IMPROVEMENTS IN LOCOMOTIVE ENGINES AND VEHICLES FOR RAILWAYS, TRAMWAYS, AND COMMON ROADS, PARTS OF WHICH ARE APPLICABLE TO OTHER LIKE PURPOSES."
Year: 1872

page_text: LETTERS PATENT to Ellen Adams, Widow, Administratrix of William
Bridges Adams, late of Granville Park, Lewisham, Kent, for the
Invention of "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND VEHICLES FOR
RAILWAYS, TRAMWAYS, AND COMMON ROADS, PARTS OF WHICH ARE APPLICABLE
TO OTHER LIKE PURPOSES."
PROVISIONAL SPECIFICATION left by the said William Bridges Adams
at the Office of the Commissioners of Patents, with his Petition,
on the 10th July 1872.
I, WILLIAM BRIDGES ADAMS, Engineer, of Granville Park, Lewis.
ham, Kent, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN LOCOMOTIVE ENGINES AND VEHICLES FOB RAILWAYS, TRAM-
WAYS, AND COMMON ROADS, PARTS OF WHICH ARE APPLICABLE TO OTHER LIKE
PURPOSES," to be as follows:
My improvements consist, first, as regards locomotive engines for
railways and tramways, whereon the wheels are retained by flanges.
A

page_text: My object is to obtain a steady engine capable of running round sharp
curves, with great length of frame and little overhanging weight at the
ends. And I either make a single frame, or a double frame bolted
together firmly at the joint, one frame being complete with the engine
and the other frame complete to carry the spare fuel and supply of
water. And the ordinary engine and tender may be so bolted together
as to form a single frame, if provided with the following radial arrange-
ment of wheels and axles beneath the hinder end. If four wheels are
used radially, they are coupled together by the axle boxes, either inside
or outside of the wheels, with strong horizontal bars, and between the
two pairs of wheels passes a strong bar of timber, or metal, or both com-
bined, fixed firmly to the outer longitudinal bars, and this cross bar is
formed into horizontal curves and slides to right or left between horn
plates fixed to inner angled frames of the upper structure which give
room for lateral movement of the wheels and axles, and thus placing
those axles in radial lines corresponding to the curves of the rails when
traversing such curves. And the fuel and water frame is made to rest
by preference on a single powerful wide spring parallel with the axles
which rest on the curved bar attached by the centre while the buckle
fitted with a large brass or other washer properly lubricated slides to
right and left under the upper frame, guided by the curved bar between
the horn plates. And side springs sliding in the same mode may be
used instead of the transverse spring or in conjunction with it. If three
pairs of wheels are used radially under the hind frame, the curved bars
are applied, and when only one pair of wheels are applied radially under
the hind end the curved cross bar formed of plate iron with deep angled
sides rests direct on the axle boxes inside the wheels with the transverse
spring above it. And I occasionally apply one pair of radial wheels in
front of the cylinders, or two pairs coupled one pair before and one pair
behind the cylinders to relieve the overhanging weight. And I apply a
similar arrangement to the wheels of locomotive or traction engines for
working on common roads, without rail guidance, but in such case I
use a rack and pinion to steer such wheels by hand for the purpose
of
guidance, or couple a pair of engines each on two driving wheels by a
'central joint with a rack and pinion, or with the engine on one frame
and fuel and water on the other, so that they work simultaneously on
curves with the rack and pinion. And to the gearing wheels of such
engines used to apply power to the driving wheels I apply internal
.springs either of india-rubber or steel volutes or other so that the centre

page_text: of the gearing wheel can move round on a toothed ring with the teeth
yielding at the first pressure and with an increasing resistance as the
pressure increases in either direction, thus modifying the mischievous
effects of blows and "backlash" and preventing breakage. And this
arrangement is applicable to all kinds of wheels which serve to commu-
nicate motive power. And whereas in drawing trains of vehicles by the
foregoing or other engines it is essential to connect them by hooks or
traction bars, which are frequently broken by jerks or snatches at their
screw or their joint connection, or at the springs which connect them,
in order to prevent breakage I form the traction rod in one single
piece for each vehicle without weld or joint in a sinuous form, so that
the whole of the traction rods in a train form a continuous elastic spring
which cannot be drawn into a straight line by any ordinary force, and
consequently cannot be broken by the usual jerks. And to enable the
wagons which form trains for road traction engines to pass freely round
sharp curves I form the bodies and frames in two parts, each part
mounted on a pair of wheels and connected by pivots to a longitudinal
bar of metal, or timber, or both combined, keeping them at a horizontal
level with each other and causing them to move simultaneously on
curves by a cross bar pivoted at a right angle with stays projecting at
opposite corners half way across the space left between the bodies for
the convenience of turning. And I prefer to make the bodies light,
of thin boards with sliding bars on their tops to prevent bulging. And
I construct traction engines on a similar mode with a boiler and cylinder
or cylinders on cach half guided by rack and pinions with the cranks
of the driving axles at right angles. And for the horizontal boilers of
the engines I make an internal square box, the length of the barrel,
with the angles vertical and horizontal and the ends fixed like a cylinder
cover with bolts to remove when required, and this box I intersect withi
water tubes passing diagonally upwards and downwards at opposite sides
of the square box, so as to ensure circulation, the tubes being fixed in the
And for vertical boilers I form them
square box in any ordinary mode.
in two parts to bolt together by a borizontal joint, the lower part with
fire tubes containing the great mass of water, and the upper part the
steam space with a portion of water rising through external pipes con-
necting the two parts. Above the fire tubes the steam portion forms a
kind of hollow dome against which the flame leaving the tubes impinges,
thence passing to the chimney, giving additional heating surface, the
A 2

page_text: fire tubes being entirely covered by water. And for the wheels of
engines and vehicles I make improved tires in which the wheel rests on
springs within the tires, the spring being made of bands or blocks of
india-rubber, either being long blocks, or circular cones, or taper or
perforated, giving lateral space for expansion and contraction, and by
preference covered with a band of steel or iron or other metal, so that it
can sustain no damage by friction of the wheel in slipping. And when
I use steel springs in the tires I use a series of short flat plates either
singly or in laminæ forming a polygon between the wheel and tire,
the wheel resting on the centres of the plates and the ends of the
plates resting on the tire, the wheel being forced on with any desired
pressure, and the plates, and wheels, and tire are thus secured in place
by side rings with cross keys or bolts or other methods. When I use
the spring tires for the driving wheels of engines they are applied with
sufficient pressure to prevent slipping when not required for curves, but
with facility for slipping on curves or irregularities, to prevent slip
between the rail and tire and to prevent mischievous torsion of the axle.
And I also make such tires with flanges on each side to enable them to
adjust themselves to varying gauges, provision being made for the wheels
to slide along the axles, and for efficient lubrication while excluding dust
and dirt. The spring tires for vehicles may be applied with very little
pressure, and if lubricated with blacklead will allow easy slip, forming
in fact the equivalent of a loose wheel or wheels. And for tramway pur-
poses when required to run occasionally on the ordinary surfaces of the
road I make the flange a loose flat ring bolted through the rubber to an
angle iron, so that the flange will project circularly and guide the wheel
when on the rail and will press upwards eccentrically to the tire level
when off the rail. And for road wheels when no flanges are needed I
make the tire in two parts, such as two angle irons, or with one angle
iron and a flat ring bolted together across and clipping the wheel between
them, or I form a tire of segments of cast iron or wrought iron grooved
or rebated and clipped by projecting edges of the flat rings which are
bolted together. And these spring tires will in many cases dispense
with the use of ordinary bearing springs for engines and vehicles,
and in the case of locomotive engines will facilitate the application of
outside cylinders to the fire-box or close to it, if desired, getting rid
of the overhanging caused when the cylinders are placed in front of
the engine.

page_text: of
And another method of forming my spring tires for traction engines
or vehicles is as follows:-A series of shoes, cither of wrought or cast
iron, are bolted between rigid flat rings either open jointed and con-
nected by covering plates rivetted on or welded solid. The cross bolts
pass through perforations or slots in the shoes. If perforations or slots
are used the metal must arch above the belt either at the centre or at
each end, and flat pieces of iron of greater width than the wheel may be
rivetted to the bottom of the shoes which may be made to tilt on the
bolts so as to form flats of some length on the road for the
purpose
better adhesion; and between the shoe centres on the road I place
blocks of india-rubber of sufficient depth to give the needful clastic yield,
making the rubber pyramidal, i.e., broader at the bottom than at the
top, and leaving ample side space for expansion and contraction under
the pressure of the load, and the rubber may be perforated either.
vertically or horizontally, or both, to give easier action. The rubber
surface in which the wheel rests may be covered with thin metal to
prevent abrasion, and a drag link or links may connect the two to the
wlícel to prevent slip without preventing elastic action, the links working
in slots cut out from the edges of the wheel and taking a bolt or bolts
in the shoes. The wrought-iron shoes are easily made by machines, the
flat bars being cut off to the right length and stamped hot in moulds, or
they may be cast of tough metal not liable to break.
SPECIFICATION filed in pursuance of the conditions of the Letters
Patent, and of an Order of the Lord Chancellor, by the said Ellen
Adams in the Great Scal Patent Office on the 21st January
1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ELLEN
ADAMS, Widow, Administratrix of WILLIAM BRIDGES ADAMS, late of
Granville Park, Lewisham, Kent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Tenth day of July, in the year of
our Lord One thousand eight hundred and seventy-two, in the thirty-
sixth year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said Ellen Adams, Her special licence that
I, the said Ellen Adams, my executors, administrators, and assigns,

page_text: or such others as I, the said Ellen Adams, my executors, adminis-
trators, and assigns, should at any time agree with, and no others,
from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend,
within the United Kingdom of Great Britain and Ireland, the Channel
Islands, and, Isle of Man, an Invention for "IMPROVEMENTS IN LOCOMOTIVE
ENGINES AND VEHICLES FOR RAILWAYS, TRAMWAYS, AND COMMON ROADS, PARTS OF
WHICH ARE APPLICABLE TO OTHER LIKE PURPOSES," upon the condition (amongst
others) that I, the said Ellen Adams, my executors or administrators,
by an instrument in writing under my, or their, or one of their hands
and seals, should particularly describe and ascertain the nature of the
said Invention, and in what manner the same was to be performed,
and cause the same to be filed in the Great Seal Patent Office, on or
before the Twenty-first day of January One thousand eight hundred and
seventy-three.
NOW KNOW YE, that I, the said Ellen Adams, as such Adminis-
tratrix as aforesaid, do hereby declare the nature of the said Invention,
and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement, and
accompanying Drawings, that is to say:-
My improvements consist, first, as regards locomotive engines for
railways and tramways whereon the wheels are retained by flanges.
. My object is to obtain a steady engine capable of running round sharp
curves, with great length of frame, and little overhanging weight at the
ends. And I either make a single frame or a double frame bolted
together firmly at the joint, one frame being complete with the engine,
and the other frame complete to carry the spare fuel and supply of
water. And the ordinary engine and tender may be so bolted together
as to form a single frame, if provided with the following radial arrange-
ments of wheels and axles beneath the hinder end. If four wheels are
used radially they are coupled together by the axle boxes either inside
or outside of the wheels with strong horizontal bars, and between the
two pairs of wheels passes a strong bar of timber, or metal, or both com-
bined fixed firmly to the outer longitudinal bars, and this cross bar is
formed into horizontal curves and slides to right or left between horn
plates fixed to inner angled frames of the upper structure which give
room for lateral movement of the wheels and axles, and thus placing
those axles in radial lines corresponding to the curves of the rails when

page_text: traversing such curves.
And the fuel and water frame is made to rest
by preference on a single powerful wide spring parallel with the axles,
which rest on the curved bar attached by the centre, while the buckle
fitted with a large brass or other washer properly lubricated slides to
right and left under the upper frame guided by the curved bar between
the horn plates and side springs sliding in the same mode may be used
If two pairs
instead by the transverse spring, or in conjunction with it.
of wheels are used radially under the hind frame the curved bars are
applied. And when only one pair of wheels are applied radially under
the hind cud the curved cross bar formed of plate iron with deep angled
sides rests direct on the axle boxes inside the wheels with the transverse
spring above it. And I occasionally apply one pair of radial wheels in
front of the cylinders, or two pairs coupled, one pair before and one pair
behind the cylinders to relieve the overhanging weight. And I apply a
similar arrangement to the wheels of locomotive or traction engines for
working on common roads without rail guidance, but in such case I use
a rack and pinion to steer such wheels by hand for the purpose of
guidance, or couple a pair of engines cach on two driving wheels by a
central joint with a rack and pinion, or with the engine on one frame and
fuel and water on the other, so that they work simultaneously on curves
with the rack and pinion. And to the gearing wheels of such engines
used to apply power. to the driving wheels I apply internal springs
either of india-rubber or steel volutes or other, so that the centre of the
gearing wheel can move round on a toothed ring with the teeth yielding
at the first pressure, and with an increasing resistance as the pressure
increases in either direction, thus modifying the mischevious effects of
blows and "backlash," and preventing breakage. And this arrangement
is applicable to all kinds of wheels which serve to communicate motive
And whereas in drawing trains of vehicles by the foregoing or
power.
other engines it is essential to connect them by hooks or traction bars
which are frequently broken by jerks or snatches at their screws, or their
joint connection, or at the springs which connect them. In order to
prevent breakage I form the traction rod in one single piece for each
vehicle without weld or joint in a sinuous form so that the whole of the
5 traction rods in a train form a continuous elastic spring which cannot
be drawn into a straight line by any ordinary force, and consequently
cannot be broken by the usual jerks. And to enable the wagons which
form trains for road traction engines to pass freely round sharp curves,
I form the bodies and frames in two parts, each part mounted on a pair

page_text: of wheels, and connected by pivots to a longitudinal bar of metal
or timber, or both combined, keeping them at a horizontal level with
each other and causing them to move simultaneously on curves by a
cross bar pivoted at a right angle with stays projecting at opposite
corners half way across the space left between the bodies for the
convenience of turning. And I prefer to make the bodics light, of
thin boards, with sliding bars on their tops to prevent bulging. And I
construct traction engines on a similar mode, with a boiler and cylinder
or oylinders on each half, guided by rack and pinions with the
cranks of the driving axle at right angles. And for the horizontal
boilers of the engines I make an internal square box the length of the
barrel, with the angles vertical and horizontal, and the ends fixed
like a cylinder cover with bolts to remove when required, and this
box I intersect with water tubes passing diagonally upwards and down-
wards at opposite sides of the square box so as to ensure circulation,
the tubes being fixed in the square box in any ordinary mode. And
for vertical boilers I form them in two parts to bolt together by a
horizontal joint, the lower part with fire tubes .containing the great
mass of water, and the upper part the steam space, with a portion of
water rising through external pipes connecting the two parts. Above
the fire tubes the steam portion forms a kind of hollow dome, against
which the flame leaving the tubes impinges, thence passing to the
chimney, giving additional heating surface, the fire tubes being entirely
covered by water. And for the wheels of engines and vehicles I make
improved tires, in which the wheels rest on springs within the tires,
the springs being made of bands or blocks. of india-rubber, either being
long blocks or circular cones, or taper or perforated, giving lateral
space for expansion and contraction, and by preference covered with
a band of steel or iron or other metal so that it can sustain no damage
by friction of the wheel in slipping. And when I use steel springs in
'the tires I use a series of short flat plates, either singly or in laminæ,
forming a polygon between the wheel and tire, the wheel resting on the
centre of the plates, and the ends of the plates resting on the tire, the
wheel being forced on with any desired pressure, and the plates and
wheels and tire are thus secured in place by side rings with cross keys
or bolts, or other methods. When I use the spring tires for the driving
wheels of engines, they are applied with sufficient pressure to prevent
slipping when not required for curves, but with facility for slipping on
curves or irregularities, to prevent slip between the rail and tire, and to

page_text: prevent mischievous torsion of the axle. And I also make such tires
with flanges on each side to enable them to adjust themselves to varying
guages, provision being made for the wheels to slide along the axles
and for efficient lubrication; while excluding dust and dirt, the spring
tires for vehicles may be applied with very little pressure, and if
lubricated with blacklead will allow easy slip, forming in fact the
equivalent of a loose wheel or wheels. And for tramway purposes,
when required to run occasionally on the ordinary surfaces of the road,
I make the flange a loose flat ring bolted through the rubber to an
angle iron tire, so that the flange will project circularly and guide the
wheel when on the rail, and will press upwards eccentrically to the tire
level when off the rail, and for road wheels, when no flanges are needed,
I make the tire in two parts, such as two angle irons or with one angle
iron and a flat ring bolted together across and clipping the wheel
between them, or I form a tire of segments of cast iron or wrouglit
'iron grooved or rebated and clipped by projecting edges of the flat
rings which are bolted together. And these spring tires will in many
cases dispense with the use of ordinary bearing springs for engines
and vehicles, and in the case of locomotive engines will facilitate the
application of outside cylinders to the fire-box or close to it, if desired,
getting rid of the overhanging caused when the cylinders are placed in
front of the engine. And another method of forming my spring tires
for traction engines or vehicles is as follows:-A series of shoes, either
of wrought or cast iron, arc bolted between rigid flat rings, either open.
jointed, and connected by covering plates rivetted on or welded solid.
The cross bolts pass through perforations or slots in the shoes. If
perforations or slots are used the metal must arch above the belt,
either at the centre or at cach end, and flat pieces of iron of greater
width than the wheel may be rivetted to the bottom of the shoes,
which may be made to tilt on the bolts so as to form flats of some
length on the road for the purpose of better adhesion. And between
the shoe centres on the road I place blocks of india-rubber of sufficient
depth to give the needful clastic yield, making the rubber pyrimidal,
i.c., broader at the bottom than at the top, and leaving ample side
space for expansion and contraction under the pressure of the load,
and the rubber may be perforated either vertically or horizontally, or
both, to give casier action. The rubber surface in which the wheel
rests may be covered with thin metal to prevent abrasion, and a drag
link or links may connect the two to the wheel to prevent slip without

page_text: preventing elastic action, the links working in slots cut out from the
edges of the wheel, and taking a bolt or bolts in the shoes. The
wrought-iron shoes are easily made by machines, the flat bars being.
cut off to the right length and stamped hot in moulds, or they may be
cast of tough metal not liable to break.
And in order that this my Invention may be readily understood, I
will proceed to describe the accompanying Drawings.
DESCRIPTION OF THE DRAWINGS.
Fig. 1, Sheet 1, shews an elevation, and Fig.1 in plan, shews an
engine formed of two frames bolted rigidly together with facility of
separating for shipment or repairs, dispensing with the ordinary tender.
The engine portion has six driving wheels, all coupled together as closely
as practicable in the usual horn plates, the flanges being omitted from
the central pair. All these wheels have spring tires herein-after
described, which may if desired dispense with the ordinary bearing
spring, and these tires will permit the wheels to slip within them so as
to prevent the tires from grinding or sledging on the rails when on
sharp curves. The cylinders are outside in front, permitting size, the
weight being balanced by the fire-box behind. A pair of small steam
cylinders are fixed to the frame or boiler, the piston passing downwards
between the two hinder wheels attached to a brake block worked by
the driver from the foot plate arresting instantaneously but without
skidding all six wheels, the force being measured. The hind end is
supported on four wheels, also spring tired, the two axles with the axle
boxes outside being coupled together by bars connected transversely, a
curved bar preferably of solid timber faced back and front with iron
plates and sliding between horn plates attached to the inner frame which
is angled to give space for the wheels to move to right and left placing
these axles at angles to suit the curves. The load is supported on a
single wide and powerful spring, retained at the right pressure by a
central bolt passing downwards from the buckle through the central
curved bed, the ends expanding with the play. The top of the buckle
is provided with a lubricated washèr which can slide beneath the upper
frame to give free lateral movement to the wheels. The four hind
wheels can thus adapt themselves to press equally on the rails, however
irregular or out of level drawn along by the horn plates. And the
central support may if desired be enlarged transversely, or supplementary

page_text: side springs applied to limit the amount of movement. It will be seen
that thus the fuel and water are carried on the four hind wheels, and
the load upon the engine driving wheels is constant and not variable as
when water tanks are applied on the engine frame. ·
A denotes the joint of the two frames provided with horn plates below
to keep it firm; B, the brake cylinders; C, the angled inner frames;
D, the horn plates attached to them; E, the curved bed; F, the transverse
spring and central slide'; G, a curved line indicating a radius of three
chains; H, the angle of the two hind axles on the curve, and six wheels
may be used to the hind end instead of four, in which case two curved
bars must be used. And if it be desired to support the cylinders in
front if very large and heavy, a pair of radial wheels may be applied'
similar to those shewn in Fig. 2. And if the engine be required for
great speeds I use four large driving wheels instead of six smaller as
shewn by the dotted lines on Fig. 1.
The
Fig. 2 shews an elevation, and Fig. 2ª in plan, a smaller engine with
four coupled driving wheels and two radial wheels, the frames and
brakes as before described at Fig. 1 and 1ª, but the radial bar in such
case is within the wheels formed of plate iron with deep curved sides to
pass between the horn plates bolted down on the axle boxes.
cylinders are shewn fixed to the fire-box to get rid of overhanging weight
in front, and the slide valves are thus worked from the outside of the
wheels on the tops of the cylinders. But if small, the cylinders may be
in front of the wheels as usual. A shews the joint of the frames; B, the
cylinders; C, the radial plates.
Fig. 3 shews in elevation, and Fig. 3ª in plan, a traction engine with
The
a vertical boiler A and a pair of spring tired wheels B, B.
cylinders C, C, are fixed near the top of the boiler and actuate a cranked
axle D with a pair of elastic gear wheels E, E. The front wheels F, F,
which may be also spring tired are attached to the radial plate G, G,
and are steered by a tooth wheel and handle H, H, indicated by the
dotted line. A transverse spring I bearing on the radial plate carries
the forward load; J is the water tank.
Fig. 4 shews in elevation, and Fig. 4* in plan, a double wagon to be
5 worked by traction engines either singly or in trains. A, B, are two
bodies each mounted on a pair of spring tired wheels C, either with
or without the ordinary bearing springs; D is a longitudinal bar of
Tiron, but which may be of timber or timber and iron combined. This

page_text: bar is pivotted at or about the centre of each body at the bottom.
E is a flat iron bar passing through the longitudinal bar and pivotted
to..two projecting arms at the inner corner of each body. Thus the
two bodies must make simultaneous movements in opposite directions
adapted to turn covers, as shewn on plan by the dotted lines F, G.
Traction eyes H are fixed at the wagon ends and they follow the tractive.
lead whether on straight lines or curves. The bodies on the under frames
are formed of thin boards corner plated and with through vertical bolts.
To prevent bulging a sliding cross bar cranked at the ends sliding along
the top of cach wagon. A door is formed at the lower part of each
side falling outwards to unload easily. The traction chains may be.
elastic and not pivotted.
Fig. 5 shews an clevation, and Fig. 5ª in plan, a railway wagon of
simple construction. The frame A, A, is of ordinary construction. The
wheels are spring tired either in rubber or polygonal steel plates. The
body is single, but of similar structure to that described by Fig. 4.
The traction rod B is devised so as to give easy traction without breakage.
It is rolled in one single parallel bar without joint or weld. The
hooks b, b, are bent upwards and a clip is fixed at the centre C, C, to
take two volute or other springs c, c, between the two cross bars D, D,
the clip and volute springs being carried by a strong bolt connecting
the two cross bars. The traction bar does not pass through the timbers
but is carried by two or four hangers from the headstocks, the action.
being limited so far as each wagon is concerned by the inner end of the
drawhook pressing against the headstocks in either direction. A general
elasticity throughout the train is given to the traction rods B by the
sinuous horizontal form shewn on the plan Fig. 5, which thus eludes
the jerks that cause rigid traction rods to bend or break the joints or
coupling chains, or other connections.
Fig. 6 shews a vertical boiler with vertical fire-tubes. The common
defect of these boilers is that the upper part of the tubes are left,
uncovered by water, so as to form a steam space, and the tubes get
unduly and unequally heated and work loose by expansion and con-
traction. To prevent this I form the boiler in two parts, the lower
containing the water completely covering the tubes and the upper
containing the steam and a small portion of water to prevent burning.
The fire-box A is made in the usual manner except that the crown is of
a. cone or dome shape to allow sediment to slip away from the tube.

page_text: plate B. The upper tube plate C is of the usual form. The upper
part D is a dome with an arched bottom d round a chimney tube C, and
passing through the steam space f, f. The form gives self contained
strength requiring no stays. The upper and lower parts of the boiler
are connected together by outside horizontal flanges bolted through but
not requiring a steam-tight joint. The communication from the water
below to the steam above is by two or more outside pipes of sufficient
diameter g, g, through which the water and steam ascends, the water
keeping a depth of about 6 inches over the bottom of the steam space
at h, h. The fire tubes i, i, and at the hollow space j, j, overlapped by.
the bottom of the steam chamber, against which the fire flame impinges,
being practically a top fire-box. By uncoupling the lip from the
bottom of the boiler the tubes are accessible for the purposes of repair.
This boiler is available either for common road tramways, railings, or
vessels in water.
Figure 7 shews in cross section an improved barrel for a horizontal
boiler. A is the outer shell, B a square tube the whole length of the
barrel rivetted together at the flanged corners, and made to take in and
out in the manner of cylinder covers. This square tube is intersected
at right angles with a series of water tubes C, standing at an angle
of 45 degrees with the horizon and forming a series of cells through
the whole length through which the flame plays, forming in fact a
As the
prolongation of the fire-box with an increase of heating surface.
flame passes along the water and steam rise through the inclined tubes
and the water flows downward between the angles of the square tube
and the shell, and so a constant circulation is kept up. The tubes
are fixed in any convenient mode but preferably are expanded within
and without the tube plates and form a perfect system of stays. As the
upper apex rises above the water level at d, d, the tubes beyond that
level may be imperfectly covered with water so as to be damaged by the
heat. This may be prevented by stopping off the heat with fire clay-at
the water level.
Fig. 8, Sheet 2, shews in section a portion of a spring tired wheel of
an improved form adapted for railway engines and vehicles. A is the
outer tire rolled or turned slightly concave on the inside at a and grooved
to receive the lips b, b, of the retaining rings B, B; C bolts securing the
retaining rings in their places; D, india-rubber blocks in segments; E,
a steel hoop; F, the body of the wheel.

page_text: Fig. 9 shews a portion of a spring tired wheel of similar construction
to Fig. 8, but having a packing of wood A between the india-rubber.
blocks and the outer tire.
Fig. 10 shews a portion of a spring tired wheel adapted for tramroad
vehicles. It is of similar construction to Fig. 8, but with the outer two
rolled with a double flange.
8
Fig. 11 and 11ª, shews a spring tired wheel and drag link for traction
engines on common roads. The wheel A as usually made to rest within
the tire. The tire is formed of two-flat plate rings of iron B, B, 5½ × ¾
with projecting lips b, b, at the outer edge not welded up but open
jointed with covering plates c, c, from 8 to 12 inches long rivetted on
at the outside. Twelve cast-iron segments D, D, grooved to receive the
projecting edges of the rings and secured by bolting through at the
joints. Twelve blocks of elastic rubber E, one to each segment, lie in
the channel between the bolts; they are covered by an open jointed
hoop of steel F, in which the wheel can slip or slide. To limit the
amount of slide, a link of iron or steel c, c, with two lugs g, g, passes
through, a 3-inch hole in the centre rib of the wheel, rim giving
complete play; a space is cut away at the edges of the wheel ring
to let these lugs pass downwards and take a cross bolt to through the
tire rings.
Thus free elasticity of the two is not impeded while undue
.
slip is prevented.
Fig. 12 and 12 shews a wheel of similar arrangement to Fig. 11. and
11. The spring blocks of india-rubber E are capped with block tin e, e,
to slip-on the wheel without damaging the rubber. In putting together
the rubber blocks and cast segments, one placed round the wheel and
held firmly by a strong circular clip in two halves drawn together by
strong bolts. The side rings are then placed in the grooves and bolted
together. A drag link G with two lugs passing over the mid rib of the
wheel and down through the side rings keeps both together without
interfering with the spring action. The bolt for the drag link passes
through the, covering plates at the joints.
Fig. 13 shews another form of spring tired wheel for traction engines.
A, the wheel; B, the tire; C, rings of angle iron rivetted to the tire C, C;
D, blocks of india-rubber between the wheel and tire held in position by
the angle iron edges; E; bolts passing through the angle irons and between
the rubber blocks keeping them in position; F, staples in the wheel

page_text: passing into the rubber blocks to prevent slip; G, straps of iron rivetted
across the tire with openings between to give bite. These wheels may
be used with Boydell's shoes if desired to put on when needed.
Fig. 14 and 14 shews a portion of a spring tired wheel formed of steel
plates. A; the outer tyre rolled with flanges a, b, C, C, the flat steel
plates abutting against each other and forming a polygonal between the
two curves; in this form bolts may be dispensed with, and a ring d fitted
in a groove on the inner side keeps all in place; also adapted for
traction wagon wheels with plain tires.
Fig. 15 and 15 shews a cast-iron tram wheel spring tired. A, cast-
iron wheel; B, flat wrought-iron flange ring bolted through with 8 bolts
to B, an angle iron flange ; C, 8'india-rubber-blocks; D. steel spring
hoop carried across capping the rubber and permitting the wheel to
slip, forming the equivalent of a loose wheel.
Figs. 16 and 16" shews spring driving wheel for traction engine. The
wheel is formed in any usual method and fitted with springs, tire A, A,
formed of two flat circular rings with lower lips a, a, holding between
them a series of cast-iron segments B, B, provided to receive the lips
and all bolted together by cross bolts at the joints. Between the wheel
and the bolts resting on the cast segments are placed flat plates of
spring steel c, c, in one thickness or in two or more layers forming a
polygon round the wheel. The segments of cast-iron may be grooved
across diagonally or otherwise to hold to the road. To prevent slip when
hauling a load, or drag bolt D is fixed across the two flat rings passing
through a large hole in the wheel to permit elastic action of the springs.
Fig. 17, 17ª, and 17b, Sheet 3, shews an elastic gear wheel. The inner
part with the shaft moving within the outer, with the teeth compressing
the volute springs in either direction and preventing all vibration, blows,
and breakage of teeth. The outer ring A is kept in plane with the
wheel B by the flat rings c, c, bolted through together at b, b.
Fig. 18 and 18ª shews an elastic gear wheel similar to Fig. 5, but
with india-rubber springs. A, the outer ring; B, the inner wheel; c, c,
flat rings bolted through the bolts b, b, passing through the centre of the
india-rubber springs.
Fig. 19 shews an improved arrangement for elastic gearing wheel for
road traction engines: The wheel is divided into two parts A, B. The
inner portion attached to the moving axle with the outer provided

page_text: with teeth c for gearing. The inside portion and the outer have each
four taper teeth D fitting against each other accurately to permit free
movement. Between the teeth are placed blocks of india-rubber E or
steel springs which yield to the force applied, and prevent all blows or
undue strain. To keep the rubber or springs in place with the wheel
two side rings of metal as before described are bolted, one on each side,
the bolts passing through the rubber and holding all together. There
is no loss of power as the amount of pressure is stored up and again giveņ
out analagously to the muscular action of an animal.
Having now described my said improvements, I wish it to be under-
stood that what I claim is,-
First. The locomotive engine herein-before described with six driving
wheels spring tired, the engine and tender being bolted together, and
the tender carried upon one pair of wheels having radial movement as
described by Figs. 1 and 1ª.
Secondly. The locomotive engine herein-before described and illus-
trated by Figs. 2 and 2.
Thirdly. The traction engine for common and tram roads herein-
before described with vertical boiler and vertical cylinders, spring tired
wheels and elastic gearing described by Figs. 3 and 3".
Fourthly. The double road wagon herein-before described with two
bodies having radial movement for working in combination with traction
engine described by Figs. 4 and 4°.
Q.
Fifthly. The railway wagon herein-before described carried on spring
tired wheels and with improved corrugated traction rod described by
Figs. 5 and 5".
Sixthly. The vertical steam boiler herein-before described formed in
two parts with steam dome and connecting pipes, the vertical tubes
being always covered by water, described by Fig³. 6.
Seventhly. The horizontal steam boiler herein-before described with
improved barrel formed of a square tube with flanged corners having
water tubes crossing each other at an angle and described by Fig. 7.
Eighthly. The spring tired wheels herein-before described, the springs.
.composed of india-rubber wholly, or of india-rubber and steel plates
combined, or of steel plates only, described and illustrated by Figures 8
to 10.

page_text: Lastly. The elastic geared wheels herein-before described composed of
india-rubber blocks and steel plates described and illustrated by Figs. 17,
18, 18, and Fig. 19.
In witness whereof, I, the said Ellen Adams, have hereunto set my
hand and scal, this Twentieth day of January, in the year of our
- Lord One thousand eight hundred and seventy-three.
ELLEN ADAMS. (L.S.)