o, o, and they are made
water-tight by the stuffing boxes p. p. Suppose now the propellers to revolve
in the direction of the arrow (see Figure 1) at the speed of about four hun-
dred and fifty revolutions per minute, more or less, and the slides i, i, and
k, kc, shut; it is evident that the water-which is contained in the boxes e, e, will
merely be worked round, and in nowise act on the water without the vessel,
nor upon the vessel itself; the only consequence would be an increased speed
of the engines; but the moment the slides i, i, are opened, by means of the

page_text: racks 9,'q, the water will be expelled from the boxes e, e, through the canals
9.9, at a speed, nearly equal to that of the circumference of the propellers,
and, through the reaction or resistance of the, water upon the vanes or
wings of the same, propel the vessel forward. It is evident that in- pro-
portion as the water is expelled through the canals g, g, the propellers are
supplied from without, through the canals f, f, a perfectly regular and
uninterrupted action being thereby produced. Suppose now the vessel going
ahead at its full speed, and it should become necessary to stop or back her
'as quickly as possible; the whole power and full speed of the engines can be
instantaneously applied for this purpose without reversing their motion, by
merely opening the slides k, k, and closing the slides, i, i, which will cause the
water to rush through the canals h, h, and act upon the vessel in the contrary
direction. For clearing, or avoiding a vessel coming ahead quicker than it
could be done by the helm 'alone, the slide i on that side to which it is desired
to turn the head of the vessel; should be shut, and it is evident that then the
water rushing out with the full power of the engine through the canal g on
the opposite side of the vessel would change its course immediately; but should
the vessels still approach too close to each other, the slide k on the same side
would also be opened; and allow the water to rush out through its canal 7, and
not only act upon the steam, vessel, but also upon the vessel to be cleared, with
a' power proportioned in some measure to its proximity. The vessel "can also
be moved sideways by opening either of the pair of slides i and k at once in a
certain proportion to one another, always shutting the slides on the opposite
side. The slides i, i, and k,, k, are opened and shut upon deck by means
of the racks q, q, the pinions r, r, and the bevil wheels s, s, on the shafts
s*, s*, at the upper end of which there are small wheels or cross handles for
the purpose of turning them as required. It is evident that the engineer has
simply to watch his engines, as the vessel can be started, stopped, and worked
in any direction, upon deck or under, without his assistance, I consider the
inclined position of the propellers, as shewn in Fig. 2, more advantageous than
a vertical position, because it will not only diminish the motion on the surface
of the water, but also in a rough sea the mouths of the canals or passages
g and h will not so easily 'come above the water line, and I adopt the conical
form of the propellers for the purpose of supplying the upper part of the vanes
or wings with the same quantity of water as the lower portion, whereby the
column of water is caused to move through the canals at a uniform speed
throughout. I adopt the mode of connecting the propellers with each other,
and, with horizontal engines, (as represented in the Drawings,) not only for the
purpose of simplification, but also for keeping the machinery near the bottom
".

page_text: of the vessel, and as little as possible above the water line. The pinions t, t,
are fast upon the shafts b, b, and gear into the toothed wheels u, u, which latter
also gear into each other for the purpose of connecting the propellers. The
wheels u, u, are fixed to the crank shafts v, v, which are placed in such positions
that the prolongation of their axis and that of the axis of the propellers meet
in a common centre. The crank shafts v, v, revolve in the bearings w, w,
which are fixed to the wrought-iron beam x, x, as well as the bearings c, c, of
the propeller shafts b, 6, and the beam itself is fixed by bolts to wooden beams,
which extend longitudinally to the ship's sides. The foot steps or bearings of
the crank shafts v, v, are secured by bolts to a beam below (see Fig. 3).
The usual framing not being required for the engines employed to drive
these propellers, I proceed to describe the condensor, to which most of the
other parts of the engines are fixed. The condensor 1, 1, extends the whole
'length of the engine, and is secured by brackets and bolts to the wooden beams
2, 3, and 4, which are secured to the bottom of the vessel. The steam cylinder
5 is connected on one side with and fixed to the condensor 1 by the flanges of
the exhausting pipe 6, which is cast of one piece with the cylinder, and by the
pillar 7 and the bracket 8, and on the other side to the beams 3 and 4, by means
of the brackets 9 and the wrought-iron pillars 10. There are two pistons,
11 and 12, working in opposite directions in the cylinder, in a similar manner
to that described in the Specification of a Patent granted to me, dated the
Twenty-fourth day of May, One thousand eight hundred and thirty-four. The
piston rod 13 of the piston 11 is tubular, and of one piece with the slides 14
(see sectional Fig. 2), and connected with the crank 15 (see Figs. 2 and 3),
by means of the connecting rod 16. The smaller end of this connecting rod
works on the stud 17, which is firmly fixed into the slides 14; through the bush
18 of the lower end of the stud 17 (see Figs. 2 and 3) passes the piston rod
.19 of the air pump 20, and this rod is guided by the bush 21, which is fixed
to the wrought-iron brackets 22, 22. The piston 23 of the feeding pump 24
(see Fig. 3) is also fixed into the bush 25 of the stud 17, and the connecting
rod 26 is fixed on one end to the crank rod 16, and works on the stud 17 as a
stay, for the purpose of steadying it. The piston 11 is connected with the crank
27 by means of the crank rod 28, the smaller end of which works on the stud
29, which is fixed into the slide 30, and into this slide the piston rod 11* is
fixed, which works in a stuffing box in the hollow piston rod 13. The slide 30
is similar to the slide 14. There are tubular guides 31 and 32 (see Fig. 2),
in which the slides 14 and 30 work, the guide 31 being fixed to the wrought-
iron brackets 22, 22, and the slide 32, to the brackets 33, 33, which are fixed
to the top of the condensor 1.

page_text: Before I proceed to describe the action of the engines, I must once more
observe that they are at all times working in the same direction, and that the
only thing the engineer has to do is to admit and regulate the steam and the
injection at the same time.
The steam pipe 34 is connected with the boilers, and fixed to the box 35,
which contains a slide valve 36, through which the steam is admitted into the
expansion cylinder 37. This expansion cylinder forms one of the main features
of novelty in connection with my present improvements. The slide valve 36 is
connected by the rod 38 with the lever 39 on the shaft 40, and can by means
of the lever 41 be opened and shut by the engineer on both engines at once.
A rod 42 is connected with the lever 43, which is fixed to the injection cock 44;
and it is therefore evident, that the moment the engineer, by means of the lever
41, admits the steam into the cylinder, the injection water also is admitted by.
the same mechanism into the condensor, and in due proportion to the steam.
The slide valve 45 is connected with an excentric 46 on the crank shaft v by
means of the rod 47, in the usual manner, and when once set remains
unchanged. The expansion pistons 48 and 49 (see detached sectional Fig. 6),
which work in the cylinder 37, are respectively held on the piston rod 50 by a
right and left hand screw thread, and by turning that piston rod by the handle
or crank 51, the two pistons will approach or recede from each other, and thus
admit less or more steam into the valve box. The piston rod 50 is connected
with the excentric 52 on the crank shaft by means of the connecting rod 53,
and works the expansion pistons to and fro. Suppose now the steam to have
been admitted into the expansion cylinder 37, and the pistons in such a position
as to admit it into the valve box, and from thence into the main or steam
cylinder, the engine will immediately commence working, and the expansion
piston pass over the steam way and cut off any further supply. The stroke
will then be completed by expansion, and the steam ways closed until the
cranks have passed their centres, when the other expansion piston will, in the
same manner as before mentioned, admit the necessary steam for the return.
stroke. The detail of these expansion pistons will be also particularly described
with reference to their application to stationary steam engines. The partition
X, X, in the condensor 1 prevents the steam or hot air from entering into the
air pump
without having past through the entire shower of the injection water,
which falls upon the plate X, X, from whence it runs to the lower part of the
condensor, is admitted through the valve 54 into the air pump, and, by the
return stroke, forced out through the valve 55 and the pipe 56 into the water
without. The piston 57 of the air pump is solid, and therefore separates the
condensing water from the air, which latter is admitted through the valve in

page_text: the box 58 into the air pump from above, and expelled through the valve 59
in the lid of the air pump. The feeding pump 24 is supplied from the con-
densor by the pipe 60; Fig. 4 shewn an elevation; and Fig. 5 a horizontal
view of my propellor, as connected with the vessel in a different manner to
that already described. A part of the side of the vessels is shewn in section
in Fig. 4, and the propeller is placed and connected with the vessel as to
dispense with the canal g, and with the friction arising from the same. For
this purpose, however, a bending in the side of the hull would be requisite, of
the length of from five to six feet at least ; but it is evident that the action
of the propeller would be unimpeded and direct on the water.....
Sheet 1, Fig. 7, is a section, and Fig. 8 a front view, of a steam engine appli-
cable for propelling vessels as well as to general purposes. a is the condensor,
and at the same time the bottom plate; into the recess 6 of this condensor the
pillar or pipe c is exactly fitted, and fixed to it by bolts. The pillar c is turned
cylindrical the whole of its length; and fits the bearings or pedestal plate d by
means of the flange e. The branch pipe is cast to the pillar c, and connected
in the usual manner with the pipe g, which may be cast to the plate d, or other-
wise, and which is further in connection with the steam pipe coming from the
boilers. The short cylinder h is connected in the usual manner with the pillar
c, and in it a piston i works, which is connected with the valve k by means of
the forked rod l, for the purpose of compensating 'for the pressure of the steami
on the valve k: The valve k'works in a cylindrical bush' m, which is tightly
fitted within the pillar c exactly at the place of the piston n, which latter may
be cast or otherwise fixed on the pillar c. The steam cylinder o is' connected
with the crank p on the crank shaft q by means of the connecting rods r and
the tronions s, cast or otherwise fixed to the cylinder o,' and works by its reci-
procating motion the crank shaft q, in the same manner as the piston rod of a
stationary cylinder would do. It is clear that when the steam is admitted
through the pipe g into the pillar c, it will exert equal pressure upon the piston i
above and the valve k. below, and that thereby any extra strain upon the
excentric will be avoided. The valve is now shewn in that position in which
it admits the steam into the upper part of the cylinder o through the passage t,
and allows that in the lower part to escape through the thoroughfare u into the
pillar c, below the partition in the valve, and from thence into the condensor.
As soon as the return stroke takes place, the valve k, as usual, changes its
position, admits the steam through the passage vinto the lower part of the
cylinder o, and allows the steam in the upper part of the cylinder to escape
through the passage * into the pillar c. To prevent the steam from escaping in
that place where the shaft q intersects'the pillar c; a cross cylinder w is formed

page_text: in two halves, one cast to the 'pillar c below, the other cast to the cylinder h
above, through which the shaft passes freely. Openings are left for the forked
ends of the rods 1. 'The stuffing boxes x, xx, are made in the usual manner, but
having sufficient surface to bear the angular pressure of the connecting or crank
rods. The air pump is worked by the levers y, the connecting rods z, &c.; and
I have only to observe that the piston, piston rods, &c. of the air p pump, with:
that of the hot water pump, must be made heavy enough to balance the
cylinder o, in case the air pump should be double-acting. If the air pump be
single-acting the upper part of its piston must be exposed to the pressure of
the atmosphere, and the weight of the cylinder o be thereby balanced. For the
purpose of preventing the side pressure on the cylindrical valve k; two steam
ways may be made for admitting the steam into the cylinder, and placed
opposite to one another; and two passages for admitting the steam into the
condensor can be placed at right angles. My double crank principle may be
also applied to this description of engine by connecting the piston n with
the crank opposite to those connected with the cylinder. In that case the
cylinder would move downwards whilst the piston. moved upwards, and vice
versâ, and the valve k must be made double-acting. Although I shew here
one mode only of applying this principle, I do not mean to confine myself to
this identical construction. The action of the air upon the cylinder can easily
be lessened by a wooden casing.
'
Firstly, with reference to Figures 1 to 6 inclusive, in Sheet 1 of the
Drawings, I claim the novel arrangement and application of the propelling
apparatus, and also the peculiar construction of the steam engines, with
their expansion apparatus, and the mode of regulating the same; and with
reference to Figures 7 and 8, I claim the combination and arrangement of
the principal working parts of the steam enginé, namely, the cylinder, piston,
steam pipe, and slide valve.
'
The second part of my improvements consists of a novel application and
arrangement of the steam engine and other apparatus to the ordinary paddle
wheels for propelling vessels, in order to work them with better effect than
has hitherto been done, so that one or both wheels may be worked at equal or
different speeds or power; and also that their dip or depth in the water may
readily be adjusted as circumstances may require. This part of my improve-
ment is exhibited in Sheet 2 of the Drawings, and also explained by the
following description, reference' being had to the letters and figures marked
on the Drawings. Sheet 2, Figure 1, is a transverse section, Figure 2 a longi-
tudinal section, and Figure 3 a plan or horizontal view, of that part of an iron
steam' boat which contains my improved steam engines with the p paddle wheels,

page_text: The construction of the paddle wheels is similar to those in common use, with
the exception of those parts which I am now going to describe. The shaft a is
a cast-iron tube, which is of one-piece with the radial arms b and c; the brass
stepps d, which are fixed into the cast-iron centre plates e, revolve upon the
spherical collars f on the shaft a, and are lubricated by means of a small tube
placed in a groove in the inside of the shaft a; the centre plates e are connected
by the iron bars or stays g, and the wrought-iron rims of the paddle wheels
by means of the cross stays h, for the purpose of preventing any twist or
tortion when at work. The cast-iron or brass internal spur wheel i, composed
of six or more segments, is fixed by means of wrought-iron armis in the usual
manner to that one of the centre plates e, which is nearest the vessel's side;
the wrought-iron angle-shaped carriers k, k, are placed in the projections 1,
which are cast to the segments of the wheel i, and to these carriers the paddle
boards or floats are fixed. The internal wheel i gears into the spur pinion m,
which is fixed to the crank shaft n of the engine, the latter revolving in the
brass bearings of a long pedestal o, which reaches from within the vessel to
the boss of the pinion n. The bearing p of the arm 6 embraces and works on
the turned end of the pedestal o, and the bearing or eye 9 of the arm c works
on the stud r, which is fixed into the cast-iron frames, the centre of the stud r
being in a direct line with the axis of the crank shaft n. A wrought-iron
shaft t passes through the hollow shaft a, and works at each
tubes or bushes u, which are fixed into the ends of the shaft a. To the ends
of the shaft t the pinions v are fixed, which gear into the radial racks w, cast
of one piece, with the frames on one side, and the frame x on the other. The
worm wheel y is cast in one piece with one of the pinions v, and is worked
by the screw or worm z by means of the ratchet wheel i and the lever 2 with
a reversing click. A strong stud 3 works in the bush 4 of the frame x, and
supports by means of its tubular end 5 and screw 2, which is held in gear
with the worm wheel y, by means of a wrought-iron bridle 6 and the tube 7
(best seen
in Figure 4). The frame a is firmly connected with the wooden
beams 8 and 9, and the frames with the outer beams 10 and 11. It is
evident that by turning the worm or screw z by means of the lever 2 and the
rachet wheel 1, the worm wheel y is caused to revolve, and with it the pinions
v, v, and that as the latter gear into the radial racks w, as already explained,
the shaft or tube a must rise or descend, according to the circle described
by the arms b and c, and that therefore the whole paddle wheel will
either be lowered or raised into or out of the water, as may be required, in
many situations, without deviating from the pitch line between the internal
wheel and pinion m. Figure 4 represents a detached side view, and
end in brass

page_text: Figure 5 a plan or horizontal view of part of a paddle wheel upon the same
principle, but rather differently constructed. a is a wrought-iron shaft, to
which the centre plates are fixed in the usual manner; the necks c of the
shaft a revolve in the bushes d, which are cast of one piece with the worm
wheels e, e, and the pinions f, f; the latter gear into the racks w, w, as
described. With reference to Figures 2 and 3, the screws or. worms gare
connected by means of bevil wheels and pinions and the shaft h, and revolve:
simultaneously. The radial arms i answer the same purpose as the radial
arms b and c, described with reference to Figure 2 and 3; and it is therefore
evident that when the shaft h is turned by means of the lever k, the pinions f
will cause the paddle wheel. to descend or rise accordingly. Figure 6 shews
another modification of the same. To the shaft a the pinions are forged,
which gear into the radial racks w, w, as described with reference to Figures
2. and 3. The worm wheel c is fixed to the end d of the shaft a, and, by
turning it in the manner described with reference to Figures 2 and 3, the
paddle wheel is raised and lowered by the pinions b, as before described. The
advantages of this improvement are evidently of considerable importance,
inasmuch as the engineer is thereby enabled at all times and in any weather
to find the most desirable portion of the paddle wheels, or even to raise them
entirely out of the water.
Before entering upon the details of the engines,. I think it necessary to
state that I prefer to work each paddle wheel with a separate pair of engines,
because thereby the engineer is enabled to work one wheel at full power, and
the other at a lesser, and in this manner to bring the vessel out of its previous
course much sooner than it could be done by the helm alone; or if it should
be required to turn. the vessel quickly round in the least possible space, he
may work one paddle forwards and the other backwards. In fact, in all
cases where a sudden change of the motion of the paddle wheels is desirable
this improvement will admit of it; and these changes can even be effected
from on deck without the interference of the engineer.
As the two engines which are connected with the crank shaft n are exactly
similar, I shall in their description use the same letters of reference to denote
the corresponding parts or pieces of each, except where the clearness of the
description does not admit of it. 12, 12, 12, 12, are four wooden beams laid
across the bottom of the vessel, and upon which the condensers 13 are fixed
by means of the brackets and bolts 14. The condensors are so constructed
as to serve as foundation plates or frames to the engines. The steam cylinders
15 are similar in construction to those previously described. The expansion
cylinders, valve boxes, &c., being likewise respectively of one piece with the

page_text: steam cylinders, and the connection of the cylinder with the condensor, is
clearly shewn in Figure 7 in section. The air pump 16 is placed between the
condensors, and fixed to them by means of the brackets 17 and 18 and bolts;
its construction is similar to that hereafter more particularly described with
reference to a stationary steam engine, differing only in the arrangement of
the valves 19 and the pipes 20, by which the water is admitted into the air
pump. The air valves-21 are connected with the condensor 13 by means of
stuffing boxes 22, for the purpose of compensating for the expansion or con-
traction that may take place at different temperatures. The partition 23 in
the condensor answers the purpose of separating the water from the air, that
the upper part of the air pump can never be charged with water, for which
reason a comparatively small valve is sufficient in the top lid of the air pump.
The piston rod 24 is connected with the crank 25 by means of the crank
rod 26, and with the strap 27 of the same crank rod; the connecting rod 28
is linked on one side, and the connecting rod 29. on the other, in such a
manner that the three connecting rods are working together on the same
crank 25. For the better illustration of this arrangement, see Figure 9: The
hot-water pump piston rod 30 (see Figure 1) is connected, with the crank 31
by means of the crank rod 32 and with the strap 33 of the same crank rod;
the connecting rod 34 is linked on one side and the connecting rod 35 on
the other. The connecting rod 34 works at its lower end on the pin 36, which
is fixed into the slide 37, the latter being connected with the tubular piston
rod 38, and working in the guides 39 and 40; the connecting rod 28 works at
its lower end on the pin 41, which is fixed into the slide 42, and connected
with the piston rod 43 of the steam cylinder 15, the slide 42 working also in
the same guides 39 and 40. The guidés 39 and 40 are connected by means
of the brackets 44 and 45, which are fixed to the condensor. As the position
of the cylinders 15 is such that the prolongation of their axis from an angle of
90°, and there being two pistons in each cylinder working in opposite directions,
in a similar manner to those described in my former Specification, it is evident
that with very little strain upon any part of the framing the machinery can
be stopped and started at any position of the cranks; and as the construction
of the air pump, hot-water pump, and feed pump is such that they admit of a
very great speed without inconvenience, it is evident that machinery of much
less bulk and weight can be adapted and worked to greater advantage than
the machinery now in use. The hot-water pump 46 (see Figure 2 and 3) is
of such a size as to take up the whole of the condensing water at each stroke;
and as the air pump, as already described, throws out all the condensing water,
mixed with a very small portion of air, at its down stroke into a small cistern
"..

page_text: 47, from which the hot water pump is fed, it is evident that the hot water pump
will be readily filled, its stroke being upwards. whilst that of the air pump. is
downwards. The hot-water pump is adopted simply for the purpose of releiving
the air pump from the pressure of the condensing water, which is to be
discharged into the water without the boat, and from the pressure of the
atniosphere in the down stroke, thereby preventing the noise which the rapid
motion of the air pump might otherwise occasion. The feeding pump 48
is of one piece with the hot-water pump, and its plunger is connected with
the slide 49 of the same (see Figure 1); it drains its supply from the cistern
47, and merely serves the purpose of feeding the boilers. The spouts 50 in
the condensor are connected with a valve box 51 (see Figure 1) and the pipe
52,- and take their supply in the usual manner from without the vessel;. the
inverted valve 53, however, is connected by means of a regulating rod 54
with the excentric 55, which is fixed upon the same shaft with the pinion 56
and double lever and rods 57. On the shaft 58 the toothed segment 59 is
placed, which is worked by the lever 60, and gears into the pinion 56. Sup-
pose, now, the engineer wanted to reverse the engines, he would only have to
press the lever 60' downwards, when the segment 59 would cause. the pinion-56
to perforin one-half of a revolution, and thereby the excentric rods 61 and
62 to change their positions and work the valves in the opposite direction, the
arrangement being similar to that of the hand-gear of a locomotive engine.
For the purpose of releiving the valves of the steain while the change of the
motion takes place, the wheel 63 on the shaft 64 is turned; and by means of
the bevil wheels 65 and 66 the expansion pistons approached, and the steam
cut off from the valve, the arrangement being the same as already described.
The steam can also be cut off entirely by means of the lever 67 and the
slide valve-68. Figure 8 exhibits an improved method of joining the plates of
iron steam boats..
Secondly, with reference to Sheet 2, I claim the application of my improved
steam engine, with its expansion and reversing apparatus for marinė purposes,
and the coupling of the engines to the crank shaft, as shewn in Figure 9; and
also the arrangements and machinery for raising and lowering the paddle
wheels.
The third part of my improvement consists of a novel arrangement and
construction of certain parts of the steam engine, and is more particularly
applicable to those kind of steam engines usually called "stationary engines."
These improvements are represented in Sheet 3 of the 'Drawings, and also
illustrated by the figures and letters marked thereon, in correspondence
with the following description of the machinery. Sheet 3, Figure 1 is

page_text: an clevation, Figure 2 a vertical section, and Figure 3 part of a ground
plan, of a thirty-horse stationary steam engine upon my improved con-
struction. a, a, is the bottom plate, to which the plate b is fixed by four
bolts c, c.
The valve box e and the expansion cylinder f, which are cast in
one piece, are fixed by bolts to the cylinder d, and form together a short oval
column (the section of which is shewn in Figure 4, and which is placed
upon the frame or pedestal b. The steam is admitted into the expansion
cylinder between the pistons g and h (see Figure 2), which are here repre-
sented as covering the steam ways g* and h*. These pistons are connected to
the rod by the left-hand screw thread k and the right-hand screw thread 7,
cut upon the said rod i, and are prevented from turning round by steel keys,
which work in the groove j in the cylinders f. The piston rod i passes through
the stuffing box m, and brass lid n, and through the bevil wheel o, with which it
is connected by means of a groove and feather, but so as to work easily up and
down in it, and the bush of the bevil wheel o works in a step of the bracket p.
The ball socket q, in which the ball-shaped end of the rod or bar r works, is
fixed in two halves to the piston rod i, the other end of the rod i being fixed
to the hoop s, which works on the excentric t on the crank shaft u. It is
therefore evident, as the crank shaft u revolves, a reciprocating motion is im-
parted to the pistons g and h by the rotation of the excentric t. Upon the crank
shaft u the bevil pinion vis fixed, which gears into the bevil wheel w, loose on
the governor shaft x, but which can be connected with the same by means of
the clutch box y and lever, in the usual manner. On the shaft a the bush
in worked upon and down by means of the bar 2, with which it is connected
by the key 3. The cone 4 upon the upper end of the said bush fits the inside
of the bevil wheel 5, and the cone 6 upon its lower end fits the inside of the
bevil wheel 7, both of which bevil wheels gear into the bevil pinion 10. The
governor balls 11 are represented in that position which they will assume when
the engine is at the proper speed, and therefore the cones 4 and 6 do not act
either the wheels 5 or 7. The moment, however, the speed of the engine
increases, the balls 11 consequently expanding, the bar 2 is depressed by the
lever 12, and brings the cone 6 into contact with the bevil wheel 7; thereby
the latter is caused to revolve; and by means of the pinions 8 and shaft 9, the
wheel 10 and the wheel o on the piston rod i approaches the pistons 9 and h,
through the action of the left-hand thread k and the right-hand thread
respectively upon each of them. The stoppers on the piston rod i prevent the
pistons g and h from moving beyond a given space. As the motion of the pis-
tons gand his determined by the excentric t, the lift of which is proportionable
to the greatest quantity of steam to be at any time admitted into the valve box,
upon

page_text: it is evident that as the said pistons approach, the time given to the steam
to pass through the steam ways 9* and h* is shortened, and therefore the
quantity of steam admitted at each stroke diminished accordingly. As soon,
however, as the speed of the engine is below the average, the balls 11 move
in the contrary direction, bringing, by the micans already stated, the cone 4 in
contact with the inside of the bevil wheel 5, and cause the rod i to revolve in
the opposite direction, and the pistons g and h to recede or to increase their
distance, whereby the time for the admission of the steam into the valve box
is lengthened, and therefore the quantity of steam increased. The valve box e
is not only in connection with the expansion cylinder f by the steam ways g*
and h*, but also through the openings 13 and 14, in order that the pressure
upon the pistons g and h may be removed for a certain time, and allow the
rod i to turn freely. The slide valve 15 is constructed similarly to that
explained in the Specification of a Patent granted to me, dated the Twenty-
fourth day of May, One thousand eight hundred and thirty-four. The steam
is admitted at the same time through the steam ways 16 and 17, and forces
the pistons 18 and 19 in the direction of their arrows; and the steam is
supposed to have escaped from between the pistons through the steam way
20 and the slide valve 15, the passage 21, and the eduction pipes 22 and
22x, into the condensor 23. As the action of the valve 15 is similar to that
of a common slide valve, I think it unnecessary to enter into any further
explanation. The slide valve rod 24 passes through the stuffing box 25,
and it is connected with the excentric 26 on the crank shaft u by means
of the hoop or ring 27, the screw pin 28, the ring 29, the lever 30, the
connecting rod 31, and the bush or socket 32. The ring 29 and the lever
30 are for the purpose of starting and reversing the motion of the engine,
and their construction is clearly shewn in the detached Fig. 5. It is
here to be observed, that the action of the piston rods in this engine being
downwards instead of upwards, oil cups 33*, 40x, 24, 1*, are fixed to the
sockets, cross heads, or rods; and as the piston rods descend the oil con-
tained in them is supplied to the piston rods by dippers connected to the
stuffing boxes, for the purpose of retaining as much oil as will suffice to
lubricate the piston rods at the return stroke. The piston rod 33 is tubular,
and fixed by means of a screw thread and key to the pisten 19, passing
through the stuffing box 34, and lii 35; and to the end of this rod the stuffing
box or bush 36 is forged with the stud 37 on it. On this stud 37 the crank
rod 38 works, which connects the rod 33 with the crank shaft u; and to the
end of this stud the slide 30 is fixed by a strong screw, for the purpose of
giving steadiness to the piston rod 33. The slide 39 works in grooves between

page_text: The lower end of
the usual manner,
48; these parallel
The crank rod 50,
the other crank of
the guide brackets 40, which are fixed to the box 41,' cast of one piece with
the top. plate 42, and connected with each other by a stay 43 at their lower
end. To the top. plate 42 is also fixed the cylinder d, with its appendages.
The piston rod 44 is fixed to the piston 18, as described with reference to the
piston rod 33 and piston 19; it passes through the hollow piston rod 33 freely,
and its passage is made steam-tight by its stuffing box 36:
the rod 40 is fixed into the cross head 45 and stud 46 in
and to the latter the slide 47, which works in the guides
guides are fixed to the brackets 49, cast to the frame b.
which works on the stud 46, connects the piston 18 with
the crank shaft u. The piston rod 51 is fixed into the cross head at 52, and
is guided by the bush 53 at one end, and by the piston 54 of the air pump 55
at the other, and the bush 53 is fixed to the bracket 56 cast to the frame b.
The air pump 55 is double acting, and connected with the condensor 23 by
the passages or thoroughfares 57 and 58, which meet in the valve box 59,
in which the valve 60 is placed. The passage 58 terminates in the condensor
behind the plate 61, which serves the purpose of presenting an additional
cooling surface to the steam issuing from the pipes 22 and 22*, and also for
preventing an immediate rush of a portion of the hot water into the upper
part of the air pump, the air being compelled to pass over the plate 61, as the
lower part of the plate 61 is supposed to dip a little into the small portion of
water which is likely to accumulate at the bottom of the condensor. It is
easily understood that the water, which never rises to the height of the passage
58 in the condensor, will only find its way into the lower part of the air pump,
and that the air only will be admitted into its upper part; but as the water
will only fill the air pump to a certain extent, it is evident that a quantity of
air will pass the valve 62 in the valve box 63, and would, during the return
stroke, by which the water and a portion of the air is expelled at the valve 64,
lodge itself at the thoroughfare and valve 63, and vitiate the vacuum in the
next following stroke to a certain extent, were it not for the small pipe 65,
which allows the accumulated air in the valve box 63 to escape through the
valve 60 into the upper part of the air pump. The exact construction and
spherical shape of the valve 64 is better shewn apart in Fig. 7. The pipes 22
and 22 are connected with the condensor through stuffing boxes, to prevent
the expansion and; contraction of the same from breaking the joints. The box
66 contains the injection slide, and is connected with the water in the cistern
67 by the pipes 68 and 69. The condensor is unusually large, and the water
is thrown into the same through the four flattened spouts 70, as seen in dotted
lines, Fig. 1, and in section at Fig. 2. As the construction of this engine, and
'

page_text: particularly of the air pump, admits of a very rápid motion, say about 90
strokes per minute in a thirty-horse power engine, it is evident that much
heavy gearing can be dispensed with. Notwithstanding the rapid motion,
however, no heavy foundation is required, as, by the application of my double
pistons, the action upon the foundation is perfectly neutralized....
Thirdly, with reference to Sheet 3, I claim the general arrangement of the
engine, and particularly the construction of the air pump and 'its peculiar con-
nection with the condensor, and also the application of the expansion appa-
ratus to the steam cylinder, with the mode of regulating- the same by the
governor.
...
The fourth part of my improvements; which is more' particularly, applicable
to locomotive steam engines to be employed on railways, is shewn in Sheet: 4;
Figure 1 being a side elevation of a locomotive engine representing my
improvements attached; Fig. 2, a plan or horizontal view of the principal' part
of the same, the boiler being removed; and the remaining Figures are detached
representations of several parts of the engine, drawn upon a larger scale for
the purpose of more clearly illustrating my improvements:
The principal features of improvements in the locomotive engine consists in
the general arrangement and construction of its essential working parts.
Firstly, the side framing of the engine.This I construct of an upper and.
lower plate of wrought iron a, a, a, a, forged or constructed of the form shewn
in Figure 1, this being the form I consider best calculated for the purpose.
Between tliese iron framings or plates I place several plates or laths of timber
b, b; b, b, of the whole length of the framing, of alder, oak, or any other suitable
sort, the whole being bolted together, the bolts fitting tightly, and "thereby
preventing any spring or expansion, thus forming the whole as an arch or
bridge. It will be seen that the upper plate a, a, supports the boiler as usual,
and that the lower plate a, a, is so formed as to carry the axle bearings or
steps, and is suitably connected by tye bars to the end and cross framings!
Secondly, the steam cylinders.--I have applied the improved arrangement of
double pistons and connecting rods in this case, as formerly described in the
Specification of my Patent, dated Twenty-fourth May, One thousand eight
hundred and thirty-four, which will also be further illustrated by reference to
the detached Figures 3 and 4 in the present Sheet of Drawings. It will be
seen in these Figures; and also in Figures 1 and 2, that'c, c, represent the steam
cylinders; d, d, the double piston; e, 'e; the piston rods, e* being tubular
and e running through it, as before described; f, f, are the double connecting
rods, which impart motion to the driving, wheels by means of the crank axle
g, g: As usual; I have applied to this part of the engines guides or parallel

page_text: slides h, h, which will also be found to effect a considerable improvement in
the working of the engine, and to which the water pump h*, h*, is attached,
being cast together, and the plunger of the cold-water pump is very con-
veniently. worked by the slide of the connecting rod by means of the piece j.
My improved expansion steam cylinders i, i, with their pistons h, k, are also
to be emplyed in order to enable the locomotive engine to be worked expan-
sively but as this application has been herein-before fully explained with
respect to marine and stationary engines, I do not consider it necessary to
enter into further details than to mention that the pistons k, k, are provided
with steam ways k*, k*, instead of being solid, as before described, and are
caused to approach and recede from each other, as required, by the engineer
moving the lever handle (see Figure 1) on the bar m, having its fulcrum
at n, and, by being connected to the bar o, o, which has a small rack p upon
its other extremity, will, by gearing into the pinion q (see Figure 3), work the
mitre wheels r, r, on the shafts s, and thus, by means of the mitre wheels t, t,
connected by a groove and feather to the piston rods u, u, of the expansion
pistons, cause the rods to be turned, and the screwed threads upon them to
expand or contract the space between the pistons k, k. It will be seen, by
reference to the transverse sectional (Figure 5), that the steam cylinder c,
expansion cylinder i, i, and valve box x, are all cast in one piece.
A further improvement in locomotive engines is effected by forming the
upper part of the brasses, steps, or bearings of the axles spherical, or as shewn
at v, in Figure 6, which will give a yielding or swivel motion at right angles
to the length of the engine, and thus prevent much strain upon the engine,
occasioned by the ordinary rocking thereof. A similar improvement I also
apply to the steps or bearings of the small ends of my connecting or crank
rods; that end is, by means of a cutter made for the purpose, furnished with
a cylindrical recess, as shewn in section at w. The step is likewise turned
cylindrical to the same diameter, and so flattened on two opposite sides as to
admit of being introduced sideways into the open part of the crank-rod end.
It is then so introduced and turned round in the cylindrical recess until its
flat surface is parallel to the flat surface of the correcting rod end, and after-
wards secured by the keys.
My next feature of improvement in locomotive engines consists in a very
simple arrangement of levers, for the purpose of shifting the slide valves or
"reversing the engine," and is worked by excentrics placed upon the crank
shaft as usual. This apparatus is seen in the detached views, Fig. 7 and Eight;
1, 1, are the excentrics, their rods 2, 2, being provided with forked ends 3, 3,
as usual. The vibrating bar or lever 4 is attached to the valve rod 5 at top,

page_text: and has a bush 6 at bottom, working loose on the shaft 7; to this lever 4 the
studs or pins 8 and 9 are attached, which are worked by the excentric rods
2,2, alternately, as required, in order to shift the valves, each being lifted in
and out of gear by the peculiar arrangement of the bars 10 and 11, and levers
12 and 12*, the bosses of the latter being fastened upon the shaft 7, and
actuated by the engineer working the lever and handle 13, in the usual manner.
(see Figure 1). Figure 9, Sheet 4, shews a section of my improved wheels
for locomotive engines; and also, in section and plan views; an improved form
of rails which I would propose for these. wheels to work upon. a, the tyre of
the wheels, about eight or ten inches broad, and less in thickness in proportion;
the rim of the wheels might also be thinner than usual, because of their greater
breadth. b, a thin flat rail, resting longitudinally upon the longitudinal wooden
sleeper c, which is cut cylindrical from the centro x, and merely bedded in the
ground, the object of this shape being to cause the rail to accommodate itself
to the pressure of the wheels, and thus cause the rail and tyre to be always in
contact over their whole breadth. The rails 6 would bed upon a soft material,
made of coarse hemp or tow saturated with tar, and would be jointed as
shewn at d. I consider these wheels much less liable to wear and tear, the
rails much less rigid, less liable to be worn or broken, and much more durable
than the common rails.
Fourthly, with reference to Sheet 4 of the Drawings, I claim the peculiar
construction of the framing of locomotive engines; the novel connection of
the double pistons with the crank shaft (seen at Figure 3), particularly the
construction of the connecting rod with its brasses or bearings w, and also
the peculiar connection of the feeding pump with the parallel motion; the
application of the expansion apparatus to the steam cylinders, and the peculiar
construction of the same with its valve box and expansion cylinder; also the
spherical construction of the axle bearings, see v, Figure 6; the novel and
particular arrangement and construction of the hand gear for reversing the
engine, see Figures 7 and 8; and, lastly, the application of broad tyres or
wheels to locomotive steam engines when used in combination with the
improved form of rails and longitudinal sleeper, as exhibited in Figure 9,
in order that when thus employed conjointly the above-mentioned improve-
ments may be accomplished.
In witness whereof, I, the said John George Bodmer, have hereunto set
my hand and seal, this Seventh day of December, in the year of our
Lord One thousand eight hundred and forty-one.
JOHN GEORGE (L.S.) BODMER.

page_text: AND BE IT REMEMBERED, that on the same Seventh day of December,
in the year above mentioned, the aforesaid John George Bodmer came before
our Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained, in form above written.
And also the Specification aforesaid was stamped according to the tenor of the
Statute in that case made and provided.” . ;.
LONDON:
Printed by GEORGE EDWARD EYRE and WILLIAM SPOTTISWOODE,
Printers to the Queen's most Excellent Majesty. 1855.
e