CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF APPARATUS AND MACHINERY FOR ECONOMIZING FUEL IN THE GENERATION OF STEAM, AND IN MACHINERY FOR PROPELLING ON LAND AND WATER
Year: 1851

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
THOMAS, of Exeter, in the County of Devon, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Royal
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Sixth day of November, in the fifteenth year of Her reign,
did give and grant unto me, the said William Thomas, my exors, adñiors,
and assigns, Her especial license, full power, sole privilege and authority, that
I, the said William Thomas, my exors, adñiors, and assigns, or such others as
I, the said William Thomas, my exors, admors, and assigns, should at any time
agree with, and no others, from time to time and at all times hereafter
during the term of years therein mentioned, should and lawfully might
make, use, exercise, and vend, within that part of the United Kingdom of
Great Britain and Ireland called England, Wales, and the Town of Berwick-
upon-Tweed, and in the Islands of Jersey, Guernsey, Alderney, Sark, and
Man, and in all Her Majesty's Colonies and Plantations abroad, my Invention
of "CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF APPARATUS AND MACHINERY
FOR ECONOMIZING FUEL IN THE GENERATION OF STEAM, AND IN MACHINERY FOR
PROPELLING ON LAND AND WATER;" in which said Letters Patent is contained a
proviso that I, the said William Thomas, shall particularly describe and ascer-
tain the nature of my said Invention, and in what manner the same is to be
performed, by an instrument in writing under my hand and seal, to be inrolled

page_text: 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, reference being thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Thomas, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be performed, is fully set forth and
described, according to the aforesaid requisitions, in manner following, having re-
ference to the explanatory Drawings hereof hereunto annexed, that is to say:-
My said Invention, entituled as aforesaid, for Certain Improvements in the
Construction of Apparatus and Machinery for Economizing Fuel in the Gene-
ration of Steam, and in Machinery for Propelling on Land and Water, consists
in certain improvements in locomotive, marine, and stationary engines, such
improvements in each description of such engines arranging themselves under
the following beads or divisions, or character of improvement :-
Firstly, in the construction and modes of working of the boilers, and
heating or steam generating apparatus of locomotive steam engines, marine
steam engines, and stationary steam engines in general;
Secondly, in an improved construction, in connection with the driving
and running wheels of locomotive engines, and in connection with the paddle
wheels, the screw, and other motive agents of marine and other steam engines;
And, thirdly, in improved arrangements and constructions constituting an
air engine in the ordinary acceptation of the term.
The improvements relating to the construction and modes of working of
the boilers, and heating or steam generating apparatus of such engines,
consists in a new configuration and arrangement or disposition of the system
of the boiler tubes, in an improved mode of supplying atmospheric air to the
sustaining fires of the boilers, and in a mode of supplying air to the same.
The improvements relating to and in connection with the driving and
running wheels of the locomotive steam engines, and the paddle wheel, the
screw, or other motive agents of marine and other steam engines, consist in
an improved construction connected with the driving and running wheels of
the locomotive steam engine in themselves, and in an improved construction
founded on the same general principle of action connected with the paddle
wheel, the screw, and other motive agents of the marine and other steam
engines in themselves.
The practical advantage of the improved construction of the boilers of loco-
motive engines, and of marine and other steam engines, consist in both cases in
affording the means of operating the production of a greater effective steam

page_text: power within a given boiler space than is produced in the ordinary constructions
of the boiler, and with a less expenditure of fuel.
In addition to the statement herein-before made describing in general terms
the nature and intention of my said Invention, in order that it may be fully
understood and readily organized I will now proceed to describe in detail the
means I pursue, and the constructions I find suitable to carrying the same into
practical effect.
The advantages I propose in the said improvement, as regards the con-
struction and modes of working of boilers and heating or steam generating
apparatus for steam engines, cousist in economizing fuel in heating the water
of the boiler.
Firstly, by arrangements whereby the feed water by which the boiler itself
is supplied is heated to a certain height of temperature before it enters the
boiler; and this I effect by heat which, in the ordinary construction of steam
engines, is not rendered practically available to the power of the engine; and'
herewith I also use a peculiar mode of working expansively.
Secondly, by an additional application of atmospheric air to the furnaces, to
urge
or increase the combustion.
The advantages I propose, as regards the construction connected with the
running and driving wheels of locomotive engines and their carriages, and the
paddle wheels, the screw, or other motive agents of marine and other steam
engines, consist in a peculiar application of the power generated by the centri-
fugal action of the revolving propelling wheel rendering its acquired impetus
as a source of supply in aid of the already existing power of the engine by the
action of its steam arrangements, increasing the working action of the engine
to which it is attached, causing it to perform with more uniformity and
steadiness, and enabling it to increase the amount of duty in a given time,
becoming a valuable source of power, and adding largely to its applicate effi-
ciency and value.
The advantages I propose, as regards the improved arrangement and con;
struction constituting an air engine, consist in a more economical and conve
nient mode of adapting certain of the general arrangements of ordinary steam
engines, combined with my accelerating or propelling wheels, rendering them
applicable to working them by condensed air.
DESCRIPTION OF THE DRAWINGS.
Drawing No. 1 relates to my improvements in connection with the con-
struction of the running and driving wheels of locomotive engines and the
wheels of their carriages.
11.14

page_text: Figure 1 represents a side elevation of those portions of a locomotive engine
to which I apply such improvements. A, A, A, A, mark one side of the car-
riage; B, B, B, B, one of the driving wheels; C, C, C, and D, D, D, respectively
two of the running wheels; b, b, b, shew the width of the driving wheel; and
E, E, E, E, the fly wheel or auxiliar accelerating or propelling wheel, which
I apply and attach to the shaft or any part of the axle of the wheel; a similar
fly wheel or auxiliar accelerating or propelling wheel is in like manner applied
and attached to each of the shafts or any part of the axles of the running
wheels C, C, C, and D, D, D, and d, d, d, mark such fly wheel or auxiliar acce-
lerating propelling wheel in connection with the running wheels. R, R, R, R,
shew the rail in side elevation, and S one of the buffers.
Figure 2 represents a horizontal plan of the engine carriage corresponding
in its position in the Drawing with the side elevation shewn, with the exception
that in this Drawing the propelling wheel is shewn on the outside instead of
the inner, as in Figure 1. The corresponding parts in this Figure (as far as they
can both be seen in the Figures 1 and 2) are marked with the same letters
respectively, that is to say, the carriage, the driving wheel, the two running
wheels, the auxiliar accelerating wheels, both of the driving wheels, and the
running wheels, the buffers, and the rail. In the Figure 2, X, X, X, X, X, X,
mark the axles of the running and driving wheels.
Figure 3 represents a horizontal plan of the engine tender, in which C¹
marks cach of its four wheels, S', S', its buffers, and R, R, the rails; the hori-
zontal dotted line M, M, M, M, is drawn in a direction parallel to the rails, to
shew the quantity of clearance left on the rail by the breadth of the tender at
its foremost end, in order to explain the quantity of projection available for
placing the accelerating wheel on the outer side of the framing of the engine
carriage.
the driving wheel marked
The axle in this Figure is
Figure 4 represents a side elevation or profile of
B, B, B, B, in Figure 1, and is here marked B, B.
marked X, as in Figure 2. In the construction of the boiler of a locomotive
engine embracing the principle of my Invention, I adopt the application of
three high-pressure expansion cylinders inserted in the working end of the
boiler, and connect the piston rods of such cylinders by crank rods with cranks
suitably arranged on the working shaft.
Drawing No. 2 relates to and has reference to my improvements in the
construction of apparatus and machinery, and in the arrangement for
economizing fuel in the generation of steam in steam engine constructions
generally.
Figure 1 is a Drawing by which I intend to explain the general principle

page_text: of my improved boiler construction. This Figure represents a transverse
vertical section taken through the centre of a non-condensing and high-
pressure boiler. In the Figure, A, A, represents an air pipe external to the
boiler, for the purpose of conveying atmospheric air to the fire place to drive a
circulation of the heated air through the syphon-fixed tubes of the boiler,
additional to that which enters direct by the fire place through the course of
those tubes to their points of issue at.N. B, B, is the chimney, and D its
damper. C, C, C, is an open tube, by means of which the heated air and gases
after their passage through the boiler tubes are thrown back into the fire place
at H, when D, the damper of the chimney, is shut, and thus have their
discharge and exist by the chimney cut off. E is the fire place, and F the ash
pit., G is the mouth or internal opening of the air pipe A, A. H is a tube
passing into the fire from the space G. C' is a damper of, the tube. C, C, C:
When the damper C' is open, and the damper D of the chimney B, B, shut,
the outer air entering by the tube C, C, C, then drives the smoke and gases
from the exist of the boiler tubes and the space, G', through the pipe H, into
the fire place, where the smoke and combustible matter so conveyed are con-
sumed. I, I, I, I, are the boiler tubes. They are of syphon-like configuration
and arrangement through the space of the boiler, and I construct and place
them either individually and singly, or I combine them in pairs or in groups,
consisting of a greater or a lesser number, according to the number of them
which may be required to fill the boiler space; and I make such groups of the
syphon tubes continuous each for itself, or I combine them in any convenient
way or manner that, under the circumstances of the boiler space to be occu-,
pied or other practical requirements, may be found necessary to adopt. I, I, I, I,
the entire assemblage of such tubes, I make to terminate in a single tube or,
pipe running through part of the width of the boiler, and passing through it to
its outer side into the space G!, out of and from which the chimney B, B,,
proceeds. K, K, K, K, mark the outer casing of the boiler, and its steam
dome; L, its safety valve; M is the back of the bottom of the boiler. If I
make the boiler of cylindrical form the syphon boiler tubes are then made of
circular curvature, and are placed or arranged, as regards, their communication
with each other, the grouping of their assemblage, and their place of exist or
discharge, as before described for the rectilinear syphon tubes of the Figure
shewn in the Drawing.
Figure 2 represents an elevation of a high-pressure engine, in the organization,
of which the principle of construction described with reference to the Figure I...
is followed. A, A, are the cylinders; B, B, B, are the boiler and chimney;

page_text: C, C, C, are the steam dome and pipe; D, D, are the steam injection pipes to
cach cylinder; E, is the eduction pipe taking off the exhaustion steam from the
cylinder; F, F, is the cistern or feed tank; G, G, G, G, G, G, G, G, G, G,
is a pipe in continuation of the eduction pipe E, by which the exhaustion
steam from the cylinders is taken off, and conducted through the cistern or
feed tank F, F, to its exist at H, for the purpose of heating the alimen-
tary water of supply for the boiler, and thus economizing the heat of the
exhaustion steam. The helical convolutions of pipe G, G, G, G, G, G, G, G, G, G,
in that portion which enters the feed tank, is the most convenient form and
arrangement to be used when the horizontal section of the tank is either
circular or square, or does not differ much from those Figures. When the
feed tank is of rectangular form, having its horizontal section or paralellogram,
the pipes should be arranged in a rectilinear coil, so as to assume in the most
convenient manner the character of form of the tank, and occupying as much
of its horizontal sectional dimensions as may be practicable.
Figure 3 represents a transverse vertical section of the boiler of an ordinary
locomotive engine, taken through the fire box, shewing the fire place A, A, and
fire bars B, B, and the arrangement and position of the syphon boiler tubes
marked 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, and described in the Figure 1, but here
modified, as regards position, so as to suit the circumstances of the figure of
the boiler. In this case the syphon tubes shew, each, one of its upright
legs; the horizontal leg extends through the length of the boiler, and then
is returned downwards, and the several syphons are connected, as before
described.
Figure 4 shews a transverse vertical section of a steam vessel with as much
of its engines and propelling paddles as is required to shew the Figure and
position of the auxiliar accelerating or propelling wheel with which I furnish
my improved construction, in connection with the paddle wheels of marine
steam engines. A, A, shews the starboard paddle of the vessel, and B, B, the
larboard paddle; C, C, shews the general figure of the vessel's timbers and
planking; E and D respectively the cylinders of the starboard and larboard
engine; E and F the portions of the paddle shaft that respectively carry the
paddle wheels shewn in the Drawing. On the paddle wheel the larboard
engine is shewn one of the auxiliar accelerating or propelling wheels G, G, set
on the outer side of the wheel on a prolongation of its shaft, and keyed
thereon, or they may be fixed on the inner side or any other part of the shaft
most convenient.
Figure 5 shews a front view of the accelerating wheel G, G, in the Figure 4,

page_text: being a profile or edge view of the same. The cross sectional form of the
wheel is shewn in Figure 4 by its profile, and in Figure 5 it is shewn at S.
L of the Figure 5 shews another form of the cross section of the wheels.
Figure 6 shews, in separate Figures, I, I, I, and K, K, respectively, a profile
or edge view and a front view of one of the accelerating wheels or propellers,
of a relative dimension to that of the paddle wheels shewn in the Drawing,
suited to placing it within the limits of the paddle wheel itself and between its
arms; or, in cases where it may be judged expedient, both within and without
the ship's side, and as near the bearings as may be convenient.
Figure 7 shews a view in plan of a portion of one of the accelerating wheels
drawn on an enlarged scale, in order to afford a more distinct view of its
Figure. In section A, A, is a portion of the wheel, as seen in plan. The
portion B, B, which is shaded in lines, according to the conventional mode of
representing sectional parts of Drawings, shews the sectional form of the
wheel, B, B, being the length of such section and the width of the wheel, C, C,
being the width of the section and the thickness of the wheel. In order in
practice to have the means of reducing the amount of momentum of the afore-
said auxiliar accelerating or propelling wheel, and adjusting it to the amount
required by the circumstances of any given case, I so construct the wheel, as
regards the weight of its periphery or rim, as that its weight is rendered
capable of accurate adjustment, or can be differently distributed through its
figure, by which I mean that a portion of that weight can be removed from
the periphery or rim of the wheel, and placed nearer to its centre, which, as
regards its dynamical operation, is in effect to reduce its momentum. As shewn
in the Drawing No. 4, it illustrates and explains the construction and arrange-
ment which I prefer in practice, and its operation.
Drawing No. 3 relates to and has reference to the practical construction of
the auxiliar accelerating or propelling wheel herein-before mentioned, and is
intended to shew and explain the particular construction thereof which I find
most effective and convenient in practice, and adopt, for the purpose of adjusting
and regulating the power of the wheel to suit the requirements and circum-
stances of the machinery or arrangement to which it is applied; and I effect
this by providing the means of making a considerable portion of its weight
which in its ordinary action is near to its periphery adjustable at pleasure.
The construction and arrangement by means of which I effect this adjustment
is as follows:-1 will first describe the construction of the wheel. In the
Drawing (No. 3) the Figure 1 represents a front view or elevation of the
wheel, A, A, A, being its rim or periphery; B, B, B, B, B, B, B, B, are its
arms or radii; D, D, is the boss at the centre of the wheel; and E the shaft

page_text: in section; C, C, C, &c. are weights which slide, each of them, on its corresponding
radius bars, and is capable of adjustment thereon, so as to alter its distance
from the centre of the wheel at pleasure within the limits of the length of
such radius bar. This will be seen distinctly by reference to the Figure 2, in
which the several parts are respectively marked with the same letters of
reference as they are in the Figure 1; but in the Figure 2 the adjustable
weights C, C, C, &c. are adjusted to a position nearer to the centre of the
wheel, and to the extreme limit of the distance within which they can be
adjusted, close upon the boss of the wheel, which in this case it will be seen is
made of octagonal figure, to receive them in a firm fitting manner, and so as to
admit of their being securely attached and held in their respective positions.
A method of thus attaching and holding them as shewn in the Figure 5; a
portion of the wheel is shewn, in order to admit of its being drawn on a larger
scale, and so as to allow the detail of its construction in its smaller parts to be
more clearly understood. As in the Figures 1 and 2, the same parts are
respectively marked with the same letters of reference: A, A, A, the rim of
the wheel; B, B2, B³, three of the radial arms; C C, C C, and C C, three of
the weights marked C in the Figures 1 and 2; D, D, a portion of the central
boss; and E, a portion of the shaft or axis. The centre radial arm B on this
Figure, and its weight C C, shew the weight C C, at the farthest limit of the
distance at which it can be placed from the centre of the wheel. The radial
arm B, and its corresponding weight C C, on the right-hand side of the
centre of the Figure, and seen obliquely, shew the weight placed at the
lower limit of the distance at which it can be placed from the centre of the
wheel, or as near to its centre. The radial arm B³, and its corresponding
weight CC, on the left-hand side of the centre of the Figure, shew the
weight placed on its radial arms at a point of distance from the centre of
the wheel intermediate to the two others in this Figure, or midway between
the two extreme limits of distance. For the purpose of explaining the prin-
ciple of construction and the modes of its organization, these three points
alone are shewn in the Drawing; but it is obvious that any required number
of such points may be chosen and arranged for this purpose, as the dimensions
and weight of the wheel, and the especial circumstances and requirements of
the case, may render necessary. The weights C C are in the first case here
described; that of the central radial arm B attached to the radial arm on
which it slides by wrought-iron cars or straps, which are bolted both to the
weights C C, and to the radial arms, when the weights are in the positions
shewn in the central Figure on the radial arm B', or in the intermediate
position to the left side of the Figure on the radial arm 133; but when the

page_text: weight CC is required to be fixed at its nearest limit of distance from the
centre of the wheel, as shewn in the weight. on the radial arm. B, the straps
are bolted to the weights and to the central boss of the wheel. In: any of
these cases the two upper bolts F¹ attach the straps to the weight C C, while
the two lower bolts F² attach the straps to the radial arms B1, B2, B3, or to
the boss D, D, of the wheel, as the case may be.
The Figure 3 shews an edge view or profile of the Figures 1 and 2..
:
The Figure 4 shews a vertical transverse section of the Figures 1 and 2.
taken through the centre of the wheel.
Figure 6 shews an enlarged view of the upper portion of the Figure 4, to
shew its parts more distinctly.
Figure 7 shews a transverse section of the upper end of one of the
weights C C.
1
!
r
Figure & shews a transverse section of the lower end of the same weight.
Figure 9 shews a transverse section of one of the radial bars B.
The Drawing No. 4 shews the method I employ to disengage the paddle
wheel and its propeller from the shaft when it is so desired; and I employ the
same principle of construction to disengage the propeller alone when required.
In the Drawing, A, A, A, A, A, A, make a portion of the paddle shaft; B, B,
a portion of the crank; C, C, the crank pin; D, D, D, D, D, D, D, D, is a
disk of cast iron keyed on the paddle shaft; E, E, E, E, E, E, is a strap or
band of, wrought iron which passes round the edge of the disc D, &c., and
fitting its periphery closely, and is lined with brass; K (in the Figure 2) is a
brass cushion fitting to the outer edge or periphery of the disc D, &c., and
having a tightening key T, T, for producing close fitting and friction between
the disc D, &c. and the strap E, &c. Thus, when the close fitting and
friction between the disc D, &c. and the strap E, &c. is established, the crank,
by its connection with the disc by the crank pin C, C, works the end of the
paddle shaft on which the propelling wheel is hung, and not otherwise.
When the strap E, &c. is relaxed, and so has no hold on the disc D, &c., the
strap works free about the disc, and the disc, with its attached portion of shaft,
is thrown out of gear and work. L, L, L, &c. marks the brass lining of 'the
wrought iron strap E, &c. through its entire extent, excepting only that
portion of it which is occupied by the brass cushion K; S, S, S, S, S, S, S, S, S, S,
are the attaching screws by which the brass lining, L, &c. is fixed to the
strap E.
Figure 1 represents a transverse vertical section of the cast iron disc D, &c.
and its wrought iron strap E, &c., with a side view in clevation of two portions
of the shaft A, &c. and one arm of the crank B, B (that portion nearest to

page_text: the engine); G, a portion of the connecting rod; T, the end view of the slot
to receive the tightening key T, T.
Figure 2 represents a view in elevation of the back of the cast iron disc, &c.,
taken at the place marked by the dotted line X, X, of the Figure 1. K, the
brass cushion (seen in its length) through which the tightening key T, T,
runs; T, T, the tightening key shewn in its length; E, &c. is the wrought iron
strap, seen in its front view and in its whole extent, with its brass lining (shewn
by the dotted circle L, &c. on its inner side) and its attaching screws S, &c.
Moderate blows of a hammer on the key K will engage or disengage the outer
end of the shaft and its affixed auxiliar propelling wheel even at high speed.
With reference to the mode of disengaging above described, I do not confine
myself to this precise arrangement, but use any other of the well-known
methods of disengaging as may be found suitable.
.
The Drawing No. 5 relates to and explains the construction and arrange-
ment of the apparatus by which I effect my modes of producing and applying
compressed or condensed atmospheric air as a power for the service of engines
and machinery, combined with my propelling power.
Figure 1 represents a side elevation of the construction and arrangement
I adopt. A, A, is a condensing pump, which is worked by an excentric rod
from the shaft of the engine itself. The place of the eccentric rod is marked
in the Figure 1,at F and at G, G. E is a piston rod. to which the excentric
is applied; B, B, are pipes of communication between the condensing
pump A, A, and the receiver (of the condensed air) C, C, C, C; D, D, D, &c.
are the condensed air pipes in their course from the receiver C, C, &c. to the
working cylinders of the engine.
Figure 2 represents a horizontal elevated view of the construction and
arrangement shewn in the Figure 1. In this Figure the corresponding parts,
as far as they can be both seen in the two Figures, are respectively marked
with the same letters of reference: A, A, &c., two condensing pumps;
B, B, &c., pipes of communication between the condensing pumps and the
condensed air receivers C, C, &c.; D, D, D, &c., the condensed air pipes in
their course from the two condensed air receivers C, C, &c.; E and E are the
piston rods of the condensing pumps; and F, a portion of the eccentric rod
by which they are worked; G, G, the ring of the eccentric, having its rod
broken off, and a portion omitted (to economize space in the Drawing).
The action of the construction and arrangement is obviously, that by the-
agency of the eccentric rod F and G the condensing pumps are worked, and
deliver their condensed air into the two receivers C, C, &c. by the pipes B, B, &c.;
and that from the receivers so supplied with such condensed-air the condensed

page_text: air pipes D, D, D, &c. carry the condensed air to the working cylinders of
the engine.
Figures 3 and 4 of the Drawing No. 5 relate to and explain the con-
struction and arrangement by which I apply the several heads of my Invention
the machinery and arrangement of the marine screw propeller.
Figure 3 represents a side elevation of the starboard quarter and a portion
of the hull of a screw propeller ship. In this Figure A, A, is the propelling
screw; B, B, is the screw shaft; and C, C, are cranks on the shafts working
the piston rods of the two condensing pumps D, D, and E, E, and these
pumps are such as are represented at A, A, &c. in the Figures 1 and 2.
Figure 4 is an enlarged view in front elevation of the two pumps D, D, and
E, E, shewn in the Figure 3. C, C, are the cranks, and B, B, the screw
shaft; G, G, G, G, G, are accelerating wheels or propellers applied to and
fixed on the shaft of the screw, with the same intention as regards their aiding
and auxiliar action on the arrangement to which they are applied as in the
cases herein-before described. It is obvious, and so intended by me, that the
application of the accelerating or propelling wheel or wheels shall be made,
when required, to the shaft of the screw or other propeller of a steam ship; but
I prefer all vessels using my propellers to be worked by steam as the principal
power
"
The Drawing No. 6, in its Figures 1 and 2, relates to and explains the con-
struction and arrangement of the apparatus by which I effect my improved
modes of feeding the steam boilers herein-before mentioned.
f
Figure 1 represents a horizontal elevated view of a boiler, with its feed
apparatus and the arrangements: A, A, A, A, A, mark the body of the
boiler; B, B, B, three high-pressure expansion cylinders connected therewith,
the centre one of which works expansively from the other two, and from which
the eduction pipe C, C, proceeds to and enters the feed cistern D, D. From
the feed cistern D, D, a feed pipe E communicates with and furnishes the
boiler A, A, A, A, A, with its current supply of feed water, at a temperature
considerably higher than it would by the ordinary mode of supplying feed
water to steam boilers, and by so much as the amount of this excess of tem-
perature so obtained is the advantage gained by the arrangement and con-
struction of the feed tank and the process in point of economy in fuel.. The
feed water thus proceeding from the feed cistern D, D, by the pipe E, to the
boiler, is met, immediately before it enters the boiler, by steam in what I would
term its original state, or before any portion of its temperature has been
expended in heating the water contained in the feed cistern, and thus
belonging to the feed water proceeding by the pipe E a direct application of

page_text: heat to the water it is then about to deliver to the boiler, and by the addition
of so much temperature as this supply brings to it immediately before its issue
to the boiler the feed water from the feed cistern is delivered to the boiler at a
higher temperature than that of the water in the cistern itself.
Figure 2 represents a transverse section of the heating portion of the feed
cistern. It is cylindrical, although any other configuration may be used, for,
it, if required. The annular portion K, K, K, K, is the space occupied by the
water to be heated for the feed service of the boiler. The central cylindrical
space M, M, Figure 2, is occupied by steam, which is supplied from the
exhaustion steam cylinder B (of Figure 1) by the pipe C, C, and L, L, of that
Figure; and the outer annular space, N, N, N, N, is also occupied by steam
supplied in like manner from the steam cylinder B, and delivered by the same
pipe (L, L,) which supplies the central portion M, M, the cylindrical and
central portion M, M, and the annular and outer portion N, N, N, N, being in
uninterrupted communication with each other. The water contained in the
aforesaid annular space K, K, K, K, is heated by being thus surrounded by
the steam contained in the central space M, M, and that contained in the
annular space N, N, N, N, and, thus heated, is delivered, in its then higher
state of temperature, to the boiler, by the inner pipe of communication
marked E in Figure 1. G, G, Figure 1, is a transverse division of the feed
cistern by a partition which does not entirely fill up the depth of the cistern.
S is the place of a pipe of supply of cold water to the portion of the cistern to
which the heating process is applied, and is itself supplied by any of the
ordinary self-regulating or other modes of delivery. The waste steam from
the steam portions of the feed tank is taken off by an escape pipe in the usual
manner of steam boilers.
Figures 3 and 4 represent my mode of applying the accelerating wheels or
propellers to water wheels.
The Figure 3 represents a front view of the frame of a wheel pit, A, A, A, &c.;
B, B, the shute for the water; and C, the point at which the water takes the
wheel; D, D, D, D, D, the wheel itself; E, E, E, &c. are two of the acce-
lerating wheels or propellers fixed on the main shaft of the wheel, one being
placed on each side of the wheel. I also set one of the said accelerating
wheels or propellers, when occasion requires such addition, within the wheel
itself, as it is shewn in the Figure 4, where E, E, E, also mark the acce-
lerating wheel or propeller, as in the Figure 3.
Having thus described the nature of my said Invention, and the manner in
which the same is to be performed, I would here have it to be understood,
that, although I have herein set forth particular examples and instances of

page_text: express organizations in shewing, referring to, and in describing the same, and
various arrangements, more or less in detail, of the machinery and apparatus
used and applied by me in carrying out my said Invention, yet I say that I
present the same in this my Specification of the same rather as modes of
elucidation of the principle of construction, and as giving some positive modes
of organisation for those principles of construction, than as exclusively and
strictly confining myself to or giving them as the only definite and positive
modes of practical construction in which my Invention is to be carried out;
but that I claim them generally in the manner and as they are herein stated,
not confining myself to such precise organizations, such actual combinations,
or such definite and fixed applications, provided the peculiar character of any
or either part of the said Invention, or the entirety thereof, in its principle of
construction and practical use, be used, retained, or put in practice under any
change or changes of form and figuration, any transpositions, of parts, or any
modification thereof whatsoever.
In witness whereof, I, the said William Thomas, have hereunto set my
hand and seal, the Sixteenth day of April, One thousand eight hundred
and fifty-two.
said William Thomas, in the pre-
sence of
CHARLES RICHARDS,
Solicitor,
Exeter,
and
WILLIAM WINDEATT,
His Clerk.
AND BE IT REMEMBERED, that on the Twenty-ninth day of April,
in the year of our Lord 1852, the aforesaid William Thomas came before
our said Lady the Queen in Her Chancery, and acknowledged the Specifi-
cation aforesaid, and all and every thing therein contained and specified, in
form above written. And also the Specification aforesaid was stamped
according to the tenor of the Statute made for that purpose.
Enrolled the Sixth day of May, in the year of our Lord One thousand
eight hundred and fifty-two.