IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
RUSSELL CRAMPTON, of Adam Street, Adelphi, Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Twenty-fifth day of
August, One thousand eight hundred and forty-six, in the tenth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Thomas Russell Crampton, my exors, adiñors, and assigns, Her especial
licence, full .power, sole privilege, and authority, that I, the said Thomas
Russell Crampton, my exors, adñiors, and assigns, or such others as I, the
said Thomas Russell Crampton, my exors, admors, or assigns, should at any
time agree with, and no others, from time to time and at all times during the
term of years therein expressed, should and lawfully might make, use,
exercise, and vend, within England, Wales, and the Town of Berwick-upon-
Tweed, my Invention of "IMPROVEMENTS IN LOCOMOTIVE ENGINES;" in which
said Letters Patent is contained a proviso, that I, the said Thomas Russell
Crampton, shall cause a particular description of the nature of my said
Invention, and in what manner the same is to be performed, by an instrument
in writing under my hand and seal, to be inrolled in Her said Majesty's High
Court of Chancery within six calendar months next and immediately after the
date of the said in part recited Letters Patent, as in and by the same, reference
being thereunto had, will more fully and at largo appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, 1, the said
Thomas Russell Crampton, do declare the nature of my Invention of certain
improvements in locomotive engines consist in certain arrangements and
combinations, which are set forth and described in the accompanying Drawings,
Sheets 1, 2, and 3, and the following Specification.
My first improvement consists in the combination of an extended fire
box, with a locomotive engine, having the axle of the driving wheels placed
at the end of the fire box, as shewn in Figures 1, 2, and 3, Sheet 1, by which
I am enabled to reduce the distance between the extreme wheels of the engine,
at the same time to insure an increased amount of 'fire-bar surface.
Figure 3, Sheet 1, is a longitudinal section of a locomotive engine, having
the lower portion of the fire box A extended longitudinally; this extension of
the fire box A may be made under the axle of the driving wheel marked B,
or under the tubes at the part marked C, either separately or combined. It
should be understood that in all cases when practicable I make that portion
of the fire box A under. the tubes marked D; D, Figure 3 and Figure 6, of
a form nearly corresponding with the cylindrical part or main body of the
boiler.
My second improvement consists in employing an extended fire box under
the cylindrical part or main body of the boiler of a locomotive engine, in com-
bination with engines having the axle of the driving wheels under the boiler,
'as shown in Figure 5, Sheet 2, in which A represents the extended fire box,
and B, the section of the straight axle of the driving wheels, by which I gain
an increased amount of fire bar surface, without rendering it necessary to
increase the distance between the extreme axles; and when the axle is further
from the fire box than shown in Figure 5, then I prefer to make the boiler
with its fire box, as shown at Figure 3, Sheet 1.
It should be remarked that it is extremely desirable to reduce the amount
of weight which overhangs the axle of the driving wheel when unsupported
by a small wheel C, Figure 5, Sheet 2. This reduction in the overhanging
weight I accomplish in engines of this construction by forming the end of the
fire box, as shown by the straight dotted line D, D, or in the curved direction
shown by the dotted line D, E; the fire box in either case may be extended
under the driving axle to any convenient distance; in both cases the required
amount of fire bar surface would greatly regulate the extent of alteration.
My third improvement consists in the adaptation of a spring placed. parallel
to the end of the boiler, as shewn in the end elevation, Figure 5, Sheet 1, for
supporting the engine on the axle of the driving wheels at the end of the fire
box, the advantages of which consist in gaining the spaces, which in engines

page_text: of the ordinary kind are occupied by the side springs, besides affording greater
facilities of adjustment.
In Figure 5, Sheet 1, F represents the spring fixed above the fire door P,
having communication with the axle boxes G, G, in which revolve the
axle H of the driving wheels. I would remark, that I am aware that springs
for suspending the boiler have before been placed transversely, but in such
cases the springs were applied to the axles of the running wheels, and not to
the axles of the driving wheels, which is the peculiarity of the present
combination, and in the former cases the transverse placing of the springs
was below the foot plate, in place of above, as it is in the present arrange-
ment.
My fourth improvement consists in placing a spring across the upper portion
of the cylindrical part or body of the boiler, as seen in Figures 5 and 6,
Sheet 2, in engines having the axles of the driving wheels placed under the
body of the boiler, as shewn in that Figure, which state of combination
renders it possible to have a fire box of an increased dimension, corresponding
with the space gained by the absence of the side springs at present employed.
This will be better understood by referring to Figures 5 and 6, Sheet 2, in
which it will, be seen that the transverse spring marked F, communicating
with the driving wheel axle boxes G, G, by means of the links marked H, H,
in no way interferes with the width of the fire box.
My fifth improvement consists in using outside excentrics or return cranks
for working the slides in combination with engines having outside cylinders,
with a straight driving axle placed behind the fire-box, as shown in Figures
1, 2, and 3, Sheet 1. The peculiar advantages resulting from this arrange-
ment consist in my being enabled to bring the curved line of the fire box
marked a, Figure 3, Sheet 1, nearer to the driving axle B than if excentrics
were fixed between the wheels. This combination also prevents the necessity
of having the valve rods (communicating from the eccentric gear to the slide
valves) passing between the wheels and fire box, thereby obviating the incon-
venience which would in that case result from any derangement. It will also
be perceived, that I can place the driving axle B closer to the fire box in a
longitudinal direction than if excentrics of the usual kind were fixed on the
axle in the ordinary manner. My fifth improvement will be better understood
by referring to Figure 1, Sheet 1, which is an elevation of an engine having
outside excentrics, as before described, in which L is one of the driving wheels,
the axle of which is placed as near the fire box as convenient on the boss of
the driving wheel L; the main crank pin M is fixed from this crank pin M.
A small crank O is returned in such a manner that the pin N projecting from

page_text: it is in a line with the centre of the axle, see Figure 2, Sheet 1. On this
pin N the two excentrics R, R, are fixed. I should observe, however, that
instead of excentrics two small cranks may be used, as shown in Figures 7
and 8, Sheet 2, in which a is the bearing usually called the crank pin, from
which an arm b is returned to the required position provided with the bearing c;
this bearing is for the purpose of moving the slides when the engine is going
in one direction. Fixed or united in one piece with the bearing c, is another
arm marked d, having a bearing e, for the purpose of moving the slides (by
means of communications unnecessary here to describe) when the engine is
going in the reverse direction to that before alluded to. It will be obvious
that the small bearings or cranks c and e must be placed in the same relative
positions with the main cranks as excentrics on ordinary engines. It should
be remarked, that the communication with the slide, shown in the Drawing,
Figures 1 and 2, Sheet 1, is the, ordinary link motion, which is now very
generally used, and that the peculiar mode of connection with the slide would
be varied so as to be adapted to the particular arrangements of the machinery.
to which it is applied.
My sixth improvement consists in employing outside excentrics, as, before
described, in combination with engines having the straight axle of the driving
wheels placed in the position shown in Figure 5, Sheet 2. This arrangement
allows the cylindrical portion or body of the boiler F to be brought nearer to
the axle B than if excentrics of the ordinary kind were fixed thereon, as well
as the means of bringing the curved part of the fire box f nearer to the axle
of the driving wheel B. I should observe, that the frame of the engine would
in that case be so formed as to facilitate the removal of the axle when
required..
My seventh improvement consists in placing a fire door marked S, Figure 3,
Sheet 1, under the axle of the driving wheel, where sufficiently large driving
wheels are used for the purpose of rendering the firing more effective than
would be the case of the fire box A were beyond a convenient length, or from
any other cause. The upper door P may be advantageously used in com-
bination with that before described, and the foot plate Q of the engine, which
is shown in the Drawing, to suit the upper door P only would have to be
suitably arranged in the event of two fire doors being used.
My, eighth improvement is exhibited in Figures 1 and 2, Sheet 1, and
consists in placing the pumps W, W, and the excentrics R, R. (for working
the slide valves T), in such a position that they shall not be underneath the
body or cylindrical part of the boiler X, in combination with the engines
having outside cylinders and straight driving wheel axles as well as to other

page_text: enginės; the advantages resulting from this combination being the increased
facility of the means of repairs in case of derangement, besides readily
exposing to view the whole machinery when inspection is only requisite.
My ninth improvement consists in forming the body of the boiler, as scen by
the dotted line Y, Figure 6, Sheet 1, in combination with engines having the
driving wheel, placed as shewn in Figures 1, 2, 3, 7,'8, and 9, in 'Sheet 1, and
also Figure 1, Sheet 2, for the purpose of increasing the amount of evaporating
surface without being compelled to add to the height of the centre of gravity
of the engine above that of the present engines, which have the driving wheel
axle under the body of the boiler, as seen in Figure 5, 'Sheet 2. It may be
observed, that by placing the driving wheel axle in the position before
mentioned, the whole body of the boiler may be brought much nearer the
ground than those now in use, see Figure 3, Sheet 1, and therefore com-
pensates for that additional height given to the upper part of the boiler. By
adopting the oval form of boiler, a greater number of tubes may be introduced;
at the same time, stays imust be used to insure the requisite strength. Oval
boilers are occasionally made to an extent of about three inches, it being
thought unsafe to extend it further in the present engines. It will be obvious
to engineers that the means which I propose allow of an extension of from six
to fifteen inches, and even more if required, without the centre of gravity
being bigher than some of the ordinary engines with the driving axle under
the body of the boiler.
My tenth improvement is shewn in Figure 7, Sheet 1, and consists in
attaching the smoke box end e of the engine to the tender containing water,
instead of at the fire box end 9 as usual; the driving wheels and fire box in
this case moving in advance, the effect of which is to draw the engine after
them for the convenience of firing; a receptacle f, Figures 7; 8, and 10, suf-
ficiently capacious to contain the requisite quantity of fuel, is placed at the top
of the boiler, or in any other suitable position. The general arrangement of
the parts of the engine, shown in Figure 7, Sheet 1, is similar to that shown
in Figures 1, 2 and 3, to prevent the inconvenience arising from the brakes-
man being compelled to go to the tender from the footplate of the engine
when the brake is required to be used. I make a communication from the
brake on the tender to the fire box end of the boiler, either by means of a
chain or other suitable apparatus. One of the means which I employ will be
understood by referring to Figure 4, Sheet 2, in which 9 représents the handles
of the ordinary brake ön the tender to the spindle h, to which is fixed a
grooved wheel i; at the fire box end of the engine an upright spindle k is
placed, having a handle at the top; immediately below the handle is a
g

page_text: circular joint m for the purpose of allowing the lower portion of the spindle
to move freely in any direction; to the bottom of the spindle k is attached a
spring n by means of a link o; a grooved wheel p is fixed to the spindle
corresponding with that on the tender; over which two grooved pullies an endless
chain 1, r, passes, and consequently a communication is effected between the
engine and tender. The spring n is for the purpose of keeping the chain
tight when the distance at s between the engine and tender varies; a break
may be applied to the engine wheels to be used in cases of emergency.
My eleventh improvement is shewn in Figure 9, Sheet 1, and consists, in
placing the axle of the driving wheel at the end of the smoke box, as shewn.
I should observe, that the extension of the fire box I, as before described, is
carried only under the body of the boiler, and the general arrangements of the
working parts are the same as shown in Figures 1 and 2, Sheet 1.
My twelfth improvement consists in the arrangement of the parts of a
locomotive engine when the straight driving wheel axle K is placed in a recess
in the boiler, as shewn in Figures 2 and 3, Sheet 2; the eccentrics and pumps
are placed outside, as before described, in combination with external cylinders.
A stean communication L, Figure 3, should be made from one side of the
recess to the other; this recess for the driving axle may be made over the firo.
box, or over any part of the body of the boiler, according to circumstances;
in all cases where the diameter of the boiler is great, the placing the eccentrics
and apparatus connected therewith, as before described, offers decided advan-
tages, as there is but little space between the driving wheel bearings and the
boiler. It will be seen, that a bridge M, Figure 3, Sheet 2, is placed across
the fire box to prevent the fuel passing into the tubes N.
My thirteenth improvement consists in the combination of outside eccentrics,
punips and cylinders, as before described, with an engine having the boiler
similar in construction to that shewn in Figure 3, Sheet 2, with the exception
of the driving wheel being placed at the end of the extended fire box instead
of in a recess, as before described, as seen by the longitudinal section, Figure 1,
Sheet 2, in which P represents the extended fire box, and O the axle of the
driving wheel.
. My fourteenth improvement consists in employing a fire box of n loco-
motive engine, of the form shewn in Figures 7, 8, 9, and 10, Sheet 3, in com-
bination with an engine having the driving wheels at one end of the boiler, S
as seen in Figure 7, by which I am enabled to increase the diameter of the
cylindrical part or body of the boiler to a much greater extent than has been
hitherto accomplished, and consequently augment the amount of heating
surface in a corresponding ratio. In Sheet 3, A, Figures 7, 8, 9, and 10,

page_text: represents the cylindrical part or body of the boiler, which in the Drawing is
four feet nine inches in diameter, the wheels being adapted to the narrow or
four feet eight inches and a half guage. B is the fire box having two pro-
jections marked C, C, of the form best seen in Figures 9 and 10. In Figure 10
it will be seen that the projections C, C, are in the front of the driving wheels
D, D, and in Figure 9 the small dotted circles shew some of the tubes gained
by this arrangement.
My fifteenth improvement is exhibited in Figures 1 and 2, Sheet 3, and
consists in coupling two locomotive engines together at the fire box end of
the boiler, having only one tender, by which contrivance only one set of men
are required to work the two engines.
Figure One, Sheet 3, represents an elevation, and Figure 2 a plan of two
locomotives coupled together at the fire box end of the engines; F, the tender
for containing the water common to both engines; G, G, are two receptacles
for containing coke placed on the top of the fire box of each locomotive; and
H, H, H, H, H, the suction pipe for the feed pumps communicating with both
engines and water tank. The arrangement for the brake, shewn at I, I,
Figure 1, Sheet 3, is similar to that represented at Figure 4, Sheet 2. I wish
it to be understood, however, that I do not confine myself to this application
of the brakes, as they may be applied to the wheels of the engine, as is now
frequently the case.
My sixteenth improvement consists in the peculiar construction of a metallic
packing to the back of the ordinary description of valves used in locomotive
engines, so as to prevent a portion of the steam acting on the back of the
valve, and thereby obviate the friction, and wear and tear resulting from
the full pressure pressing it against the face of the cylinder. Figure 3,
Sheet 8, is a section through such valve, showing also a part of the slide box;
Figure 4, a plan of the back of the valve; Figure 5, an end view with the
corner spring shewn, in section; and Figure 6, a view of the face of the valve.
c, c, c, Figures 3, 4, and 5, is a cast iron or metal ring which slides truly
against the inner surface of the slide jacket K, as shewn in the Drawing.
L, L, in Figures 3 and 4 is a thin ring of brass, say of about twenty wire
guage in thickness, the external edge being secured to the ring c just described,
and the internal edge fixed to the back of the valve M; the elasticity of the
thin metal ring L is sufficient to keep the ring c pressing against the interior
of the slide jacket, as before described, when the engine is not working.
When, however, the engine is in motion, the steam acts upon the under side
of the ring and keeps it pressing against the slide jacket with sufficient force

page_text: to exclude the steam from that portion of the back of the valve within the
ring, while it will be evident that the steam acts on a portion of the valve to
keep it fairly pressing on the face of the cylinder; the small hole marked R
is for the purpose of allowing any steam which might enter the back of the
valve a free escape. The spiral springs, shewn in the different Figures, are
only to be used in case the ring should stick by dirt or otherwise.
Having now described the various features of my Invention, I wish it to be
understood that I do not claim any of the well-known parts of locomotive
engines separately; but what I do claim, is;-
First, the combination of an extended fire box with a locomotive engine,
having the axle of the driving wheels placed at the end of the fire box, as
before described.
.
Second, an extended fire box under the cylindrical part or main body of the
boiler of a locomotive engine, in combination with engines having the axle of
the driving wheels under the boiler, as before described.
Third, the use of a spring, placed parellel to the end of the boilers, as before
described.
Fourth, the use of a spring across the upper portion of the cylindrical part
or body of the boiler in engines, having the axle of the driving wheels placed
under the boiler, as before described.
Fifth, the use of outside excentrics or return cranks for working the slides,
in combination with engines having outside cylinders with a straight driving
axle placed behind the fire box, as before described.
Sixth, the use of outside excentrics, as before described, in combination with
engines having the straight axle of the driving wheels placed in the position
shewn in Figure 5, Sheet 2, as before described.
Seventh, the fire door, marked S, Figure 3, Sheet 1, under the axle of the
driving wheel, as before described.
Eighth, the placing the pumps and eccentrics (for working the slide valves)
outside the framing of the engine, as before described.
Ninth, the forming the body of the boiler, as seen by the dotted line Y,
Figure 6, Sheet 1, in combination with engines having the driving wheel
placed as shewn in Figures 1, 2, 3, 7, 8, and 9, in Sheet 1, and Figure 1,
Sheet 2, as before described.
Tenth, attaching the smoke box end of the engine to the tender containing
water, as before described.
Eleventh, placing the axle of the driving wheel at the end of the smoke box,
as shewn in Figure 9, Sheet 1, as before described.

page_text: Twelfth, the combination of outside cylinders, eccentrics, and pumps with an
engine, having the straight axle of the driving wheel placed in a recess in the
boiler, as before described.
Thirteenth, the combination of outside eccentrics, cylinders, and pumps, as
before described, with an engine having the boiler similar in construction to
that shewn in Figure 3, Sheet 2, with the exception of the driving axle being
placed at the end of the extended fire box instead of in a recess, as before
described.
Fourteenth, the use of a fire box with projections, as before described,
adapted to receive a large diameter of boiler, as before described.
Fifthteenth, the coupling two locomotive engines at the fire box end, as
before described.
Sixteenth, the adaptation of metallic rings, for the purpose of relieving the
back of the slide valve of .a portion of the pressure of the steam, as before
described.
In witness whereof, I, the said Thomas Russell Crampton, have hereunto
set my hand and scal, this Twenty-fifth day of February, in the year
of our Lord One thousand eight hundred and forty-seven.
THOMAS RUSSELL (L.S.)
AMPION.
AND BE IT REMEMBERED, that on the Twenty-fifth day of February,
in the year of our Lord 1847, the aforesaid Thomas Russell Crampton
came before our said Lady the Queen in Her Chancery, and acknowledged
the Specification aforesaid, and all and every thing therein contained and
specified, in form above written. And also the Specification aforesaid was
stamped according to the tenor of the Statute made for that purpose.
Enrolled the Twenty-fifth day of February, in the year of our Lord One
thousand eight hundred and forty-seven.