CERTAIN IMPROVEMENTS IN THE ARRANGEMENT AND COMBINATION OF THE PARTS OF STEAM. ENGINES OF THE SORT COMMONLY CALLED LOCOMOTIVE ENGINES
Year: 1841

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ROBERT
STEPHENSON, of Great George -Street, Westminster, Civil Engineer, send
greeting.
:
WHEREAS I did by petition bumbly represent unto Her present. most
Excellent Majesty Queen Victoria, that after considerable application and
expense I had invented "CERTAIN IMPROVEMENTS IN THE ARRANGEMENT AND
COMBINATION OF THE PARTS OF STEAM. ENGINES OF THE SORT COMMONLY CALLED
LOCOMOTIVE ENGINES," and Her said Majesty, being willing to give encourage-
ment to all arts and inventions which may be for the public good, was
graciously pleased, by Her Royal Letters Patent under the Great Seal of the
United Kingdom of Great Britain and Ireland, bearing date at Westminster,
the Twenty-third day of June (One thousand eight hundred and forty-onė), in
the fifth year of Her reign, for Herself, Her heirs and successors, to give and
grant unto me, the said Robert Stephenson, my executors, administrators, and
assigns,. Her especial license, full power, sole privilege and authority, that I
or they, by myself or themselves, or by my or their deputies, servants, or
agents, or such others as I or they should agree with, and no others, during
the term of fourteen years from the date of the said Letters Patent, should and
lawfully might make, use, exercise, and vend my said Invention within that part
of Her said Majesty's Dominions called England, Her Dominion of Wales,
and Town of Berwick-upon-Tweed, in such manner as to. me, my exécutors,
administrators, and assigns, shall seem meet, and as that I or they shall enjoy
the whole profit and advantage arising by reason of the said Invention during

page_text: the said term of fourteen years, and for that end Her said Majesty requires
and strictly commands all her subjects whatsoever, within England, Wales,
and Berwick-upon-Tweed aforesaid, that they shall not, neither directly nor
indirectly, make, use, or put in practice my said Invention, or any part thereof,
nor in anywise counterfeit, imitate, or resemble the same, nor make any
addition thereto or subtraction therefrom, whereby to pretend himself or them-
selves to be the inventor or inventors thereof: and whereas the said Letters
Patent contain a proviso, obliging me, the said Robert Stephenson, particularly
to describe and ascertain 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, 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 Letters Patent, as in and by the same (reference being thereunto
had) will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Robert Stephenson, do hereby declare that my said Invention is described and
ascertained in manner following, and by the aid of the three Sheets of
Drawings hereunto annexed, that is to say:-
The first of my said improvements relates to that class of the locomotive
steam engines now most commonly used on modern railways, which are
termed six-wheeled engines, because each such engine has six bearing wheels
to run upon the iron rails and sustain the weight of the engine, whereby the
engine moves more steadily when it is travelling quickly along the rails than
if it had only four wheels, and in consequence of the aforesaid weight being
distributed over six places upon the rails, the said weight occasions less stress
on the rails than would be occasioned by a locomotive engine of the same
power having only four wheels, and consequently bearing upon the rails at
only four places. It has been a common practice to convert four-wheeled
engines into six-wheeled engines by merely adding another pair of wheels to
the four-wheeled engine, in order to sustain the overhanging weight of the
fire box or furnace, and of the boiler (commonly called the hinder end of the
engine), and in locomotive engines which have been made purposely for six
wheels, the disposition of those six wheels has been nearly the same as in
engines which have (as aforesaid) been altered from four wheels to six.
Wherefore in the six-wheeled engines hitherto constructed and used, four of
their six wheels are disposed in the same (or nearly the same) places in respect
to the length of the engine as those four wheels would be if there were no
more than those four wheels to sustain the weight of the engine, and the other
two of the six wheels (which are commonly called the hindmost wheels) are

page_text: always disposed beyond or behind the fire box, the straight axis of those
hindmost wheels passing horizontally across the end of the fire box beneath the
gallery whereon the men who attend the engine are to stand.
My said first improvement consists in disposing the said straight axis of those
hindmost wheels beneath the hindermost end of the cylindrical part of the
boiler, the said axes passing horizontally across in front of the foremost end of
the fire box instead of behind the hindmost end of that box. But the straight
axis of the foremost wheels is disposed as usual, or nearly so, that is, horizon-
tally across beneath the foremost end of the cylindrical part of the boiler, so as
to be beneath the stuffing boxes of the steam cylinders, and the cranked axis
of the main or impelled wheels is disposed horizontally across beneath the
cylindrical part of the boiler, at a suitable place in the interval between
the foremost and the hindmost axles aforesaid, that said interval (or the
horizontal distance between the foremost and the hindmost axles) being nearly
the same as the like distance usually is in ordinary six-wheeled engines. It
follows that, in a locomotive engine which is constructed according to my first
improvement, the cylindrical part of the boiler will be longer than it can be
in an ordinary six-wheeled engine having the axis of its hinder wheels disposed
behind the hindmost end of the fire box, unless in such ordinary engine the
horizontal distance between the foremost and the hindmost axles were to bé
greater than usual, which, as before mentioned, is not the case in an engine
constructed according to my first improvement, and which usual distance
between the foremost and the bindmost axles does not (under existing circum-
stances) admit of being increased, because if it were the engines could not be
received upon the circular turning plates, which are provided for turning the
engines round end for end upon the rails, those turning plates being no
larger than is requisite for receiving the ordinary six-wheeled engines; also,
because six-wheeled engines, having the said distance between their foremost
and hindmost axles greater than usual, would be inconvenient (and even
dangerous) in running along curved portions of the lines of railways, as well as
in passing over the moveable points which are provided for guiding the engines
to run off from one line of rails on to another line thereof. The cylindrical
part of the boiler, and consequently the small tubes within that part, being, as
already mentioned, longer than usual (although by virtue of my first improve-
ment the distance between the foremost and hindmost axes is nearly as usual);
the heating surface of those small tubes (for communicating heat to the water
in the boiler) will be of greater extent than usual in ordinary six-wheeled
Jocomotive engines which have the axis of the hinder wheels behind the firé
box, and in such last-mentioned engines (as the same have been of late most

page_text: commonly constructed), in order that they might be capable of exerting
the utmost power. that such locomotive engines could (under existing circum-
stances) be made to exert their fire boxes, and the furnaces within those
boxes have been made larger than furnaces and fire boxes were originally
made in locomotive engines, but at the same time the cylindrical part of the
boiler and the small tubes therein have not been made longer, in like
proportion, wherefore such engines have a greater extent of heating surface
in their furnaces than corresponds to (or is in due proportion to) the extent of
beating surface in the small tubes in the cylindrical part of the boiler.
It is an advantage in a six-wheeled locomotive engine which is constructed
according to my first improvement that (in consequence of the hindermost
wheels being before the fire box instead of behind the same) the cylindrical
part, of the boiler and the small tubes within it will (as already stated) be
longer than usual, because with that greater length the heating surface in the
said tubes may be more advantageously proportioned to the heating surface in
the furnace, and at the same time the whole extent of heating surface will be
greater than usual in the boilers of locomotive engines, whereby the boiler
will be qualified for producing more steam, if required, so as to enable the
engine to exert more power than usual; or if no more power than usual is
required, then the fuel consumed will be less in proportion to the steam that
is produced..
The second of my said improvements is equally applicable to four-wheeled
as to six-wheeled locomotive engines, and relates to the positions of the slide
valves (for distributing steam to the steam cylinders), and to the steam chest
or valve box, wherein those valves, are contained; and also relates to what is
called the working gear for transmitting the requisite motions to those valves
from excentrics on the main axis of the cranks.. In locomotive engines as the
same have been hitherto constructed the slide valve belonging to each steam
eylinder is placed within a valve box or steam chest which is situated above
the said cylinder, so, that the valve rod (that is, the sliding. rod which passes
through a stuffing box into the said steam chest in order to give motion to
the valve therein,) is situated over the piston rod of the cylinder to which the
valve belongs, the valve rod and the piston rod being one over the other in the
same vertical plane. In consequence of such a disposition of the slide valves.
and their rods, in respect to the steam cylinders, the central lines of the valve
rods do not point towards the several, excentrics on the axis of the cranks, and
from which excentrics the said rods. and the valves are to receive their several
motions, and therefore intermediate levers and axes are required in order to
communicate between the rods which proceed from the several excentrics and

page_text: the valve rods; which are .to derive their motions from those excentrics
respectively...
My said second improvement consists in disposing the said slide valves,
as well as the flat surfaces to which such valves are fitted, and against which
they slide in vertical plane's (or in planes approaching to vertical), by or at the
sides of the two steam cylinders; within a steam chest or chests formed in the
space between the two steam cylinders, so as that the direction of the sliding
motion of each valve and the central line of each valve rod (supposing. that
line to be continued) will intersect or nearly intersect the central line of the
main axis of the cranks, each intersection so made by the supposed con-
tinuation of the central line of each valve rod being at or nearly at that part
of the length of the said axis where the excentric.or excentrics is or are
fastened thereon for giving motion to each valve rod respectively; wherefore
each valve rod is situated in (or nearly in) the same vertical plane wherein the
excentric or excentrics belonging to that rod is or are situated, and the central
lines of the two valve rods are situated in a horizontal or slightly inclined plane,
in which plane (supposing the same to be extended) the main axis of the
cranks is also situated. In a locomotive engine which is constructed according
to my second improvement, the position of the steam chest or chests and of
the two sliding valves therein; and of the two valve rods for moving those
valves, being, as aforesaid, the ordinary excentric rods, which proceed in the
usual manner from the excentrics on the axis of the cranks in order to
transmit motion from the excéntrics to the slide valves, are jointed directly to
prolongations of the valve rods themselves, without the usual intermediate
levers or axes, and one steam chest or valve box will serve to contain both the
slide valves belonging to both cylinders. And note. The slide valves therein,
and the flat surfaces against which those valves apply, and against which they
slide, may be either in vertical planes by or at the sides of the steam cylinders
to which the valves belong respectively, or may be in planes. inclining from the
vertical, provided that in either case the directions of the sliding motions of
the valves and of their valve rods are disposed as already stated, videlicet, so
as that the centre lines of those rods (if prolonged) will intersect or nearly
intersect the centre line of the axis of the cranks at or near to those places
in the length of the said axis where the excentric or excentrics belonging to
each valve rod respectively is or are fastened on that axis..
The third of my said improvements relates to the mode of working the feed
pumps for supplying the boiler with water, and is applicable to those locomotive
engines (either four-wheeled or six-wheeled) which have four excentrics fastened
on the axis of the cranks for giving motion to the two-slide valves, but of which

page_text: four excentrics, only two are used at the same time, the other two being out
of action; that is to say, two of the said four excentrics are adapted to be
operative for causing the engine to advance or move forwards along the rails,
and the other two of the four excentrics are adapted to be operative for causing
the engine to retrograde or move, backwards along the rails; and whereas the
two last-mentioned excentrics are not so often employed as the others, they
are well qualified for giving motion to the two feeding pumps.
My said third improvement consists in jointing the rods of the two feeding
pumps to the half hoops belonging to the excentric rods of those two excentrics
which are adapted to cause the engine to move backwards along the rails, so
that the short reciprocating motion which is given by those two excentrics to
their said half hoops may be communicated to the two plungers or pistons of
the feeding pumps by means of their rods, which are jointed, as aforesaid, to
those half hoops. Nevertheless those two excentrics are capable of being
used when required in order to cause the engine to move backwards, in which
case the two feeding pumps and also the two slide valves will receive their
respective motions from the same two excentrics; but when the engine is
moving forwards, the two feeding pumps are actuated by two of the excentrics
and the two slide valves by the other two excentrics, so as to divide the work
(that is to be performed) amongst the four excentrics.
And for the more complete explanation of my said improvements I have
hereunto annexed three Sheets of Drawings. In Sheet I., a six-wheeled
locomotive engine is represented which has only two of the six wheels im-
pelled by force derived from the action of its pistons, the other four wheels
being only bearing wheels to bear part of the weight of the engine. In
Sheet II. a six-wheeled locomotive engine is represented which has four of
its six wheels impelled by force derived from the action of its piston, the other
two wheels being only bearing wheels. Both those engines, Sheet I. and
Sheet II., are constructed according to all three of my said improvements
herein-before set forth, because all those three improvements may be com-.
bined together with advantage; nevertheless they have no necessary connection
one with another, and may be applied separately to different locomotive
engines, and to different kinds of such engines, as will be more particularly
mentioned. There is very little difference between the two engines Sheet I.
and Sheet II. which requires explanation beyond that which is apparent by
inspection of the Drawings, particularly as the names of all the principal parts
are written thereon, and the same letters and numbers of reference denote.
the same parts in all the Drawings. The following description may be under-*
stood to apply to both Sheets I. and II. of Drawings, except when especial

page_text: reference is made to either Sheet. It is not necessary to describe all the
parts of the engines, but only those to which my said improvements relate.
K, K, are the main impelled wheels, fastened on the two extreme ends of the
cranked axis k; the said wheels K, K, have, no flanges around their circum*
ferences, but the two front wheels o, o, and the two hindmost wheels M, M,
have flanges for keeping the engine laterally in place on the rails, as is usual
in most wheels which are to run on railways. And note.-It is no part of my
present improvements that the main wheels K, K, of six-wheeled engines are
without flanges, for that was a former improvement secured to me by Letters
Patent, granted to me by IIis late Majesty King William the Fourth, on the
Seventh day of October, One thousand eight hundred, and thirty-three. The
cranked axis k of the main wheels K, K, extends across beneath the cylindrical
part of the boiler in the usual manner, excepting as to the position of the
cranked axis k, in respect to the length of the boiler, or to its distance from
the fire box, for in six-wheeled engines (and also in four-wheeled engines) as
usually constructed the cranked axis is situated as near to the front side of
the fire box as the cranks and the ends of the connecting rods will permit the
cranked axis to be placed, so as to allow the cranks and the ends of the
connecting rods to move round without touching the fire box. In engines
constructed according to my first improvement, the axis m of the hind
wheels M, M, is placed,. as represented in the Drawings, across immediately, in
front of the fire box A, as close thereto as it can be, to avoid touching the same,
and therefore the cranked axis of the principal wheels K, K, is placed
beneath the cylindrical part C of the boiler much farther from the front of the
fire box than usual; but the cylindrical part of the boiler being much longer
than usual, the whole weight of the engine is well distributed upon the six
wheels. The axis o of the two front wheels is in its ordinary place in respect
to the steam cylinders E, E. The six springs x, x, x, x, x, x, which between
them bear the whole weight of the engine, (except the weight of the wheels
and axles and the bearings thereon,) are as usual with nuts and screws, by
which the several springs can be adjusted so as to distribute the weight on the
six wheels in any other proportion that may be desired, and in consequence of
the position that the main wheels K, K, occupy beneath the boiler, those two
wheels can be made to carry as much of the weight as can be desired in order
to give them adhesion on the rails. All the circumstances already explained
respecting the engine, Sheet I., are the same in the engine, Sheet II., which
differs but slightly from the other, except as to the relative size of the main
wheels K, K, and the hinder wheels M, M. The axis m, Sheet II., of those
hinder wheels is in front of the fire box, according to the first improvement.

page_text: The hinder wheels M, M, are turned round by means of two connecting rods,
marked S, S, in the horizontal plan, Sheet II. The foremost ends of the two
connecting rods S, S, are jointed upon two crank pins, which project out from
the central naves or bosses of the main wheels K, K; and the other or
bindmost ends of the same connecting rods are jointed upon two other like
crank pins in the hinder wheels M, M, therefore the rotative motion of the
main wheels K, K, is transmitted by the two connecting rods S, S, to the
hind wheels M, M, so as to turn those wheels round, in order that their
adhesion on the rails may contribute to the advance of the engine along the
rails, all which is as usual in those locomotive engines which have the power
applied to four wheels, and which are termed coupled, the only difference
being, that it is most commonly (though not invariably) the two front wheels o, o;
that are connected. or coupled to the main. wheels K, K, by two connecting
rods S, S, and crank pins, as already explained, whereas in Slicet IF., it is the
hind wheels M, M, which are so connected, and the axis m of those wheels is
before the fire box instead of behind the same. The two. engines represented
in the Drawings have their wheels placed outside of the framing U, U, of the
engine, as is shewn in the horizontal plans, therefore the weight of the engine
is sustained by bearings on the several axes withinside of the wheels, which
wheels are fixed on the extreme ends of those axes and outside of the framing;
it is on those bearings that the six springs x, x, act by means of the vertical
sliding stems: marked v, v. Note. Locomotive engines with their wheels
outside of the framing are in common use, but all my three improvements
relate equally to locomotive engines which have their wheels withinside of the
framing, the weight being in such case sustained by bearings fitted upon end
pivots, which are formed at the extreme ends of the several axes of the wheels
beyond the places where those wheels are fastened on the axes, and the springs
act by vertical sliding stems on those bearings. Figure 4, Sheet I., is a
horizontal plan and section of the two steam cylinders E, E, to shew the
position of the valve box or steam chest a, which is situated between the two
cylinders, see also Figure 3. The two slide valves b. b, which distribute the
steam to the two cylinders E, E, are both placed in the same steam chest. d,
the two valves b, b, being disposed in vertical and parallel planes, and each
valve applies to and slides against a vertical surface of that cylinder E to
which the valve belongs. The slide valves b, b, are the same as usual, except
as to their positions. Hitherto in locomotive engines they have been always
placed in a horizontal plane above each cylinder, each valve being enclosed
within a valve box or steam chest of its own; but in the engines represented in
the Drawings the two slide valves b, b, are disposed (according to my second

page_text: improvement) at the side of their respective cylinders E, E, in the spacé
between the two cylinders, that space being inclosed at bottom and at top and
also at the two ends, so as to form the steam chest a, which is common to botli
slide valves, for it contains both. The steam coming from the boiler is
conducted in the ordinary way by the steam pipe d to the steam chest a.
The regulator to stop the steam and regulate the rapidity of its. passage from
the boiler to the cylinder may be a sort of. flat side valve or thin slider ż,
Sheet I., placed horizontally on the top of the steam chest' a, within another
upper steam chest e (or antechamber), to which the steam pipe d is joined.
The regulator is applied flat on the horizontal surface of the top of the lower
steam chest a, so as to cover (wholly or in part) five or six narrow apertures
through that top (see Figure e), and through these apertures the stean is
permitted to go down into the lower chest a, according as those.apertures. are
more or less uncovered or opened by the flat regulator z, through which there
aré similar apertures, in order to allow more or less passage to the steam, in
proportion as the apertures through the regulator z are placed more or less
in correspondence with those through the top of the steam chest ä (see
Figure Z). The person who manages the engine can move the regulator
at pleasure in its upper chest e, by means of a sliding rod r, which comes
out through a stuffing box at each end of the upper steam chest e, (see
Figures 1 and 2); and the rod r is jointed by means of levers s, t, and two long
rods p, p, to the lever handle T, to which the man applies his hand when: he
requires to regulate the movement of the engine, and he can by that means
adjust the regulator z, so as to give more or less open passage for the steam to
descend through the aforesaid apertures into the steam chest a; or, by means of
the same regulator z, all passage for the steam can be shut in order to stop the
engine. Note. Instead of the flat slide valve regulator z, a turning cock or
valve may be used in the more ordinary way of locomotive engines, as is repre-
sented in Sheet II., without causing any departure from my second improvement,
which does not relate to the regulating valve, but my second improvement.
relates to the position of the two slide valves b, b, in vertical planes (or in
planes nearly vertical) between the two steam cylinders E, E, and also relates to
the position of the two valve rods g, g, which serve to move the two slide
valves b, b, those valve rods g, g, being both situated in one plane, which plane
being imagined to be extended, it would intersect the horizontal centre line
of the main axis of the cranks. The said plane will, according to the
Drawings, be a horizontal plane, but it may be a little inclined to the horizon;
also each valve rod g is nearly in the same vertical plane. with the excentric.
or excentrics' to which it belongs, and prolongations of those valve rods are

page_text: .
jointed immediately to the excentric rods which come from the excentrics
on the main axis k of the cranks without any intermediate levers and axes
being interposed between the excentric rods and the valve rods, as is the case
in all ordinary locomotive engines.
The valve
My second improvement also relates to what is termed the working
gear for communicating motion to the slide valves, as herein-after more
fully explained. 2, 2, Figure 2, are the two excentrics which are adapted
to cause the engine to advance forwards along the rails, and 3, 3, are the
excentric rods of those excentrics. When the engine is to go forwards,
the said excentric rods are jointed to prolongations G, G, of, the valve rods
9, g, so as to give the requisite motions to the slide valves b, b.
rods g, g, pass through stuffing boxes at both ends of the steam chest a, so
that both ends of each rod come out into the open air. Each of the slide
valves b, b, is surrounded by a square bordering frame formed in the middle
of the length of the valve rod g, g. The hindermost end of each valve rod g
is prolonged by a double-forked piece 9, 9, which is firmly fastened on the
end of the rod g, in order by that prolongation to form the requisite junction
with the excentric rod of that excentric which is to actuate the valve. One
of the forks of each double-forked piece 9 has its two diverging branches
pointing downwards (see Fig. 9), but the other fork of the same double
fork g has its two diverging branches pointing upwards. The last-mentioned
fork is adapted to receive a joint pin 4 at the end of the excentric rod
3, in order to form the required junction between the excentric rod 3 and
the valve rod g. In this manner the two valve rods g, g, become jointed
to the two excentrics rods 3, 3, of the two excentrics 2, 2, whenever thes
joint pins 4, 4, of the excentrics rods 3, 3, are allowed to rest at bottom of
the uppermost forks of the double-forked pieces 9, 9. In such case the
engine is prepared for travelling forwards along the rails, but if the ends of
the two excentric rods 3, 3, are lifted up, so that their joint pins 4, 4, will
quit the bottoms of the forks 9, 9, and so that the said pins will ascend into s
the wide parts of the spaces between the diverging branches of the said upper-
most forks, then the movement of the pins 4, 4, backward and forward in the
said wide spaces between those branches will fail to communicate any such
motion to the forks 9, 9, are to their rods g, g, or to the valves, and in such
case the engine cannot move at all by any action of its pistons. 5, 5, are the 3
two other excentrics which are adapted to cause the engine to move backwards
along the rails, and 6, 6, are their excentric rods; the joint pins 8, 8, at the
ends of those two excentric rods are applied to the other forks of the double
forked pieces 9, 9, which forks have their diverging branches turned down-

page_text: wards, as already mentioned, see Figure 9, and whenever the ends of the two
excentric rods 6, 6, are lifted upwards so much as to bring the said pins 8, 8,
up to the tops of the said lower forks, then those pins will form the requisite
junctions between the two excentrics rods 6, 6, and the two valve rods g, g.
In such case the engine is prepared for moving backwards along the rails;"
but if the ends of the excentrics rods 6, 6, are let down, so that their joint
pins 8, 8, descend into the wide parts of the spaces between the diverging
branches of the lowermost forks, then the backward and forward motion of
the pins 8, 8, will be no longer communicated to the valve rod g, g. All the
four excentrics 2, 2, and 5, 5, are firmly fastened on the axis k, k, of the
cranks. The joint pins 4, 4, at the ends of the excentric rods 3, 3, are
united by jointed links 7, 7, to the joint pins 8, 8, of the excentric rods 6, 6,
in order to hold each of the joint pins 4 at a suitable distance from its
corresponding pin 8 (the latter of those pins being under the other, as shown
in Figure 1), so that the two excentric rods 3 and 6 which belong to each
valve rod g cannot both be jointed with that rod 9 at the same time; but
whenever one of the said two excentric rods is jointed then the other must
necessarily be disjointed. The joint pins 8, 8, are suspended by two jointed
links 2 2, 2 2, from two lever arms 10, 10, which are both fastened on one
horizontal axis 11, and there is a longer lever arm 12 fastened on. one end
of the axis 11, in order to communicate by means of a long rod 21 with a
lever handle 13, situated at the side of the fire box A. The person who
directs the engine, can at pleasure, by means of the lever handle 13, cause the
requisite junctions between the several excentric rods and the rods 9, 9, of
the valves to take place either with the joint pins 4, 4, of the excentric rods
3, 3, suitably for causing the engine to move forwards, or else with the joint
pins 8, 8, of the excentric rods 6, 6, suitably for causing the engines to move
backwards, or otherwise to disconnect all the four joint pins 4, 4, and 8, 8,
from giving any motion to the valve rods g, g, suitably for causing the engine
to stand still.
The Drawing, Sheet I., represents the lever 13 and the other parts in the
positions which they must assume in order to put the joint pins 4, 4, of the
excentric rods 3, 3, of the excentrics 2, 2, in junction with the uppermost
forks 9, 9, of the valve rods g, g. In consequence the reciprocating motions
of the two excentrics 2, 2, will be communicated to the two slide valves in
a suitable manner for causing the engine to advance forwards. But if the
engine man pushes the handle of the lever 13 forwards towards the chimney
of the engine, so that it will become inclined in a contrary direction to that
represented in Sheet I. of the. Drawings, then the ends of all the four

page_text: excentrics: rods 3, 3, and 6, 6, will be lifted up together with one motion,
whereby the joint pins 4, 4, of the two, rods 3, 3, will quit their previous
junctions in the uppermost forks of the forked pieces 9, 9, of the valve
rods g, g, and at the same time the joint pins 8,.8, of the other two rods 6, 6,
will be raised up between the diverging branches of the lowermost forks, so
as to form their junctions at the tops of those forks, as is shewn in Sheet II.
In consequence of this change the two excentrics 5, 5, will communicate their
reciprocating motions to the two slide valves in' a'suitable manner for causing
the engine to move backwards along the rails. If the engine man moves the
lever handlé 13 only half way, so as to bring it into a vertical position, then
the two joint pins 4, 4, will be raised out of their junctions with the upper-
most forks, but the other two joint pins 8, 8, will not be raised high enough
to form their junctions with the lowermost forks, so that all the four joint pins
will be disjointed because they will be all included in such wide spaces
between the diverging branches of their respective forks as to become
incapable of giving any motion to tliose forks. When the joint pins 4, 4,
or 8, 8, of the. excentric rods are raised up or put down by the said action
of the lever handle 13, rod 21, lever arm 12, axis 11, lever arms 10, 10,
and links 22, 22, then the said joints will act against the interior edges'
of the diverging branches of the double-forked pieces 9, 9, with oblique
action, whereby the joint pins will move the said pieces 9, 9, and the valve
rods g, g, and the slide valves into suitable positions for effecting the
intended junctions of the excentric rods with the valve rods. The lever
handle 13 is guided laterally by a fixed arch 23, to which it can be
fastened by means of a catch or locking bolt, so as to retain it immoveably in
either of the three positions in which it requires to be placed, videlicet, with
the lever 13 inclining backwards (as in Sheet I. of the Drawings) when the
engine is to advance forwards, or else inclining forwards, as in Sheet II., when
the engine is to go backwards; or else'standing upright wlien the engine is to
stand still. The double-forked pieces 9, 9, which, as already mentioned, are
fastened on the ends of the valve rods G, G, have stems 24 projecting out
from them horizontally in the direction of those rods, so as to form continu-
ations thereof (see Figure 9); but those stems 24, instead of being round rods,
are flat and broad, and they are fitted edgeways upwards into morticed
.openings through a cross har 25, which is fixed horizontally across between
the guides for the piston rods, see Figures 2 and 3, Sheet I. The stems 24.
being thus guided, the forked pieces 9, 9, when they are moved backwards
and forwards, will have true horizontal motions in the directions of the lengths
of the valve rods.g,g. The above mode of changing the junctions of the two

page_text: valve rods with the excentric rods of the excentrics by means of forks with
diverging branches, and a lever handle 13, and other parts already explained,
is similar to wbat is already in use in many locomotive engines, except that
such forks are usually fixed on the ends of the four excentric rods with one
single fork to each of those rods, in order to form the required junctions with
joint pins on two intermediate levers, which are interposed between the excen
tric rods and the two valve rods. But in engines constructed according to my
second improvement, and in the manner represented in Sheets I. and II., the
forks are made double, or two of them in one piece (see Figure g), that is, with
two diverging arms pointing upwards and two, other diverging arms pointing
downwards from cach double-forked piece, and one such piece is fixed on the
end of each of the valve rods in order to form junctions with the joint pins of
the excentric rods without the aforesaid usual intermediate levers. Note.-My
second improvement is applicable to those locomotive engines which have their
slide valves put in motion by two excentrics fitted on the cranked axis, instead
of four excentrics fastened thereon, as represented in the Drawings, Sheets I.
and II. The mode of applying two excentrics is so well known that it does
not require a minute description. The two excentrics are so fitted on the
cranked axis that the person who manages the engine can disengage them in
order to leave them both loose on the axis when the engine is to stand still, or
he can engage the two excentrics, so that they will both turn round with the
axis when the engine is to move along the rails. The engaging of the excen-
trics is performed by moving them both along the axis, either towards one side
of the engine or towards the other side thereof, and the excentrics will cause
the engine to advance forwards on the rails if they are engaged on one side,
but they will cause the engine to move backwards if they are engaged on the
other side. If an engine constructed according to my second improvement
is to be worked with only two excentrics instead of four, then those two excen-
trics and their excentric rods, together with the means of engaging or disen
gaging them, and also the means of moving, the two slide valves by two handles
for starting the engine, are all to 'be as usual in locomotive engines with two
excentrics, but the two excentric rods proceeding from the half hoops of those
two excentrics are to be jointed to prolongations of the two valve, rods, without
the usual intermediate levers between the excentric rods and the valve rods.
The advantage of dispensing with those levers results from the new positions
which are, given to the two valve rods of the slide valves, according to my
second improvement, videlicet, the slide valves are placed in two vertica!
planes (or in two planes nearly vertical) between the two cylinders, instead of
being in a horizontal plane and with one valve over cach cylinder, and in con;

page_text: sequence the valve rods will point towards the excentrics from which they are
to receive their motions. Note.-Instead of being in two vertical and parallel
planes, the two slide valves may be disposed in two planes, which are some-
what inclined laterally to vertical but reclining in contrary directions laterally
one from the other, without departing from my second improvement, provided
that the directions in which the slide valves move and the directions of their
respective valve rods are such, that the plane in which both those valve
rods are situated (would if extended) intersect the horizontal centre line of
the axis k of the cranks, and also provided that each valve rod is almost in
the same vertical plane with the excentric or excentrics by which the valve
rod is to be actuated. Figure 5, Sheet I., is a vertical section, similar to
Figure 3, to explain how the two slide valves 6, 6, and the flat surfaces of the
two cylinders E, E, to which the valves apply, and against which they slide, can
be arranged in laterally reclining planes, the two valves b, b, reclining laterally
from the vertical in contrary directions one to the other, so that the planes of
the two valves b, b, are laterally diverging planes, but the two valve rods g, g,
are both in the same plane, that plane being horizontal or nearly so. Note.-
In the Drawings and the foregoing description only one kind of slide valve is de-
scribed (being that kind which is most commonly in use in locomotive engines),
nevertheless, my second improvement (or part thereof) is applicable to any other
kind of slide valves (or subsitutes for slide valves) which are (or may be) used
in locomotive engines for distributing steam to and discharging steam from
the cylinders, provided that such slide valves or substitutes for slide valves are
disposed in the space between the two steam cylinders, and also provided that
the valve rods (by which such valves or substitutes therefore are moved back-
wards and forwards within their valve boxes) are disposed in the manner
herein-before set forth in respect to the cranked axis and to the excentrics
thereon, that is to say, so that the valve rods will point towards the excentrics
from which they are to receive their motions; then under the condition of such
proviso, whatever may be the kind of slide valve or substitute therefore, the S
excentric rods may be jointed to prolongations of the valve rods, in manner
herein-before described as part of my second improvement, without the usual
intermediate levers or axes. Note. The construction of the several parts for
communicating motion to the valve rods g, g, from the rods 3, 3, or 6, 6, of the
four excentrics which are fastened on the cranked axis, may be greatly varied 3
from the foregoing description, and yet be according to my second improve-
ment, or part thereof. For instance, those parts may be constructed as repre-
sented in Sheet III., see Figure m therein, where g is one of the two valve
rods, which are the same as in the foregoing description. 30 is the pro-

page_text: longation, fastened on the valve rod g, and 24 is the stem of that prolongation,
which is guided by passing through an opening through the cross bar 25, as in
the foregoing description, but instead of double forks projecting upwards and
downwards from the prolongation, it has a cylindrical socket across through it
for the reception of a short horizontal axis 31 (see also Figures n, o, p, and g),
on each end of which axis 31 a tee-head 32, 33, projects out from the centre of
that axis in the manner of a short lever on each end of the axes 31, each of
which levers is capable of angular. motion when the axis 31 is turned about in
its socket in the prolongation 30, wherefore, by means of such angular motion,
either of the tee-heads 32 or 33 can be made to point in a horizontal direction
(as is represented in Figures p and q, in respect to the tee-head 32), in which
case the two ends of that tee-head 32 will fill up the space between lateral pro-
jections x, x, from the excentric rod 3, and then the usual reciprocating motion
of that excentric rod will be transmitted to the valve rod g, the axis 31 serving
in effect as the joint pin, by means whereof the excentric rod 3 is connected with
the prolongation 30 of the valve rod g, in order to move the same backwards and
forwards; and whenever one excentric rod (as for instance the excentric rod 3)
is thus connected with the valve rod 9, in order to give motion thereto, as
aforesaid, then the other excentric rod 6, which belongs to the same valve rod g,
will be disconnected from that rod g, because the two tee-heads 32 and 33 are
at right angles (or nearly at right angles) one in relation to the other at the
two ends of their common axes 31; consequently, when one tee-head is made
to point in a horizontal direction (as already mentioned in respect to the tee-
head 32) then the other tee-head 33 will point in a vertical direction (or nearly
vertical), as is represented in Figures p and q, in respect to the tee-head 3 3,
in which case the tee-head 33 will only fill up. so small a part of the space
between the two projections x, x, of the excentric rod 6, that the backward and
forward motion of the excentric rod 6 will not interfere with the motions that
are transmitted to the valve rod g from the excentric. rod 3. Figures p and 2
represent both the valve rods g, g, connected in manner aforesaid by the two
tee-heads 32, 32, with their respective excentric rods 3, 3, both rods g, g, being
disconnected from the other excentric rods 6, 6, owing to the vertical (or nearly
vertical) positions of the tee-heads 33, 33. In that condition the engine is
prepared for moving forwards along the rails, the two slide valves being
actuated solely by the two excentrics 2, 2, on the cranked axes k, k. But by
turning the two axes 31, 31, each one quarter round (or somewhat more than
one quarter) in their respective sockets in the prolongations 30, 30, so as to
bring the tee-heads 33, 33, to point in a horizontal direction, than those two
tec-heads 33, 33, will fill up the spaces between the lateral projections a, a, of

page_text: the two excentric rods 6, 6, so that the reciprocating motion of those rods 6, 6
will be transmitted to the valve rods g, g, the axes 31, 31, then serving in
effect as the joint pins for connecting the excentric rods 6, 6, with the pro-
longations 30, 30, of the valve rods g, g, but at the same time the tee-heads 32,
32, will point in a vertical direction (or nearly vertical), and will only fill up so
small a part of the spaces between the lateral projections a, a, of the excentric
rods 3, 3, that the backward and forward motion of those excentric rods 3, 3,
will not interfere with the motions that are transmitted to the valve rods g, g,
by the excentric rods 6, 6. In that condition the engine will be prepared for
moving backwards along the rails, the two slide valves being actuated solely by
the two excentrics 5, 5, on the cranked axis k, k. Note.-The foremost ends
of the excentric rods are sustained by means of oblong slits through them,
which slits fit upon the axes 31, 31, or else upon the circular ends of the
sockets across the prolongations 30, 30, wherein the said axes are lodged, and
which ends may project out laterally beyond the width of those prolongations;
the said circular ends whereon the grooves of the excentric rods are filled being
concentric with the axes 31, 31. The oblong slits permit the backward and
forward motion of the excentric rods to take place, but the weight of each of
those rods is sustained by the said fitting of the oblong slits upon the axes
31, 31, or upon the aforesaid ends of the sockets wherein those axes are
lodged. And in order to communicate the requisite turning motion to the two
axes 31 and 31, together with their respective tee-heads 32, 33, and 32, 33,
so as to move those axes round in their said sockets one quarter of a turn, or
somewhat more, as already mentioned, a joint pin v is applied at the end of an
arm w, see also Figures n and o, which arm projects out from the upper end
of each of the tee-heads 33, 33, being in the same piece of metal therewith.
The position of each of the said joint pins vis such, that an imaginary radial
line from the central line of the axes 31 to the centre of such pin v will appear
to a spectator looking horizontally in a direction parallel to the axes 31 to
bisect the right angle (or somewhat more than right angle) which the two tee-
heads 32 and 33 will appear to such spectator to make one with the other
about their common centre of motion, that centre being the central line of that
axes 31 to which the said two tee-heads belong, and from each of the said
joint pins va link 22, 22, descends to the two lever arms 10, 10, which are
similar to those already described in reference to Sheets I. and II., videlicet,
they both project out from the same horizontal-cross axes 11, on one end of
which axes the lever arm 12 is fixed, and from the upper end of that arm 12
a long rod, similar to 21, Sheet I., extends to a lever handle at the side of the
fire box, similar to 13, Sheet I., by moving which lever handle the engine man

page_text: can give the requisite turning motion to both the axes 31, 31, at once, in
order to cause one tee-head of each of those axes to point horizontally, and the
other tee-head of the same axis to point vertically (or nearly vertically), in the
manner already explained, whereby those two tee-heads which are made to
5 point horizontally will establish the requisite connections between the two
valve rods and two of the excentric rods suitably for working the engine (either
forwards or backwards, as the case may be), the other two excentric rods being
disconnected from the valve rods in consequence of the vertical (or nearly
vertical) position of the two tee-heads belonging to those last-mentioned
excentric rods. When the lever handle, similar to 13, Sheet I., is inclined
backwards (as is represented in Figure 1 of that Sheet), the parts represented
in Figures p and q, Sheet III., will then be in the condition there represented,
and the engine will be adapted for advancing forwards along the rails. When
the lever handle, similar to 13, Sheet I., is inclined forwards (as is represented
in Sheet II.), then the parts represented in Figures p and q, Sheet III., will
become changed in their mutual connections suitably for causing the engine to
run backwards. But whenever the said lever handle is placed in an inter-
mediate or upright position, then all the four tee-heads 32, 33, and 32, 33,
Sheet III., will be turned into intermediate positions half way (or nearly half
way) between horizontal and vertical as is represented in Figure r, Sheet III.),
in which case, owing to their oblique directions, those tee-heads will not occupy
so much of the several spaces between the lateral projections x, x, of the
excentric rods as to communicate any motion to the valve rods, and in that
condition of the parts (which condition is represented in Figure r, Sheet III.),
the engine is adapted for standing still, and when by inclining the lever handle,
similar to 13, Sheet I., either way, the said four tee-heads are all turned at
once from their said oblique positions; those two of them which are thereby
turned towards the horizontal position will act by their ends with oblique action
against the lateral projections x, x, of the several excentric rods to which those
two tee-heads belong, such oblique action being suitable for moving the axes
31, together with the sockets wherein those axes are lodged, and the valve rods,
and consequently moving the slide valves, so that by the time the said tee-
reads are brought to the horizontal position the valves will be moved into the
proper positions for commencing the motion of the engine, and which motion
may be either to advance the engine forwards or else to move it backwards
along the rails, according as it may be, the two tee-heads 32, 32, or else the
wo tee-heads 33, 33, which are brought (in manner aforesaid) to the hori-
ontal position. Note.-The vertical surfaces of the prolongations 30, 30, of
he valve rods, and those of the excentric rods, 'aré áll made truly flat and

page_text: parallel, and those surfaces are placed laterally in contact side by side, as is
represented in the horizontal plan, Figure q, with one prolongation 30 included
between two excentric rods 3 and 6. Each prolongation is kept in place by its
stem 24, and guide 25, and its valve rod g; also a fixed guide plate 40 is inter-
posed between the two excentric.irods 3, 3, wherefore the several parts. keep
each other in due place.laterally, and yet leave liberty of motion for the moving
parts. The tee-heads 33, 33, keep the excentric rods 6;.6, in lateral contact
with the prolongations 30, 30. The two tee-heads 32, 33, and their axis 31,
and the arm and joint pin v, as. represented in Figures'n, o, should be all made
in one piece of metal. Note.-The excentric.rods may, if preferred, be made with
joints in each of them a little behind the cross bar 25, as shewn by the dotted
lines at t, Figure q, in order that those ends of the excentric rods which have
the long slits through them, and which have the lateral projections x, x, (to
be acted upon by the.tec-heads), may be moved with truly horizontal motions
without any rising or falling, as excentric rods without joints must do. The
said ends being lodged in mortised openings through the cross bar 25 will be
guided thereby with true horizontal motions parallel to the horizontal motions
of the prolongations 30, 30, of the valve rods, and the said ends may also be
extended towards the cylinders, and terminate with stems to be received in
guides, similar to 25, for more complete guidance. The mode of giving motion
to the two feeding pumps Z, Z, according to my third improvement, is repre-
sented in Figures 2, Sheets I. and II. The pump rods 16, 16, for the plungers
17, 17, of the pumps Z, Z, are jointed to the half hoops of the excentric rods
6, 6, which half hoops encircle the excentrics 5, 5, so that the reciprocating
movement of those two excentrics is communicated to the plungers 17, 17.
The rods 16, 16, are jointed at both ends of each rod, videlicet, to the half
hoops of the excentric rods 6, 6, at one end, and to the plungers 17, 17, at the
other end. The plungers are hollow, and the rods 17, 17, enter into the
hollows, the joints which unite the rods to the plungers being within the
hollows. The pumps Z, Z, with. their valves and feeding pipes are constructed
in the ordinary manner, except that the plungers 17, 17, having less motion
than usual, are larger in diameter, and also the pumps Z, Z, are fixed near to
the middle of the width of the engine beneath the cylindrical part of the
boiler C. 18, 18, are the boxes to contain the valves of the pumps, which
may be as usual with suction pipes .29 to draw water from the tender
into the valve boxes 18, 18, and forcing pipes 19, 19, extended from the
valve boxes 18, 18, to introduce the water into the boiler. Note.-The
⚫ numerous small tubes, which are disposed horizontally within the cylindrical
part of the boiler, extend therein from the fire box as far as the upright dotted

page_text: lines 26, Figure 1, Sheet I., which is in fact the end of the boiler. This is
clearly shewn in the section, Figure 1, Sheet II. The remainder of the length
(of what appears in Sheet I. to be the cylindrical part of the boiler) beyond
those dotted lines 26 is the smoke box, from which the chimney ascends.
Respecting the dimensions of the several parts of the locomotive engines
herein-before described, and particularly of those parts to which my improve-
ments relate, the same may be ascertained by measurement of the Drawings,
according to the scales of feet and inches belonging to each Sheet respectively.
The principal dimensions are as follows:-The steam cylinders are 14 inches
diameter inside. The pistons make 20 inches stroke. The main impelled
wheels K, K, in the engine, Sheet I., are 5 feet diameter at the parts which
apply to the iron rails, and 4 feet diameter in the engine, Sheet II., the hind-
most wheels M, M, therein being also 4 feet diameter. The horizontal
distance along the rails between the vertical centre lines of the axes o and m
of the foremost and hindmost wheels O and M is about 10 feet in Sheet I.,
and about 11 feet in Sheet II. The fire-place is about 32 inches long inside.
in Sheet I. by 36 inches wide across inside, and in Sheet II. about 36 inches
long by 36 inches wide. The cylindrical part of the boiler is about 37
inches diameter outside in Sheet I., and contains within it about 150 sinall
tubes, which are 13 inches diameter outside, and 11 feet long. In Sheet.
II. the cylindrical part of the boiler is about 36 inches diameter outside, and
contains within it about 150 small tubes of 14 inches diameter outside, and
12 feet long. These boilers are longer, and they have a much larger 'extent of
heating surface in their small tubes than in the boilers hitherto commonly used.
in those locomotive engines, which are about 11 feet long between the axes of
their foremost and hindmost wheels. The augmentation of heating surface is
an advantage resulting from my first improvement (as already mentioned),
without increasing the usual length between the axes of the foremost and
hindmost wheels. Note.I do!not make any claim' to the exclusive use of
boilers longer than usual, but until I had invented my first improvement it
was very objectionable to increase the length of the boilers beyond their usual
length, because the horizontal distance between the centres of the foremost and'
hindmost wheels must have been made longer than usual, and now by virtue of
my first improvement that objection to increasing the length of the boiler
is obviated. The plungers of the feeding pumps Z, Z, are 4 inches diameter,
and make 4 inches stroke, which is the same length of stroke as is made by
the slide valves. The dimensions of some other parts may be found by
measurement of the Drawings, and such dimensions as cannot be so found are.
B
.
2

page_text: to be according to the usual and well-known proportions for the dimensions of
the subordinate parts of ordinary locomotive engines, whereof the principal
dimensions are given.
Having now described my said improvements, I, the said Robert Stevenson,
do hereby declare that the new Invention, whereof the exclusive use is
granted to o me by the said Letters Patent, consists in three improvements, as
follows:-
First, the improvement (herein-before described) in the arrangement of the
axis m of the hindmost wheels M, M, in front of the fire box A of all
locomotive engines with six wheels which have the boiler of the kind most
commonly used for locomotive engines (and which kind is represented in the
Drawings), videlicit, with a fire box having a furnace within it at the hinder
end of the cylindrical part of the boiler, that fire box descending so much
lower (or nearer towards the ground) than the said cylindrical part as that
the said axis m of the hindmost wheels M, M, cannot be placed beneath the
said fire box, and the said cylindrical part having within it long horizontal
tubes for conveying the heated gas flame or smoke from the fire contained in
the furnace through the water contained in the cylindrical part of the boiler;
and this first improvement is not claimed in respect of such locomotive engines
as have the furnace included within the cylindrical part of the boiler, or
within a continuation (or prolongation) at the hindmost end of that cylindrical
part, which said continuation (or prolongation) does not descend lower than
that cylindrical part, or does not descend so much lower than the said cylin
drical part, but that the said axis m of the hindmost wheels M, M, may be
placed beneath the said furnace. To such last-mentioned locomotive engines
my first improvement does not apply, and is not claimed as applicable
to them.
Secondly, in the improvement (herein-before described) in the arrangement
of the slide valves b, b, in vertical and parallel planes (or in laterally reclining
planes diverging laterally one from the other) between the two steam cylinders,
both slide valves being contained in the same steam chest or valve box a, (but
that is not essential, for they may be in two separate valve boxes,) the two
valve rods g, g, for moving the valves being both in one plane, which plane (if
extended) would intersect the horizontal centre line of the main axis k of the
cranks, and each valve rod g, g, being nearly in the same vertical plane with
the excentric or excentrics on the main axis k, from which excentric or excen-
trics such valve rod is to receive its motion, the excentric rods from such
excentrics being jointed immediately to prolongations of the two valve rods,

page_text: without the usual intermediate levers or axes. And my second improvement
applies to any other kind of slide valves (or substitute for slide valves) which
are or may be used in locomotive engines as well as to the ordinary slide valves
herein-before described, provided that the valve rods for giving motion to such
slide valves (or substitute for slide valves) are arranged so as to point in the
directions herein-before explained in respect to the main axes of the cranks,
and in respect to the excentrics thereon, and provided that the excentric rods.
are jointed immediately to prolongations of such valve rods without the usual
intermediate levers or axes. And my second improvement also includes the
improvement herein-before described in the arrangement and combination of
the parts of what is commonly called the working gear for transmitting the
requisite motions from the excentrics on the main axes of the cranks to the
valve rods in a suitable manner for adapting the engine either for advancing
forwards along the rails, or else for running backwards thereon, or else for
standing still, which said improvement in arrangement and combination may be
constructed (as herein-before described with reference to Sheets I. and II.) with
double-forked pieces 9; 9, on the said prolongations of the valve rods, for the
purpose of effecting the required junction and disjunction (and changes of
junction) of the excentric rods with those prolongations without the usual
intermediate levers or axes. Or the said improvement in arrangement and
combination may be constructed (as herein-before described in reference to
Sheet III.) with tee-heads 32 and 33 on the two ends of two axes 31, 31,
which axes are mounted horizontally in sockets across the prolongations of the
two valve rods, each of which axes 31 is common to two such tee-heads 32
and 33, and which tee-heads act against lateral projections x, x, (Figure q,
Sheet III.) from the excentric rods, for the purpose of effecting the required
junction and disjunction (and changes of junction) of the excentric rods with
the said prolongations without the usual intermediate levers or axes.
Thirdly, in the improved mode (herein-before described) for giving the re-
quisite motions to the plungers 17, 17, of the feeding pump Z, Z, by means of
those two excentrics 5, 5, which are adapted for causing the engine to run
backwards along the rails.
In witness whereof, I, the said Robert Stephenson, have hereunto set my
hand and seal, this Twenty-second day of December, One thousand
eight hundred and forty-one.
ROBERT (L.S.) STEPHENSON.

page_text: AND BE IT REMEMBERED, that on the Twenty-second day of December;
in the fifth year of the reign of Her Majesty Queen Victoria, the said
Robert Stephenson came before our said Lady the Queen in Her Chancery;
and acknowledged the instrument aforesaid, and all and every thing therein
contained and specified, in form above written. And also the instrument
aforesaid was stamped according to the tenor of the Statute made in the fifty-
fifth year of the reign of His late Majesty King George the Third.
Inrolled the Twenty-second day of December, One thousand eight
hundred and forty-one.