CERTAIN IMPROVEMENTS IN LOCOMOTIVE ENGINES, AND, IN CARRIAGES, CHAIRS, AND WHEELS FOR USE UPON RAILWAYS, AND CERTAIN MACHINERY FOR USE IN THE CONSTRUCTION OF PARTS OF SUCH INVENTIONS
Year: 1840

page_text: BEATTIE'S SPECIFICATION.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOSEPH
BEATTIE, of No. 12, Portland Place, Wandsworth Road, Lambeth, in the
County of Surrey, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent under the Great Seal of the United Kingdom of Great Britain'
and Ireland, bearing date at Westminster, the Sixteenth day of December,
in the fourth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Joseph Beattie, Her especial 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 during the term of years therein expressed, should and lawfully might
make, use, exercise, and vend, within England, Wales, and the Town of
Berwick-upon-Tweed, and also within all Her Majesty's Colonies and Plan-
tations abroad, my Invention of "CERTAIN IMPROVEMENTS IN LOCOMOTIVE
ENGINES, AND, IN CARRIAGES, CHAIRS, AND WHEELS FOR USE UPON RAILWAYS,
AND CERTAIN MACHINERY FOR USE IN THE CONSTRUCTION OF PARTS OF SUCH
INVENTIONS;" in which said Letters Patent there is contained a proviso
obliging me, the said Joseph Beattie, by an instrument in writing under my.
hand and seal, particularly to describe and ascertain the nature of my said.
Invention, and in what manner the same is to be performed, and to cause
the same to be enrolled in Her Majesty's High Court of Chancery within six
calendar months next and immediately after the date of the said 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
Joseph Beattie, do hereby declare that the nature of my said Inventions, and
the manner in which the same are to be performed, are described and ascer-
tained by the Drawings hereunto annexed, and the words and figures following,
that is to say :-
My improvement in locomotive engines consists in an arrangement of
apparatus, by which means I propose to throw any weight that may be required
on to the driving wheels, so as to increase the adhesion on the rails and pre-
vent slipping, which is the case with the present engines when the load to be
drawn exceeds the adhesion.
Figure 1 is a side elevation of a locomotive engine, showing the improve-
ments, and described as follows:-A is a handle connected with the shaft
C at B, upon the conical friction principle; by turning A round motion is given
to the shaft C, on which is keyed the wheel D, which drives the wheel E,
which drives the wheel F, by which the shaft G is put in motion, consequently
the right screw H and left screw I, each of which works into a worm or screw
wheel keyed on the vertical shafts L and M, the ends of which are cut
right and left screws, which work into the shackles N, O, P, Q. The shackles
N and P being respectively attached to the side. framing of the engine, .and
the shackles O and Q respectively to the ends of the spring, thereby causing
the shackles to approach to or recede from each other according to the
direction in which the handle A is turned, it is evident if the shackles
N and O are made to approach each other, and the shackles P and Q are.
also made to approach, the weight of the side framing of the engine, and
consequently the weight of the engine itself, will be raised proportionally on to
the spring, thereby pressing down the prop R, which is situated between the
spring and the top step in the axle box of the driving wheel, by which means the
weight is communicated to that wheel, and consequently its adhesion on the rail
increased. In order to prevent the engine driver throwing too much weight on
to the driving wheels, there are pairs of lock nuts respectively placed on the
ends of the shafts L and M, which can be set to allow the shackles N, O, and
P, Q, to have any desired range on the screwed shafts L and M; one pair only
of such lock nuts is shewn on each shaft in the Drawings on the lower end of
each shaft, and in the enlarged.view. of M in Figure 3, the lock nuts are
shewn in contact. When the shackles approach so that the lower lock nuts
come close in contact with the top of the side framing of the engine, and the
upper lock nuts in like contact with the lower side of the spring, the screwed
shafts L and M will be prevented from revolving; this will overcome the
friction at B of the handle A on the shaft C, and the handle will turn round
5

page_text: by this means the engine driver will be prevented throwing more weight on
the driving wheels than the range allowed by the lock nuts will permit. I
propose to act on both driving wheels at once, and for that purpose the
apparatus must be repeated on the opposite side of the engine, with or
without the handle A and shaft C³, as it may be desired to give the engine
driver the opportunity of originating the motion on both sides or only on one
side of the engine.
Figure 2 is an end view or elevation, shewing the gearing for communi-
cating the motion from the side of the engine where it is originated to the
opposite side of the engine, so that the weight is thrown on both sides
of the engine at the same time by turning the handle A; the handle A'
and shaft C are shewn. The letters of reference are the same in all the parts.
Figure 3 shews an enlarged view of the shackles P and Q, and screw shaft
M and worm wheel, into which the worm or scrow I on the shaft G works;
and a section through the engine franic.
Figure 4 shews a side view of Figure 3, with the end of the spring.
My improvement consists in giving the engine driver the means of increasing
and lessening the adhesion of the driving wheels on the rails whilst the engine
is in motion, by effecting an adjustment of the weight of the engine, and
throwing a larger or smaller proportion of it on the driving wheels. I there-
fore make no claim. for inventing any seperate part of the apparatus herein-
before described, but I claim as my Invention the combination of such
apparatus, and its application to the purposes proposed.
My first improvement in railway carriages consists in a new description of
buffing apparatus, by which the carriage is relieved from the great weight of
the present ordinary buffing springs, as well as rendered more efficient, and
greater security is afforded from breakage of the carriage by violent con-
cussion.
Figure 5 shews a side elevation of a railway carriage, with my improvement
in the buffing apparatus. A is the buffer rod working as usual through the
buffer block and end framing of the carriage and through the prop B; the
buffer A terminates and is keyed into a flanged socket C, which socket has a
piece of soft fibrous wood D fitted into it, with the fibre of the wood at right
angles to the axis of the buffer rod A. The socket C is grooved on the top
and bottom to work along the guides E and F, which are attached to the
framing. G, H, I, and J, arc pieces of wood grooved similar to the socket C,
to run along the guides E and F, and having the fibre in the same direction as
specified of the wood in the socket C. Between the pieces of wood G, H, I, J,
&c. are short. eliptic or segment springs, as shewn at K, L, in the enlarged.

page_text: view, Figure 6, being cut out at the ends, and short enough to allow them to
play along the guides as before stated, when pressed more nearly or quite
straight. These springs are kept in their place by an iron pin passing through
each pair, (as shewn by the dotted lines in the enlarged view, Figure 6,) and
entering into the wood pieces immediately behind them, having the hole deep
enough in the wood to allow the spring being struck home. I prefer poplar
as the wood to be used for the wood pieces.
Figure 6 is an enlarged side view, shewing some pieces of the wood and
springs. Figure 7 is a section of the same, shewing a section through the car-
riage framing. I propose by this mode of buffing apparatus to have a greater
elasticity or length of buffer stroke than in those now in use, and when the springs
are struck home by concussion, and the buffer end stands as represented by
the dotted lines at Z, it has then a space of from three to six inches (or more)
to pass through, acting on the compressibility of the wood pieces G, H, I, J, &c.,
which are between the springs, before the buffer can hit the buffer block or
carriage frame; by this means the carriage and passengers are saved from
damage in case of violent concussion. I do not claim to have invented the
application of cliptic or segment springs to buffer apparatus, but I claim the
application of wood to such purposes in the manner above described, and the
combination therewith of the eliptic or segment springs.
My next improvement in railway carriages consists in a break to retard or
stop a train of carriages by acting on the wheels of one or two carriages
simultaneously, and at the same time on cach wheel separately. And I propose
by the action of the break to give a whistle or signal to the engine driver
when necessary to do so. The arrangement is such that the break and
whistle may be worked separately or together. The break is shown on
the carriage wheels, Figure 5. By turning the handle A on the end
of the carriage, where the guard sits, it causes the breaks to embrace the
wheels, and by turning the handle in the contrary direction, to recede from them,
and in either case to work the whistle, as shown on the roof of the coach
behind the guard's scat. See the enlarged Drawing, Figure 8. A is a handle,
keyed on to the same shaft with the pinion B, which drives the wheel C, which
drives both the bevel wheels D and E, causing the shaft F to revolve, on
which are keyed the right and left worms G, H, I, J; those worms work into
the worm wheel segments K, L, M, N; those segments are keyed on to the
transverse horizontal shafts or axles, the ends of which are represented at
O, P, Q, R. The segments K. and lever S are keyed on the same shaft or
axle, and the segment L and the lever T on another axle, and the other two
segments and levers in like manner. There is another lever keyed on the same

page_text: axle with the lever S, and standing in the same plane with S, for the purpose
of acting on the opposite wheel, which is also the case on all the other axles
for the same purpose. The lever has two arms, W and X, working in joints;
into those arms a spring plate 1 is jointed, as shown by the Drawing; on the
front of this spring plate is a platted rope secured to the arms W, X, for the
purpose of acting on the periphery of the wheels, by this means the noise and
vibration which are attendant on the application of wooden breaks to the
wheels are obviated or materially diminished; also by this arrangement
the breaks will adapt themselves to the face of the wheel in any position of
the carriage (bearing) springs. The red dotted lines in Figure 11 represent
the break when not applied to the wheel.
Figure 9 is an enlarged Drawing of the whistle in connection with the
break, and Figure 10 is a plan. When the guard wishes to give a signal to the
engine driver by means of the whistle, as before stated, by turning round the
handle A and placing his foot on the tread of the lever B, he will throw
the bevel wheel C, sliding on the shaft D, into gear with the wheel E, which
will put the crank shaft F into motion, which will cause the piston to move
to move to and fro in the cylinder G. When the piston moves towards the end
of the cylinder at Z it will compress the air in its progress, and force it through
the valve opening ontwards from the cylinder and inwards to the receiver H,
at the same time the valve opening into the cylinder above the piston will fill
that part of the cylinder above the piston immediately with air, and on the return
of the piston towards Y this air is also compressed and forced in through the
other valve leading into the receiver H. The operation is performed in succes-
sion, and will keep a constant supply of air in the receiver, the density of which
may be regulated by a spring balance acting on a valve or cock in the
pipe J, before the air escapes through it to the atmosphere. This pipe J may
be made to any form to produce any variety of sound. I propose to have a cock
or valve in the pipe J, with apparatus attached to it, so that the guard may
alter the sound, and thereby indicate particular signals; or such variety may
be produced by introducing additional pipes into the apparatus, so as to change
or combine the sounds at pleasure.
Figure 11 is a view of the break lever S, when pressed on the wheel, in the
act of retarding the train. I claim as my Invention the moveable arms X
and W of the break, and the flat spring in conjunction with them, and also
the application of the platted rope to the purposes of breaking; and I claim
the combination of the whistle with the break in the manner herein-before
described.
My third improvement in railway carriages is a coupling chain, by which

page_text: I propose that two carriages should be united, and the necessity for the present
traction springs in such carriages superseded.
Figure 12 is a drawing of my elastic coupling chain, as a connection of
railway carriages or waggons. A, A, are shackles, through the ends of which
the tension rods B, B, work; those tension rods are jointed together at the
centre, so as to allow the coupling to depress or deviate from a right line when
the carriages approach each other in case of concussion.. On the extremities
of the tension rods B, B, are made fast the cross heads C, C, with provision
in them to run along the insides of the shackles. The space between these
cross heads and the ends of the shackles A, A, through which the: tension
rods B, B, work, is filled up with double spiral springs, either in one length
or two, as shewn on one end of the coupling, or with eliptic or segment springs
and pieces of wood D, D, or other fibrous matter (upon the principle of my
improved buffing apparatus), and shewn on the other end of the coupling. It
is evident, from the construction of this coupling chain, it will give out its
elasticity when acted on or pulled in the direction of its length. I claim this
coupling chain as my Invention, whether constructed altogether on the principle
of my buffing apparatus or with spiral springs, or partly on one principle and
partly on the other, as shewn in Figure 12. I use, by preference, the con-
struction wholly on the principle of the buffing apparatus.
My improvement in railway chairs will be seen in Figures 13, 14, 15,
and 15 a. Figures 13 and 14 are sections through railway chairs, in which
the rails are seated and made fast. In the bottom of the iron part of the chair
there is a space left out in the casting, into which is placed a piece of com-
pressed oak or other wood, with the fibre parallel to the plane of the base of
the chair upon which the rail is seated; there is also a space cast out of the
inside cheek of the iron part of the chair, in which is also placed a piece of
oak or other wood as before, then the key is driven in. By this method of
laying and fixing the rail in the chair, the rail as seated in the chair is rendered
in some degree elastic, and deprived of the rigidity which the present mode of
seating the rail in the chair produces, consequent on the rail lying on the
iron part of the chair, metal on metal. This occasions violent concussions;
for, as the wheels of the engine traverse the rails between chair and
chair, the rails deflect or yield between each pair of chairs, which deflection
or yielding ceases the instant the wheels come in contact with that part
of the rail immediately over the chairs, which chairs in the present
arrangement act as rigid props. But by this method of forming the chair
partly of wood, the rigidity will be destroyed, and some degree of elasticity
attained. This is more material when taken with reference to the junction of

page_text: two rails. By the present description of chair, the sleeper on which the chair
is seated is liable to become canted, and thus the extremities of the wearing
surface of one rail are caused to stand above the other. In this state, when
the wheels of the engine or carriages are traversing the line of railway, and
come in contact with the extremities of the rails so situated, the wheels receive
a violent concussion (from the rigidity of the chair), which is communicated to
the carriage and passengers. Now, should the rails at their junction assume the
above position in a chair made according to my method, and the engine or car-
riage wheel come in contact with it, the concussion would be greatly diminished.
Figure 15 is an enlarged Drawing of a chair, as above described. A is the
iron part of the chair, having a space or recess in the bottom, which is filled up
with the piece of wood B (having the fibre parallel with the bottom plane of
the chair), on which the rail is seated; D is a piece of wood placed in the
inside cheek of the iron chair frame; the side of the rail C is pressed tightly
home against it by driving in firmly the wood key E. The particular advantage
of the piece of wood D is, that it accommodates itself to the position of the
rail, thereby securing the advantage of having the top or wearing surface of the
rail set to the proper position for the cone of the wheels, which is not now
generally the case, the position of the rail or top surface being now governed
by the accuracy or inaccuracy of the chair in the opereation of the moulding and
casting, the chair being now wholly of iron. For instance, the bottom web or
flange of the rail-may come in contact with the chair and not touch the top part
of the chair; the consequence is that when the key is driven in on the opposite
side the rail becomes canted, and not having all the bottom surface bearing on
the chair, but only a part, the top or wearing surface of the rail is made to
deviate from the proper inclination to suit the cone of the wheel. In some
cases the chair is imperfect in the opposite particular, that is, the top part of
the chair comes in contact with the rail before it touches the side of the bottom
web. This produces an opposite inclination in the rail, causing the wheel to
run too much towards the inner edge of one rail and too much towards the
outer edge of another, thereby tending to wear the wheel into grooves, as well
as to injure the rail itself. I prefer oak as the wood for use in the formation
of my improved chair. The principle of my improvement in railway chairs
consists in so constructing the iron part of the chair, and so arranging the
wooden portion of it, that the rail is seated altogether in wood, whereby the rail
is completely insulated from the iron of the chair.
My first improvement in wheels for use upon railways consists in a new
mode of constructing them, so that the wheel is uniformly elastic on being
pressed on any part of the periphery; and my second improvement in wheels

page_text: for use upon railways is in the formation, as herein-after mentioned, of the
outer tire seperate and distinct from the inner tire, and the construction of the
flange and inner tire in one piece.
Figure 16 is a side view of a railway carriage wheel. A, A, A, is a centre
or nave of cast iron, having mortices on the periphery radiating to the centre,
into which mortices pieces of best English oak D, D, D, or other suitable
wood, are properly fitted and pressed, the fibre in the centre of each piece of
wood being a portion of a radius of the wheel. The extremities of D, D, D,
as shewn in the section, Figure 17, approach the centre, and the shoulders
terminate and bear on B and C, C, pieces of wood, the fibre of which is at
right angles to the plane of the wheel. E, E, are dovetailed pieces of wood
tightly driven in with the fibre in the same direction as B and C, C, thereby
securing the extremities of the two pieces D, D, the other remaining pieces
D, D, being secured in the same manner. By these means the pieces D, D, D,
all around the wheel are kept firmly in their places; the wheel is then turned
up in the lathe fit to receive the inner tire F, as shewn in the section, Figure
20, which tire is shrunk on, and has such a flange on the inside of it as the
expansion will admit to pass over the diameter of the wheel; this flange is
larger on the outside. The tire is manufactured with a flange to guide the
wheel on the rail, as shewn in the section, Figure 20. The outside face of
the inner tire is afterwards turned up conical with the greatest diameter to the
outside of the wheel, or the slant side of the cone approaching to the flange of
the inner tire, so that when the outside or wearing tire G (which is of shear
steel, about one inch thick) is shrunk on (it being previously prepared in
stretching, or bored conical to suit the cone of the inner tire), and passed over
from the outside face of the wheel and fitted up close to the flange (thereby
preventing the possibility of its returning), there is no necessity for rivets, by
the absence of which the tire is preserved of a uniform strength throughout.
Afterwards the tire and flange are turned up in the lathe. When the tire
G is worn out it is to be replaced by another, the inner tire F always remaining
on the wheel.
Figure 17 is a section through the centre of the wheel at right angles to the
axle; the letters refer to the same parts. This section shews how the wood is
placed; it will be seen there are springs of a zigzag form placed in the pieces
B, C, where the pieces D, D, terminate, both at their extremities and shoulders,
and also in the joints between D, D, but those springs are pressed straight in
making the wheel, the object of those springs being to make the wheel more
elastic and to compensate for expansion. Figures 18 and 19 represent those
springs.

page_text: Figure 20 is a section through the wheel and axle, shewing the centre or
nave and wood, and the inner tire F, with the flange and the outer tire G.
This section also represents the mode of allowing the wheel to move along the
axle in case of the flange receiving a concussion from coming in contact with
the rail, in which case the springs or any other elastic medium, as represented
in the centre of the wheel, will be compressed, and after the concussion it will
tend to recover itself to its former position on the axle.
Figure 21 is a plan of an axle box shewn on the journal of an axle, and shows
also the two legs of an axle guard, between which and the axle box there is
elastic matter C, C, combined of wood and springs, upon the same principle as
my improved buffing apparatus or coupling chain, and is seen in seperate parts
thereof in the enlarged views, Figures Y and Z, the same as in the centre of
the wheel, Figure 20. This elasticity is acted upon when the wheel receives a
concussion from the end of one rail standing above another at their junction,
in which case the concussion will be greatly diminished, as also the noise
attendant upon it. A, A, is the cast iron axle box; B, B, the legs of the axle
guard; C, C, the elastic matter composed of wood and springs, which is fitted
and secured to the axle box A; D is the journal on which the brass E, E, is
seated and fitted into the axle box.
Figure 22 is a side view of Figure 21, shewing the leg B of the axle guard
in the groove of the axle box.
The object I have had in view in my first improvement in railway car-
riage wheels is, to obtain some degree of elasticity in every portion of the
wheel, from the periphery to the axle, and to distribute this elasticity as
uniformly as possible through the whole wheel. I have also endeavoured to
enable the several portions into which my wheel is divided to adapt themselves,
without injury to the changes produced by concussion, expansion, and contrac-
tion, so as to ensure as near as may be uniform strength under the foregoing
circumstances of variation. I do not claim the use of wood in the construction
of railway carriage wheels as my Invention, and I am aware that certain
limited portions of the wheel have been rendered elastic by the use of wood,
but.I claim the combinations which I have above described.
With regard to my second improvement in railway carriage wheels, I do not
claim the use of steel to form the outer surface of the tire, but I do claim its
use as well as the use of iron in the manner of a separate and distinct tire,
attached and removeable, in the manner herein-before described; and also I
claim as part of my improvement the construction of the flange and the inner
tire in one piece. By preference I use the outer tire of steel.
With regard to my improvement in axle boxes, I claim the application of

page_text: the principle of elasticity thereto, and also the production of such elasticity by
the means herein-before described.
Machine for Construction of Wheels.-Lastly, my machinery to be used in the
construction of certain parts of my before specified Inventions consists, first, of a
machine for compressing the wood pieces D, D, D, (Figure 16) of my improved
wheels, and of pressing them into the nave A, A, A, Figure 16, of the wheel;
Figure 24 is a plan of such machine to be used for such purposes of pressure.
A, A, A, A, Figure 24, is a strong cast iron circular plate, having a strong
rim cast or bolted on its upper surface, into which are fitted eight or more
cylinders, B, C, D, &c., and radiating to the centre; into these cylinders are
fitted solid pistons, working through glands or stuffing boxes, having a leather
collar to make them water-tight. These pistons are acted on by water being
pressed into them by a force pump I (a section is shewn at Figure 23)
through the pipe J, J, which goes around the underside of the plate A, A,
from which pipe J, J, there is a branch pipe K, leading into each cylinder.
On the branch pipe P, from the force pump leading to the circular pipe J, J,
which supplies all the cylinders, is placed a safety valve and spring balance,
which is common to all; it regulates the pressure on all the pistons at the
same time, thereby pressing the wheel equally towards the centre in all parts
of the periphery. After the wheel is pressed to the required weight of
pressure necessary to stand the greatest concussion which it may be subject
to, the pieces D, D, are kept in their places by driving in the dove-tailed
pieces E, E, which are shown in the plan and section of the wheel, Figures
16 and 17. The cock is then turned off, and the water returns from the
cylinders through the circular and branch pipes into the cistern L, when the
spiral springs which are coiled round the pistons, as shewn per section, Figure
25, recover themselves to their former positions, and force or draw back the
pistons. The wheel is then removed to the lathe, and turned up to receive
the inner tire.
Figure 25 is a section of Figure 24; the letters in both refer to the same
parts. A, A, is a section of the plate D; and E, sections of two cylinders;
H, H, two pistons, showing the spiral springs coiled round the pistons to bring
them back; J, J, cross sections of the circular pipe running round the under
side of the plate A, A, A; K, K, are the branch pipes leading from the circular
pipe to each cylinder; I, the force pump, which may be worked either with
manual or steam power; L, the cistern; M, M, are cast-iron blocks jointed
to the end of the pistons for the purpose of. pressing against the ends of the
wood pieces D, D.
.
Figure 26 is a section of a wheel in the act of being pressed. In this

page_text: mprovement I do not claim as my Invention the hydrostatic pump which I
have described, but I claim the combination of pumps and apparatus by
which I obtain a simultaneous and equal pressure towards a common centre
on the various portions of the periphery of that part of the carriage wheel
which is subjected to the action of the eight pumps which I employ. It is
evident that the particular number of the pumps is not essential. By
preference I use eight...
Lathe. My other improvement in machinery for use in the construction
of parts of my specified Inventions consists of a lathe to be used in the con-
struction of my improved railway wheels, by which two wheels may be bored
and turned at the same time, driven from or by the same mean cone pully.
Figure 27 is a side elevation, and Figure 28 is a ground plan of the bed
plate; the letters in each refer to the same parts. A, A, A, bed plate; B, B, B, B,
are plane surfaces for two slide rests C, C, to work on. The operation of
boring and turning a pair of wheels is performed by setting the wheels
against the face plates D and E; the mean cone pully F being disengaged
from the mean spindle G is put in motion, which causes the pinion H to
revolve with it, driving the wheel I which sets the driving shaft J in motion.
The face plates D and E are driven by the pinions K and L. sliding on the
driving shaft J, and thrown into gear by the bell cranks M and N. The shaft
O is put in motion by the strap P, as shewn by the dotted lines working from
the cone pully Q on the end of the driving shaft J to the cone pully R on the
end of the shaft O, which shaft O drives or works the boring and turning tools
together or seperate; viz. the straps, as shewn by dotted lines from the cone
pullies S and T on the shaft O, drive the pullies U and V, which causes the
tools to traverse along the slide rests C, C; the strap ✗, as shewn by the
dotted lines working from the pully Y to the centre fast pully 1, causing the
shaft Z, with the right and left hand screws, to revolve; these screws work into
the hollow boring bars 2 and 3, having their ends working through brass
bushes in the main spindles G and 4. These boring bars are prepared to
receive the boring bits. The operation of boring being performed, the straps X
and 5 are formed at the same time by a double fork lever, the strap X from the
fast pully 1 to the loose one 6, the cross strap 5 working on the pully 8 on
the driving shaft J to the fast pully 1 on the shaft Z, which causes this shaft
to revolve in an opposite direction, thereby work back the boring bars 2 and 3.
The lathe being driven and turning at the same time, the boring bars are
worked back quicker in the ratio that the pully 8 exceeds the pully Y in
diameter. In like manner the slide rests C, C, may be reversed. The lever 9
on the ground plan is for the purpose of disengaging or engaging the driving

page_text: shaft J, which is driven by the friction clutch box sliding on the shaft J on to
the cone of the wheel I, which runs loose on the shaft J and is driven by the
pinion H, as before stated, the friction being kept uniform by the spring
balance acting on the end of the lever 9.
Figure 29 is an end elevation showing the bed plate and head stocks, and
pedestal to carry the driving shaft J.
The object I have had in view in the construction of my improved lathe
has been to enable a workman to turn and bore, in the manner before de-
scribed, two wheels at the same time, and I claim the combination of the
apparatus by which this object is effected.
In witness whereof, I, the said Joseph Beattie, have hereunto set my
hand and seal, the Sixteenth day of June, in the year of our Lord
One thousand eight hundred and forty-one...
JOSEPH (L.S.) BEATTIE: J
Signed, .sealed, and delivered by the
within-named Joseph Beattie, in the
presence of
FRANCIS T. BIRCHAM,
15, Bedford Row.
G. M. LANDER,
Clerk to Mr. Bircham.
AND BE IT REMEMBERED, that on the same Sixteenth day of June,
in the year above mentioned, the aforesaid Joseph Beattie came before our
Lady the Queen in Her Chancery, and acknowledged the Specification afore-
said, and all and every thing therein contained, in form above written. And 2
also the Specification aforesaid was stamped according to the tenor of the
Statute in that case made and provided.
Inrolled the same Sixteenth day of June in the rear choró