IMPROVEMENTS IN PROPELLING CARRIAGES ON RAILWAYS, AND IMPROVEMENTS IN PROPELLING VESSELS
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
SAMUEL TEMPLETON, of Sussex Place, Kensington, in the County of Middlesex,
Artist, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Twenty-seventh day of February, in the ninth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said John Samuel Templeton, my exors, adñors, and assigns, Her especial
licence, full power, sole privilege and authority, that I, the said John
Samuel Templeton, my exors, admors, and assigns, or such others as I, the
said John Samuel Templeton, my exors, adiñors, 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 Town of Berwick-upon-Tweed,
my Invention of "IMPROVEMENTS IN PROPELLING CARRIAGES ON RAILWAYS, AND
IMPROVEMENTS IN PROPELLING VESSELS;" in which said Letters Patent is con-
tained a proviso that I, the said John Samuel Templeton, shall cause a
particular description of the nature of my Invention, and in what manner the
same is to be performed, 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 large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
John Samuel Templeton, do hereby declare that the nature of my said Inven-
tion, and the manner in which the same is to be performed, are fully described
and ascertained in and by the following statement thereof, reference being
had to the Drawings hereunto annexed, and to the figures and letters marked
thereon, that is to say:-
My Invention relates; first; to a mode of arranging the longitudinal valve
covering the longitudinal opening of tubes used on railways for obtaining
power to propel locomotive engines and carriages.
DESCRIPTION OF DRAWING A.
Figure 1 shews a plan, Figure 2 a side view, and Figure 3 a section of
an arrangement of longitudinal continuous valve attached to a continuous
main or pipe, to be charged with compressed air, gas, or vapour, or it may be
fluid; the other Figures showing the tubular instrument or apparatus by means
of which I propose to draw off continuously through said valve such com-
pressed air, gas, or vapour, or fluid from the main or tube to be used for their
respectively appropriate purposes to which they may be applicable for
generating motive power, or otherwise facilitating the propelling of carriages
on railways. Figure 4 shows a section of the tube and valvular apparatus,
with the tubular plate by which the communication is formed with the
locomotive; and Figure 5 shows a side view and under side view of the plate
separately. D are continuous flanches projecting outwards from the centre of
the continuous slot or opening E in the tube or main F. A are continuous
strips of leather or other suitable material, which should be of such a kind as
to combine an adequate degree of strength and flexibility; these are securely
fastened to the inner side of the flanches D by the plates B and the bolts and
screws a (so as to form an air-tight joint); these continuous strips of leather
or other suitable material are of equal and regular width, and extend a
sufficient way into the interior of the tube, where their inner edges are firmly
pinched and secured together by means of the bars or plates C and bolts or
rivets G, and the inner edges are also retained in their proper places and
distance within the tube by means of the rods or stretchers H, which rods or
stretchers are at their upper or outer ends firmly secured air-tight in grooves in
the flanches D, and at their inner or lower ends to the bars or plates C, so
that the flanches D and the bars or plates B and C form together a species of
framing, to which said strips of leather or other suitable material are attached,
and which keeps them secured and air-tight in their proper situation. 6 are
two series of plates of metal, one of which series is rivetted or otherwise

page_text: securely fastened to each strip of leather or other suitable material on the
opposite and corresponding surfaces; these plates must be of no greater
length than will admit of this part of the valve, of which they form a part, to
possess a considerable degree of flexibility; the outer edges of the said plates
must be so bevelled that while they bear firmly and securely on the lower
edges of the plate or bar B, their inner edges, being also properly bevelled,
will bear against one another, and by this arrangement and construction the
two together will be of sufficient strength effectually to resist the
pressure of
the expansive force or outward pressure that may be generated or formed
within the tube, while they freely yield to pressure from without. e, e, are a
series of small holes in tho strips of leather or other suitable material close
to the bars or plates C; these holes must not be opposite to one another, but
must be placed alternately on opposite sides; they are for the purpose of
forming a communication between the interior of the tube or main and the
locomotive by means of the apparatus hereafter to be described. When the
valve is adjusted to the main or tube in the manner just detailed above and
shown, if a sufficient degree of pressure be formed within the tube by means
of compressed air, gas, or vapour or liquid, this pressure will force the leathers
or other suitable material together, and keep them in close contact, so as to
prevent the escape of said compressed air, gas, or vapor or liquid. It will
also force the plate b, b, into the position represented in Figure 3, in which
they will support or bear the pressure from within the tube or main, and the
leathers or other suitable material will have but little strain on them. To
assist the plates 6, 6, in assuming this position there may, if found necessary,
be weights attached to them at convenient intervals, one of which weights
being shown by dotted lines in its proper position in Figures 3 and 4, or stout
springs may be used for this purpose, as shewn at L, L. To effect the
communication between the interior of the main or tube and the locomotive I
use a tubular plate or apparatus, the form of which is shown by the transverse
section M in Figure 4, where it is shown in its proper situation, inserted in
the before-described valve. i, i, i, i, are passages in the plate M. These
passages pass up through the entire length of the tubular plate, and terminate
in any convenient pipe or passage by which the communication can be
continued or completed to the appropriate part of the locomotive or carriage
where said compressed air, gas, or vapour or liquid is to be used or expended
for the purpose of generating or assisting to generate motive power therein.
The lower extremity of the said tubular plate, where it comes in contact with
the leathers of the valve, I prefer to be made of steel, and highly polished,

page_text: which will diminish friction and the abrasion or wearing of the leathers or
other material employed when inserted in the valve, as shewn in Figure 4.
It should be so attached to the locomotive that its lower extremity should just
reach as far as the holes e, e, in the valve leathers, which for the time being
will be retained apart by it, forming an open space f between the said leathers
and the said lower extremity, by means of which open space a communication
is formed between the holes e, e, in the valve leathers and the perforations i, i,
in the tubular plate; and I would wish to observe, in order more completely
to secure this communication, the said lower extremity is formed in a concave
manner, as shewn at k, k, Figure 5, and also at f, Figure 4. The said
tubular plate, so adjusted, must be secured to the locomotive or carriage in
any convenient and suitable manner, so as to be moved along therewith, and
its attachment to the locomotive or carriage must be of such a nature as to
allow for any slight inequality either in the motion of the locomotive or
carriage, or in the passage of the tubular plate along the valve, as is well
understood. The tubular plate can be inserted in or withdrawn from the
valve at any point without inconvenience or leakage. In its passage along
the valve, owing to its wedge-like form, the valve leathers will, by the
pressure within the tube, be kept in close contact with its polished surfaces,
and thus air, gas, vapour, or liquid cannot escape except through the holes e, e,
The surface of the
and the perforations i, i, as shown by dotted arrows.
tubular plate may be kept constantly lubricated by permitting a minute
quantity of any kind of oil to flow down along its surface from a small reservoir
at its upper part.
What I claim as the first part of my Invention is, the mode of arranging
valves in combination with the apparatus M, in connection with a locomotive
engine, as herein described.
I will now describe the second part of my Invention, which relates to a
mode of arranging the parts forming the valve of tubes used for obtaining power
where a plenum is employed in working railways in combination with a locomotive
engine. In the Drawings B, Figure 1 shows a section, Figure 2 a plan partly
in section, and Figure 8 a longitudinal external view, partly in section, of part of
a tube, according to this part of the Invention. a, a, is the main pipe or
tube, which, it will be seen, has no continuous slit or opening, but is perforated
with holes, as shown at b, b, through which the air or other fluid passes into
the chambers c, c, which are formed by there being projecting ribs a³, a³, and
a, to which are secured the flexible material d, d, forming the valve. This
flexible material I prefer to be composed of a layer or sheet of vulcanized

page_text: india-rubber, gutta percha, or stout felt, saturated with either a solution of
india-rubber or gutta-percha or other similar material (1), so as to be imper-
vious to the atmosphere or other fluid employed. Over this flexible material (1)
I place a thickness of leather 2, 2. These thicknesses of flexible material I
secure at their edges by the bars 9, 9, and screw nuts h, h, and they have
perforations, through which the air or other fluid forming the plenum
within the tube passes to the tubular instrument attached to the locomotive
engine, as was described in respect to Drawing A. These perforations i in
the parts of the flexible material are not placed directly opposite each other,
but alternately on the opposite sides, as shown in Figures 2 & 3; so that the
air or other fluid may readily be conducted into the instrument M (as shown
at Figure 4), and the leaking from within the tube more effectually prevented.
I will now describe a modification of the second part of my Invention,
which is also shown in Drawings B, and which relates to a mode of con-
structing apparatus to supply compressed air or other fluid to locomotive
engines for the purpose of propulsion on railways. Figure 5 shows a cross
section, Figure 6 a plan of parts part partly in section, and Figure 7 a
longitudinal side view partly in section, of parts according to this part of the
Invention. a is a continuous bearing of wood or other suitable material, to
which is secured, as shewn, the solid metal frame or continuous trough b, b, to
which is secured the flexible material which, with the parts b, b, form the
continuous chambers or tubes c, c, for the compressed air or other fluid used.
This flexible material I prefer to be composed of similar materials to those
described with respect to Figures 1, 2, 3, & 4 of Drawings B; and therefore
I have made use of similar letters of reference to indicate them, and the
description thereof given will apply to this. In the plan I have shown how
my improved arrangement of valvular tube may be divided into sections, and
there connected together, there being flanges b', 6', to the parts b, by which
the lengths of pipe at those parts are connected together by screw nuts 6³, and
by which the ends of the flexible material are also secured at the junctions, as
shewn. The air or other fluid is supplied to the parts of the tubes by a pipe l,
with branches, each of which has a cock, so that the supply may be admitted
to either of the parts C or D, or both, as required; and there are channels or
pipes of communication 6 formed at intervals between the parts c, c, of the
apparatus for the free passage of the air or other fluid employed from side to
side of the valve, as shown. The tubular instrument to be used with this
arrangement is similar to that described with respect to Drawing A and
Figure 4 of Drawing B; the description thereof here, therefore, need not
be repeated. It will be seen that this modification differs from that last

page_text: described in respect to the valvular apparatus alone being employed to form
the supply tube.
What I claim in respect to Drawings B are the means above described of
transmitting air or other fluid under pressure to locomotive engines.
I will now proceed to describe the third part of my invention, which is
shewn in Drawing C, and which relates to arranging the continuous tube
used for obtaining motive power on railways with a continuous longitudinal
partition, so as to form two continuous and distinct compartments in the
direction of the length of such tube; the one part to be used for the purpose
of a vacuum, and the other as a plenum in combination with locomotive
apparatus, as described in the Specification of my former Patent, where it was
proposed to have two tubes laid down on a line of railway, one as a plenum,
and the other as a vacuum, and the air or other fluid from the plenum
tubo was to be discharged by the working of the pistons of the locomotive
engine into the vacuum tube. Figure 1 shews a section, and Figure 2 a plan, of
a part of such tube, partly in section. a is the tube, which is divided into two
parts, A, B, (each serving as a separate tube,) by the partition b. The part A
I propose to be that used as a plenum, and the part B as a vacuum;
a², a², a³, are ribs projecting upwards from the tube for the purpose of
sustaining the edges of the flexible packing used to close the passages into the
parts of the tube, as described in this Specification in respect to other parts
of the Invention; and as the same letters of reference are used to indicate.
similar parts, the description there given will apply to these. In order that'
the flexible packing forming the valve of the part B may be inflated, I form
passages z, z, from the plenum part A, so that the air or other fluid in the
part A may pass thereto; and I would remark that the plenum side of the
tube and the vacuum side of the same may be used either conjointly to
transmit (through the locomotive cylinders the same compressed air or other
fluid) from the one compartment to the other, or independently without
communication through the locomotive cylinders, as will be understood by
reference to other parts of this Specification where it is proposed to employ
vacuum tubes into which the spent steam of the locomotive is to be transmitted,
and also whero gas is proposed to be conveyed for the purpose of supplying
locomotives for the purpose of obtaining heat.
What I claim in respect to this part of the Invention is, the constructing
and applying a divided tube as described in respect to Drawing C, so that a
plenum and vacuum may be employed, cither conjointly or independently,
in propelling carriages, as explained.
"
I will now describe the fourth part of my Invention, which relates to

page_text: improved modes of applying friction rollers in connexion with screws attached
to locomotive engines and carriages, for the purpose of propelling the same on
railways. These improvements are shewn in Drawings D. Figure 1 shews a
section of parts of a locomotive, with apparatus according to my Invention,
and Figure 2 a plan of portion of a line of railway. a is a cylinder attached
to the locomotive, and which has a stout axle a', carried in bearings as shewn,
so as to turn therein, and at the same time admit of a slight longitudinal
yielding; for this purpose the axle of the cylinder a is borne against by stout
springs a³, so that in the event of any irregularities in the parts of the railway,
such irregularities may not act injuriously on the locomotive. The situation
of the cylinder may be varied, but it must be parallel to the rails of the rail-
way on which the locomotive moves. On the outer surface of the cylinder,
and projecting therefrom, I place a series of rollers c (all being in every
respect exactly alike); these rollers are placed at short regular distances apart
one from the other, so as to admit of their revolving on their centres without
touching each other, and they are secured to the cylinder by stout pins passing
through holes in their centres, on which they turn freely as axes, and they
are still further secured in their situations by such other fastenings or bearings
as may be convenient and necessary, it being understood: that they must be
placed with one of their flat sides turned to the convex surface of the cylinder a.
The order in which the wheels or rollers c must be placed on the cylinder a
is that of an accurate regular helix, winding several times round the outer
surface of the cylinder, from end to end thereof, as shewn. On one end of the
axle of the cylinder a I affix a pinion d, which gears into a spur wheel dr
which with the bevilled pinion d³ is adjusted on the axle N; which receives
motion from the cranked axle A of the locomotive, by means of the bevilled
wheel A', affixed on the axle A, taking into the bevilled pinion d'; and I
prefer that the bevilled pinion A¹ be capable of being loose on or made fast to
the axle A by a clutch, so that it may be thrown out of gear with the pinion d³,
at times when not required to use the cylinder a. Along the centre of the
line of railway, and under the cylinder a, I fix securely and firmly, in any
convenient way, certain bars or plates h, of adequate strength and suitable
form, in a direction obliquely across the railway, and so that each may be acted
upon by one or more of the rollers c at the same time when the cylinder a is
passing over them; the obliquity of these bars h, and their position, must'
correspond accurately with the obliquity or pitch of the helical line of wheels
or rollers c, on the cylinder a before described, and the distance apart of the
said bars or plates must correspond with equal accuracy to so much of the
length of the cylinder occupied by one complete turn of the helical line of

page_text: wheels on the surface thereof, measured by a right line thereon, parallel to its
axis. These bars h must have their upper edge or surface suitably formed to
be concentric with the surface of the cylinder a, but so as not to be in contact
therewith, and they must be just so elevated and fixed in their places that
when the said cylinder is made to turn by the steam or other power of the
locomotive, the edges or peripheries of the said wheels or friction rollers are
to be brought into contact with and roll along the more advanced perpendi-
cular or upright surface of the oblique bars or plates (which I prefer should in
every case be in the form of parts of the thread of a female screw), and by
their continued reaction thereon propel the locomotive and the train thereunto
attached. Figure 3 shows, on a larger scale, a modification of the above
arrangement of friction wheels applied to a screw propeller; in this case the
friction rollers are placed radially to the axis of the propeller shaft, and act by
their bevilled edges on the bars h, as shewn at Figure 4. Figure 5 shews a
plan of part of the line of bars h, and Figure 6 one of the friction rollers
separately. Similar letters are used in these Figures, to indicate similar parts
used in the previous Figures. Figure 7 shews a longitudinal elevation, and
Figure 8 a plan of another mode of applying the friction rollers, in which the
locomotive screw propeller is made to act on friction rollers applied vertically
to upright grips or bearings, which are also attached firmly to the ground by
being screwed or bolted to a sleeper laid longitudinally along the centre of the
line of railway between the rails. These grips or bearings must be placed at
suitable intervals apart to receive the thread of the screw propeller. In these
Figures the same letters of reference are used to indicate similar parts wherever
they occur as were used in describing the previous arrangement. I would
remark, that the advantage of this last-described arrangement of the screw
propeller acting on fixed upright grips or bearings is, that the screw propeller,
when propelling the locomotive, exerts but little lateral or side action, but the
force employed is expended in propelling forward or backwards, as may be
required, and the liability of the rollers to derangement, from accumulation of
snow, the action of frost and the like, will not be so great as when the rollers
are placed horizontally. And I would remark, that although in describing the
Drawings D I have spoken of and shewn the screws as applied to and carried
by the framing of the locomotive engine, I do not confine myself to such
arrangement, as in some cases the screw propeller may be carried by a
separate truck or carriage, there being a suitable connection formed between
the axis of such screw propeller and the machinery of the locomotive, in order
to obtain power therefrom to turn the screw propeller.
What I claim as the fourth part of my Invention is, the modes of applying

page_text: friction rollers in combination with screws used to propel locomotive engines
and carriages on railways as herein described.
Now as cases may sometimes occur in which it may be considered desirable
to employ the screw propellers exclusively in propelling carriages or trains of
carriages on railways, whether on a level or up and down gradients, I pro-
pose in that case, that what has been herein-before described as the driving
wheels of the locomotive engine be so constructed and appended to the loco-
motive engine that they shall be capable of being so adjusted as not to impinge
on the rails of the railway, but revolve freely and independently of them, and
serve for the purpose of fly wheels in driving the gearing by which the screw
propeller is made to revolve and act, and that the locomotive be mounted on
four of the ordinary railway truck or carriage wheels. But in cases where it
may be considered desirable to use a screw propeller occasionally on certain
portions of a line of railway only, as, for example, in ascending or descending
gradients or acclivities of such steepness that the use of the ordinary driving
wheels in the usual manner would be inefficient, I propose, that the driving
wheels of the locomotive be used for propelling it in the usual manner along
such portions of the line where they are fully efficient for that purpose, and
that a screw propeller be used for such other portions of the line where the
driving wheels would not be fully efficient as before described; and to effect
this alternation I propose that the ordinary driving wheels be lifted or eased off
the rails, sufficient to admit of their revolving freely without touching them,
(when a screw propeller is about to be brought into action for propelling,) and
that the driving wheels shall then perform the part and function of fly whoels
for the screw propeller apparatus as before described; and in order to effect
this before-mentioned lifting or easing of the driving wheels from the rails I
prefer that the locomotive engine shall be of that class usually denominated
six-wheeled, the driving wheels being the pair of wheels in or nearly about
the centre of the locomotive; and in order to raise the driving wheels out of
gear I employ the following apparatus, forming the fifth part of my Invention,
by which one end of the frame of the locomotive may be raised slightly on its
bearing on the axle of one pair of the end or carrying wheels, carrying with it
and lifting or easing from the rails the centre pair (or driving wheels), and
leaving the other end of the locomotive resting as usual on its bearings on the
axle of the other end pair of wheels, and thus in fact leaving the locomotive
resting on two pairs of wheels, the foremost and aftermost pairs, while the
driving wheels will be suspended on their bearings free from the rails, ready
to be used as fly wheels as before described; this I accomplish by means of
apparatus shewn in Drawing E, Figure 1 being a plan, Figure 2 an end view,

page_text: and Figure 3 a side view of so much of a locomotive as will serve to illustrate
this part of the Invention. A is the ordinary framing of the locomotive. B, B,
the one pair of end wheels of the locomotive which are affixed to the axle C.
D, D, their bearings or boxes guided in the framing of the locomotive in thé
ordinary way. E, levers placed interiorly to the ordinary locomotive frame,
and connected together by the shaft E', which turns in the ordinary frame as
shewn; one end of each of the levers is connected to additional springs E³,
resting over a part of the axle boxes, and so as to be capable of being brought
down upon the axle boxes when required as herein-after described. F is a
strong curved stretcher or bar, the ends b, b, of which are securely bolted to
the outer or ordinary frame of the locomotive. H, a strong screw, passing
through the cross piece I; this screw H passes up through the supplementary
framo or bar F, and through the double winch K attached to the nut or
female screw L, made to receive the male screw II. By the above arrange
ment, when it is required to raise the driving wheels (which for the time must
be prevented descending with respect to the frame by suitable stops) off the
rails, it will be only necessary to turn the nut or female screw L in the proper
direction by means of the winch handles K, so as to raise the male screw H,
which will carry with and raise the outer ends of each of the levers E, and
will rest upon
cause the other ends to be depressed, whereby the springs
the extended bearings, and raise the end of the frame of the locomotive engine
sufficiently to raise with it and liberate the before-mentioned driving wheels
from the rails when required; the additional springs Es being used between
the ends of the lovers E and the bearings G in order that the required
elasticity may be obtained to that end of the carriage when the levers E are
brought into use; and when it is required to restore the driving wheels to
contact with the rails the same may be done by turning the winch K a
sufficient number of turns in the opposite direction, which will have the effect
of lowering that part of the ordinary frame of the locomotive until the driving
wheels are again in contact with the rails. It will be evident that this part
of my Invention described with respect to Drawing E for lifting the driving
wheels of locomotives will be applicable to other cases where it may be desirable
to lift the driving wheels from contact with the rails.
What I claim as the fifth part of my Invention is, the mode herein described
of lifting the driving wheels of locomotives when circumstances require that the
driving wheels should be put out of action in respect to the rails.
I will now describe the sixth part of my Invention, which relates to a mode
of ascending inclines on railways. In the Drawing F, Figure 1 shews a side
view, and Figure 2 a plan of part of a locomotive engine, with the apparatus

page_text: applied. I affix to the frame a of a locomotive engine, in any suitable and
convenient manner, a strong transverse horizontal axle b, turning in proper
bearings, on which is securely fixed any number of (say four) eccentrics c, c,
the throws of which shall follow each other successively at accurately equal
intervals or angles to the ring of each eccentric. I affix a bar c¹, of any con-
venient length and of adequate strength, the ends of which act or push
against the sides or surfaces of transverse notches or indentations in the rail d,
which should be of sufficient width to receive the ends of all the bars c¹, and
be laid at a proper elevation along the line of railway and between the rails,
as shewn; the said notches or indentations I prefer to be accurately and
regularly guaged so as to suit and correspond with the throw of the eccentrics
and the play or working of the ends c³ of bars c¹. The axle 6 has fixed thereon
a cog wheel e, which is driven by the pinion f on the crank axle of the loco-
motive by which the above-described apparatus is to bo sot in motion, the
action of the driving wheels on the rails being meantime suspended so as to
cease propelling, which may be accomplished by the arrangement shewn and
described with respect to Drawing E, or by other suitable apparatus. By the
above arrangement, when the before-mentioned axle and eccentrics are made
to revolve in the proper direction, they will cause the aforesaid driving bars,
by acting against the notches in the central rail, to propel the locomotive (with
the train attached), and it is particularly suited for getting up gradients or steep
inclines. To prevent the points of the bars or levers aforesaid from dragging
or rattling along the notched rail during the lower part of the revolution of the
eccentrics, when they are successively withdrawn from propelling contact with
the notched rail, I place small friction rollers h, over which the lower surfaces
of the bars c' glide, and by which (on account of the ends of the bars c¹ being
then depressed) the free end of the bars or levers are successively raised
during part of their motion, clear from the notched rails, until the eccentrics,
by their further revolution, bring them again successively in contact with the
notched rail, and in a position to propel, and thus each bar is brought succes-
sively and by gradual transition into operation. The friction rollers h are
borne by a frame h', attached to the locomotive by moveable joints, so that by
means of a lever h³ the frame, with the friction rollers, may be raised simul-
taneously, raising the ends of the bars c¹ in a slight degree when required, so
that the bars c¹ may be out of gear with the notched rack d, and cease pro-
pelling even though they should continue to be kept in motion by the eccen-
trics; and this I propose in order to provide for the contingency of backing
down a gradient, if necessary, which may be done by using the apparatus
described under the twelfth part of my Invention, in doing which the eccentric

page_text: propellers or bars c¹ would be in the way and an hindrance if not so elevated
or raised out of the notched rail. I must, however, remark, that I do not
confine myself to the use of eccentrics, but reserve also the use of cranks
instead thereof, though I prefer to use eccentrics.
And what I claim as the sixth part of my Invention is, the mode of apply-
ing a fixed rack on a railway in combination with propelling bars or rods
carried and put in motion by a locomotive as herein described. And also I
claim the raising of such bars, so that they may be put out of action with
respect to the fixed rack when required.
I will now describe the seventh part of my Invention shewn in Drawing G,
which relates to arranging apparatus in connection with a locomotive engine
for the purpose of obtaining increased power, especially in ascending inclined
planes on railways. A is the locomotive engine, which is of the ordinary con-
struction, (except that it has an additional shaft as hereafter described,) and
therefore only so much is shewn in the Drawings as will serve to illustrate
this part of the Invention; and B is an additional carriage which carries the
additional apparatus. C is a tube laid between the rails in a similar manner
to tubes used on atmospheric railways, and I prefer that the valve along the
longitudinal opening be such as is described in a Specification of a Patent
granted to
Hallett, and usually called Hallett's Valve; but I do not
confine myself thereto. a, a, is a tubo divided in its length by a partition a',
and carrying the two perforated pistons b, b, through the perforations of which
it communicates with the interior of the tube C. The tube a is connected to
the carriage B by the hollow divided coulter c, by which communication is
obtained from the tube C to the air pump d, which is of the double action
kind, and the piston of which is worked by the additional crank shaft e on the
locomotive; this shaft e is carried by the framing of the engine so as not to
interfere with the working of the connecting rods to the cranks of the main
or driving axle which gives motion to the shaft e by means of the toothed
wheels as shewn, the toothed wheel on the main or driving axle being caused
to revolve with or to be loose upon that axle as required by means of a clutch
box or other convenient means, as is well understood. d¹, d, are inlet, and
d³, d³, are outlet valves to the air pump d. The valves d', d', open from the
pipe connected to the pipe g, by which a communication is obtained to the
flexible pipes or i through the three-way cocks h¹ or i, as may be required,
the pipe h¹ being in communication with that part of the tube c which is in
front of the traction piston, and the pipe i being in communication with that
part of the traction tube C which is behind the traction piston a. When
the passage is closed between either of the pipes h' or ¹ to the pipe 9 such

page_text: pipe hori is caused to be open to the atmosphere, as is shewn by dotted lines
in the side section Figure 1. Figure 2 is a plan of some of the parts sepa-
rately. The piston rod a is attatched by its coulter to the carriage B so as
slide in slotted bearings l, l, of the earriage B, and admit of a little play which
may be necessary to compensato for any irregularities either in the level
of the rails or of the tube. I would, however, remark that, although I
have described this apparatus as withdrawing the air from the front of the
piston to obtain power by creating a vacuum in the traction tube C, I do not
confine myself to that arrangement, and the parts might be so arranged as
that the power obtained would be by forcing air in behind the piston, or the
air withdrawn from the front of the piston in the tube C might be forced
into the tube C behind the piston to assist the progressive motion; and in
some cases this part of the Invention may be used to retard locomotive engines
and trains of carriages in descending steep inclined planes, by forming a
vacuum behind the traction piston.
What I claim as this part of my Invention is, the applying pumping
apparatus and pistons to locomotive carriages, as described in respect to
Drawing G.
b
I will now describe the eighth part of my Invention, which relates to a mode
of suspending the propelling action of the driving wheels of a locomotive on
such parts of a line of railway as it may be desirable to employ the steam
power in actuating any other mode of propulsion, and also otherwise of
increasing the action of the driving wheels by causing them to act on a stone
surface, by which greater adhesion is secured, while the ordinary wheels retain
the advantage of travelling on an iron rail A. Drawings II, Figures 1, 2, 3,
4, 5, are the rails, constructed in such manner that the surface of them on
which the tyres of the wheels revolve is part stone and part iron, the external
surface a being of stone, and internal part 6 being of iron, either in the form
of a stout bar or flat rail, or else what is called and known by the name of anglo
iron, as is shown by Figure 3, or of any convenient form or construction. C
are the truck wheels of the locomotivo flanched in the usual manner, and
guaged respectively on their axles so as to run on the metal part of the rail b,
as is well known. D (Figure 1) are the driving wheels of the locomotive with-
out any flanches, and so guaged on their cranked axle as to run on the stone
portion a, and by their action and adhesion to the stone portion of the
surface of the rail they usually propel the locomotive, excepting on such said
portions of the line of railway where it may be desirable to employ the steam
power of the locomotive in actuating any other modo of propulsion, and
suspend the action of the driving wheels on the part a of the rails, which, with

page_text: reférence to this part of the Invention, may be of stone, wood, or other suitable
material, which I shall now proceed to describe. On such portion of the rails
as shown at the dotted line c (Figure 1) I propose that the portion a of the
surface of the rail shall be cut away, lowered, or depressed sufficiently in
depth that when the locomotive arrives at that part of the road the driving
wheels thereof shall become suspended in their bearings, there being stops
applied to prevent the axle boxes and wheels descending, and shall be capable
of revolving in their bearings without touching the rail, while the metal portion
of the surface of the rail shall be left remaining at its usual elevation to re-
ceive the ordinary truck or carriage wheels of the locomotive, which, always
presuming it to be a six-wheeled locomotive, will then be supported on its four
truck or carriage wheels, by means of which it will be capable of travelling
along the metal portion of the rails (so left standing at its usual elevation,)
when the steam power shall be employed in actuating such other mode of
propulsion; and as the driving wheels will be thus left free to revolve without
impinging on any portion of the rails, they may serve (if necessary) as fly
wheels to whatever gearing may be used in bringing into operation the other
mode of propulsion. The advantages of this arrangement are, first, as has
been described, the facility with which the alternation between propelling with
the driving wheels and any other mode of propulsion wherein the action of the
driving wheels, as such, is required to be suspended, can be effected; second,
the increased effect of the action of the driving wheels when acting as such
in contact with the portion a of the rails, while to the ordinary truck or
carriage wheel is preserved the advantage of travelling with a minimum fric-
tion on the metal portion of the rails, and this without increased expence of
construction.
What I claim as the eighth part of my Invention is, the mode of construct-
ing railways partly of stone and partly of metal, so that the driving wheels of
the locomotive may run on the stone portions of the rails, and the other
wheels on the metal portions of the rails. And I also claim the mode of
setting free the driving wheels of the locomotive, when it is desired to
use the power for putting other propelling machinery into action as heroin
described.
I will now describe the ninth part of my Invention, which relates to
arranging the rails of railways and the wheels of the carriages, that the
ascending of inclines may be facilitated. The Drawing I, Figure 1,
shows a plan of part of a line of railway, with part of a locomotive
carriage for running thereon. Where gradients are sufficiently numerous,
and of a class such as to render the adoption of some other mode of pro-

page_text: pelling up the same than the adhesion of the driving wheels to the rails
desirable, and when the suspension of the action of the driving wheels on the
rails would be rendered necessary, I employ the following construction and
arrangement of the wheels of the locomotives and carriages and of the rails
of a railway-The flanches of the wheels a, a, a, a, instead of being as usual
placed on the inner side of the tire of the wheels, are placed as shewn on the
centro part of the tire, or nearly so, by which the tire is. divided into two
parts, which two parts may be called respectively the inner tire and outer tire.
From this construction I except the driving wheels of the locomotive, which
should be formed in the usual well-known manner, and not with a doublo tire
as described, but with one tire only, corresponding in guage with the outor
tires of the other wheels as described. For the rails I propose, that on the
level portions of the railway they should be constructed in the usual manner;
and laid down to any suitable guage, and that the driving wheels of the loco-
motive should travel and act thereon in the usual manner for propelling the
locomotive and train of carriages, and that what I have called the outer tires
of all the other wheels, both of the locomotive and carriages, should also
travel thereon in the usual manner; but on gradients, or on any such other
parts of a railway, where it may be desirable or necessary to exchange the
propelling action of the driving wheels of the locomotive for any other modo
of propelling of a nature which rendors the simultaneous action of the driving
wheels on the rails inadmissable, I effect such exchange by laying down the
rails on such portions of the railway in the usual form and construction, but
on a guage somewhat narrowed, corresponding and adapted to what I have
called the inner tire of the wheels, in such manner that the same inner tire
shall travel or roll along the rails on such gradients or other portions of the
railway above mentioned, in the same way that the outer tire travelled or
shall travel on the wider guaged rail on the level portions of the railway;
then, as the driving wheels of the locomotive aro unprovided with what I
have called an inner tire on which to revolve along the rail on those portions
where the guage is somewhat narrowed, and also as the wider guage of rail
will be in those portions discontinued or depressed, there will be no rail on
which the tire of the driving wheel can travel, and impinge the action of the
driving wheel, as such will be necessarily suspended, they being prevented
descending by means of stops placed under the axle boxes, upon which the
axle boxes rest when the driving wheels are relieved from the rails, leaving
the steam power of the locomotive at liberty to be applied to and actuate any
other mode of propelling by any other arrangement of apparatus or machinery
such as is herein-before described or otherwise.

page_text: And what I claim as the ninth part of my Invention is, the mode of con-
structing and arranging the wheels of railway carriages, and of the rails of
railways, as described in respect to Figure 1, Drawing I.
I will now proceed to describe the tenth part of my Invention, which relates
to a mode of constructing the driving wheels of locomotives, and the rails on
which such wheels are to run, for the purpose of increasing the adhesion
between the driving wheels and the rails, as well on the level portions of a line
of railway as on inclines; but more particularly with a view to encreasing the
efficiency of the driving wheels on the latter by diminishing their tendency
to slip or revolve without propelling thereon. In the Drawing I, Figure 2
shows part of a plan, and part of an end view of parts arranged according to
this part of my Invention. A, A, is the rail, shewing my proposed improvement
in its construction, which consists in a portion of the upper surface (upon which
the driving wheels impinge) at the outer or external part being bevilled out-
wards and downwards, as shewn in the end view, and also on a larger scale in
the section of one of the rails at Figure 3, in which d represents the bevilled
part or surfaces, and e the horizontal surface on which the wheels of the car-
riages usually run. These two portions of the upper surface of the rail (d and e)
forming an angle to each other, I do not confine myself to any particular
angle, nor do I confine myself otherwise to any particular form of rail, but
only that the surfaces thereof, as before described, and on which my improved
construction of driving wheels impinge and act, shall form such an angle
together as that the transverse section of the rail shall appear as segment of a
truncated wedge. The rails may in every other respect be of any of the usual
well-known forms, as, for example, the one represented by the dotted lines f,f.
In Figures 2 and 3, Drawing I, C, C, represent my improved driving wheels,
the improvement in which consists of forming grooves in their rims or tires in
such manner that one side of the groove forms the flanch of the wheel, bearing
on the inner vertical surface of the rail in the usual well-known manner, for
keeping the wheel on the rail; and the other or opposite side of the is
groove
bevelled to such an angle as exactly to correspond with the bevilled surface of
the rail along which it is intended to move. The groove is therefore angular,
and must be of sufficient depth, so that when the wheel is on the rail there
will always be a sufficient space g between the surface e of the rail and the
deepest part of the groove, which will permit the rail to have a tendency slightly
to wedge itself into the groove, and thereby give the wheel a firmer grip on
the rail; this, as before stated, diminishing its tendency to slip or turn on the
rail without progressing. But as it is evident if wheels of this construction
were placed in pairs on the same axles their tendency would be to loosen and

page_text: disturb the rails from their proper situations and fastenings while travelling
along them, in consequence of their diminished capability of accommodating
their motion to any slight irregularities either of guage or other causes, I prefer
that there shall be two pairs of driving wheels (as shewn in the Drawing)
coupled together in any of the usual well-known manners, and that one wheel
of each pair on the opposite and alternate sides shall be grooved as described,
and that the other wheel of each pair on the other opposite and alternate side
shall be of the ordinary form, with plain tyres and flanches, as is well under-
stood; that is to say, on each axle of the said two pair of driving wheels there
shall be fixed one of the said grooved wheels and one of the plain wheels, one
of said grooved wheels to run on one rail, and the other grooved wheel to run
on the opposite rail, and so also respectively of the plain wheels of each pair;
and by this arrangement a sufficient amount of play of the wheels on the rails
will be permitted to avoid injury to them from the cause above mentioned. I
would remark, that the above construction and form of driving wheels of
locomotives and rails of railways is particularly well adapted to that kind of
atmospheric or pneumatic propulsion which is produced by deriving power from
a continuous main or tube, and employing the power for working an air or
pneumatic locomotive engine, as is well known, for in consequence of the usual
steam boiler, &c. being dispensed with in such locomotives it is necessary to
compensate for the absence of its weight by some other means that will be
effectual in producing the requisite adhesion of the driving wheels to the rails.
And what I claim as the tenth part of my Invention is, the mode of con-
structing the driving wheels of locomotive engines in conjunction with rails of
railways, as described with respect to Figures 2 and 3 of Drawing I.
In Figure 4, Drawing I, I have shewn a longitudinal section, Figure 5 a plan,
and Figure 6 an end view of a mode of combining the ninth and tenth parts
of my Invention so as to obtain a much increased power in ascending inclined
planes on railways. It will be seen that the wheels z, z, which are those which
would be the driving wheels on a level line of railway, are in this arrangement
of the ordinary kind; and on the level parts of the railway the outer parts
a', a', of the smaller carrying wheels would be running on the same rails with the
wheels z; but in ascending inclined planes the inner surfaces a³, a³, only would
be travelling on the rails, and the driving wheels would be acting as fly wheels
as before described, when the smaller wheels will become the driving wheels,
motion being at such times given from the crank shaft to the axle y by means
of the wheels shewn, those toothed wheels being capable of being thrown in
and out of goar, as is well understood; and the smaller wheels are caused to
travel with each other by means of the connecting rods, as shewn.

page_text: I will now describe the cleventh part of my Invention, shewn in Drawing J,
which relates to applying india-rubber or gutta-percha (prefering that which
has been rendered permanent in its character by chemical means) to the
driving wheels of locomotive engines, in order that a firmer hold of the rail
may be obtained, especially in ascending inclined planes of railways. Figure 1
shows an end view of parts of a carriage, with two wheels arranged according
to the Invention; and Figure 2 shews two sections of part of one of such
wheels. a is the periphery of the wheel, which is formed with dovetail recesses,
into which is introduced the strips or blocks of india-rubber or gutta-percha b,
as shewn, and retained there by means of their being tightly driven in to the
dovetailed groove, the bevil of which should be sufficient for that purpose.
They may also be further secured by the use of any suitable cement, or by bolts
and nuts passing through them and the tyres of the wheels. I would romark,
that I prefer to use the above arrangement in those cases where the outer parts
u of the periphery of the wheels are used on the level part of the line of rail-
way, and at the parts having the india-rubber or gutta-percha introduced to be
brought into use only in ascending inclined planes, in a similar manner to that
described in the latter portion of the tenth part of Invention.
my
What I claim as this part of my Invention is, the application of india-rubber
or gutta-percha to the running surfaces of the driving wheels of locomotive
engines.
I will now describe the twelfth part of my Invention, which is shewn in
Drawing K, and which relates to the application of a self-acting drag or brake,
by which the tendency to rapidly accumulating momentum and velocity of a
locomotive engine and train down a gradient or on a level may be made to
check itself. I place a rail or bar A in the centro of the line of railway
throughout the length of the gradient, or throughout its whole length, which
bar must be strongly bolted and secured in its proper situation; (this bar A) may
be either round, eliptical, or still more flatted. I prefer the shape shewn by
the section. This bar A is to be traversed by bars of such form on their inner
surface as shall nearly fit the first bar or rail A, and they shall be horizontally
opposite one another, one on each side, and clipping the rail A. These bars
(B), which I denominate clips, may be of any convenient length, and open or
bell-mouthed a little at each end, and lined or packed with a layer of tough
wood, copper, leather, or any other sufficiently durable material capable of
producing considerable friction, to aid which they may be coated on the inside
with a mixture of sand and resin, or any similar material. These clips are
supported on the framing of the locomotive in any convenient manner, so that
they may have a slight lateral motion, by which they may be made to grasp

page_text: the bar (A) between them, or be loosed from it when required, which grasping
or loosening is to be effected by the jaws (C) carried by the frame of the
locomotive and affixed thereto at the point (D). The upper ends or handles
of these jaws pass through and are opened and closed as hereafter described by
the slots (E, E,) in the slot plate (F). This slot plate (F) is attached to the
end of the rod (G) of the piston (H), which piston traverses air-tight in the
larger cylinder (I). K is the cylinder of a forcing air-pump, from which air
is forced into and through the pipe J into the chamber J', which, with the
larger cylinder I, contains oil or other suitable liquid, which, when pressed on
by the air forced through the pipe J, presses upon the piston H to force it
outwards. K¹ is a valve opening to the cylinder K; L is the plunger of the
air-pump; M, the plunger rod; N is an eccentric rod, connected thereto by a
proper joint, and worked by the eccentric P; Q is the axle of the pair of
wheels of the locomotive on which the eccentric P is adjusted; R being a clutch
by which the eccentric may be thrown in and out of gear when required. The
operation of the apparatus is as follows:-When it is desired to check the
speed, or altogether to stop the locomotive, the clutch R is thrown into the
eccentric P, so as to cause the eccentric to revolve with the axle Q; and as
the locomotive acquires momentum by its own gravity (as in descending a
gradient) the air-pump K is being worked by the eccentric P, and the air
becomes gradually compressed on the surface of the oil or other liquid in the
chamber J, and the liquid on the piston H in the large cylinder, with a force
sufficient to drive it with its piston rod (and slot plate attached), so as to cause
the handles or upper ends of the nippers to approximate and forcibly clip the
bar A. between the clips B, B, until sufficient friction has been created between
them, to check the tendency to an over accumulation of velocity. But when it
is desired to avoid an excess of friction, and consequent retardation, I propose
that a small pipe S shall open with a very small aperture into the chamber, by
which a minute quantity of the compressed air will be constantly escaping from
the chamber (J), which escape of air will be always acting to the moderation
and relief of the friction of the drag or brake when it becomes excessive, to
assist which counter-action there is a strong spring H¹ placed in front of the
piston, which has a constant tendency to drive it back. S is a pipe connected
at one end to the chamber (J), and at the other to the air-pump T, which may
be also used to force air into the chamber (J¹), when it is required more quickly
to bring on the action of the break, or to do so without the use of the air-pump
K. The small pipe S is furnished with a stop-cock within the control of the
engine driver, by which the escape of the air can be regulated, and by means
of which the action of the apparatus can be accommodated to any ordinary

page_text: degree of gradient. I would observe, if the escape of air through the pipe S
were altogether prevented by shutting the small stop-cock attached thereto, the
tendency of the above-described apparatus would be to stop the progress of the
locomotive altogether. Hence, if the central rail or bar were continued
throughout the line of railway it might be used as a powerful auxiliary for
stopping a train or moderating its velocity quickly when circumstances require
it, and the central rail or bar would under all circumstances be effective as a
guide rail, under proper adaptation, for preventing the locomotive and carriages
from running off the rails. It is not indispensible that the apparatus should
be attached exclusively to the locomotive; several of them may
with equal
effect be fitted to any or all of the carriages of a train, provided proper means,
by the instrumentality of pipes and stop-cocks, similar to the pipes and stop-
cock attached, be adopted for placing them under the controul of the engine-
driver (or guard); but in particular it may be conveniently attached to the
tender, or whatever carriage may be placed next to the locomotive, as then
such controul can be very simply and easily effected. I would remark, that
although I have in the Drawing shewn the eccentric applied to the crank axle,
I do not confine myself thereto, as in some cases it may be more convenient to
apply the same to other of the axles.
What I claim as the twelfth part of my Invention is, the mode of arranging
apparatus into a drag or break for railways, as herein described in respect to
Drawing K.
I will now describe the thirteenth part of my Invention, which relates to a
mode of providing against the risk of accident by any of the carriages becoming
detached from the train or locomotive when ascending steep inclines of railways
with heavy loads. The apparatus I use is shown by the Drawing L; it is to
be attached to any one or more, or as many of the axles of the wheels of the
locomotive or carriages as may be convenient or expedient. A is the axle of a
pair of wheels. B is a cylindrical boss fixed thereon in any secure manner.
C is a cylindrical box fitted on the axle over the boss, with a small space
between them, the said axle working freely through circular openings in the
ends of the cylindrical box, the openings being made just to fit the axle. D, D,
aro two smaller cylinders fitted to the cylindrical box in such manner that they
open into the interior of it. These smaller cylinders are for the purpose of
containing two strong helical springs (E), which are made to press against the
frictional plates F, thereby producing a considerable amount of friction between
the plates and the boss B, which friction may be regulated in amount by regu-
lating screws in the outer ends of the smaller cylinders, as is well understood.
G is a strong bar firmly attached to one side of the cylindrical box, and pointed

page_text: at its outer extremity. This, when not required for use, is received into a slot
in the slot piece I, which slot extends no higher than the dotted line K, and
the bar is retained at such times in this position by a pin passing underneath
it through the pin hole L in both jaws of the slot. When the apparatus is in
this position (and the bar G kept in its place by the pin L) the carriage will
be free to move in the direction indicated by the arrow, or in the contrary
direction, without any appreciable impediment from the friction of the plates F
with the boss B; and if the pin L be withdrawn the carriage will still be at
liberty to move in the direction of the arrow, the bar G being maintained in its
said position by the revolution of the wheel's axle and boss acting frictionally
on the plates F, aided by the counterpoise H. But in this condition of the
apparatus (that is, the pin being withdrawn) the moment the carriage moves
in the opposite direction a slight movement of the wheel, amounting to a small
portion of one revolution, will cause the bar to assume the position shewn by
the dotted lines, and the point will become fixed in the ground, putting an
effective stop to the further progress of the carriage in that direction; and
should the carriage reassume its first-mentioned onward direction, the bar will
present no obstacle thereto, but will instantly assume its place in the before-
mentioned slot, where it may again be secured by the pin. To the frictional
plates F are attached pins which pass up inside of the springs E, by which the
plates are retained in their proper situations. M is a piece projecting on the
inside of the cylindrical box, and bearing against the boss aforesaid, in order to
enable the box the better to resist the thrust of the bar G. It is thus manifest
that this apparatus can be set free for action before entering on a gradient, and
may again be confined when the train is entering on a level. I would observe,
that although one of the apparatus may be applied to each carriage of a train,
that generally it would be a sufficient precaution to affix one to the locomotive,
one to the middle carriage, and one to the aftermost carriage.
What I claim as the thirteenth part of my Invention is, the applying appa-
ratus, such as is described with respect to Drawing L, for stopping railway
carriages in the event of any of them becoming detached, or the power failing
on ascending gradients.
I will now describe the fourteenth part of my Invention, which relates to
withdrawing the waste steam from the engines of locomotives on railways.
Along a line of railway I lay a continuous pipe or tube in a similar manner to
what has been proposed for atmospheric or pneumatic propulsion where loco-
motives are employed; within this continuous pipe or tube I form a vacuum
by abstracting the atmospheric air therefrom by any of the well-known means,
and between the longitudinal pipe or tube and the steam eduction pipe of a

page_text: locomotive engine I establish a communication similar to any of those
described in my former Specification, or in any other convenient manner, for
effecting the propulsion of an atmospheric locomotive by vacuum; but by means
of this communication I propose to discharge into the continuous tube the
spont steam from the working cylinders of the locomotive, where it will meet
with but little resistance, and its expansion and the condensation thereof will
be rapid, leaving the vacuum but slightly impaired, which deterioration, together
with that consequent upon the leaking of the external atmospheric air into
the tube, may be easily removed, and the vacuum constantly maintained in an
effective state by a small fractional portion of the power originally employed to
produce it; thus will an effect be produced similar to that of the condensing
apparatus of stationary steam-engines. At convenient intervals along the line,
and in communication with the vacuum pipe or tube, I place suitable
reservoirs or receivers, into which (they being placed in a somewhat more
depressed position than the main) the water produced by the condensation of
the waste steam therein will flow, to be thence drawn off, as occasion might
require, through stop-cocks or other apparatus, so arranged and adjusted that
this part of the operation may be performed without interfering with or
deteriorating the vacuum. A mode in which I prefer to form the communica-
tion between the eduction pipe of the locomotive engine and the interior of the
vacuum tube or main into which the spent steam is to be discharged, is shown
in Drawing M. Figures 1 and 2 are sections of the tube or main, with the longi-
tulinal valve attached thereto; B are brackets running the whole length of the
tube parallel to one another in the direction of the length of the tube; Care strips
of leather or other suitable material of adequate strength and flexibility; and
D are narrow strips of strong felt that have been well saturated in tallow, or a
mixture of tallow and wax, or any similar unctious or fatty matter, or in a
solution of india-rubber or gutta-percha, in order to increase its pliability and
render it air-tight. These strips of felt and leather are to be continuous along
the whole length of the tube or main; they are to be firmly rivetted or
otherwise secured together at the inner edge of the felt; the upper edges of the
leathers are to be securely attached to the upper edges of the brackets by the
continuous bars E by a series of bolts and screws, and the lower edges of the
leathers, together with the outer edges of the strips of felt, are to be firmly
secured between the base of the brackets and the outer surface of the tubo or
main, also by a series of screws and bolts, as shewn in Figures 1, 2, and 3.
Iare double series of small holes running generally the entire length of the
tube or main between the brackets B. These holes are covered by the strips
of felt and leather, so that when the latter are in close contact with the tube or

page_text: main over the holes air will not find admission through them. Figure 3 is a
portion of the tube or main shewing a plan of the valve, and also a portion of
the main tube shewing the situation and arrangement of the holes F before
the valvo is attached. G, Figure 2, is the nozzle or hollow plato, by means of
which the waste steam, after having been used in the cylinder of the locomotivo
engine, is transmitted through the valve into the vacuum tube or main.
Figure 4 is a longitudinal section, and Figure 5 is an under side view of the
same, shewing the apertures a, a, through which the steam passes from the
nozzle through the apertures F of the main. In Figure 2 the nozzle is shown
introduced in its proper situation between the valve leathers by which it is
surrounded air-tight, on all sides, the leathers being kept in close contact with
it by the pressure of the external atmosphere or by other suitable pressure.
In the progress of the nozzle along the valve its lower part raises the strips of
felt from the apertures F, and thus for the time being establishes an unin-
terrupted communication between the apertures F and the apertures a, a. Tho
upper part or edge of the nozzle terminates in a small pipe or tube II, which
is to communicato with the eduction pipe of the locomotive engine. This part
of the apparatus is attached in any suitable manner to the locomotive, but so
that a sufficient play may be allowed to compensate for inequalities of the line
of railway, and so that the nozzle may be easily arranged that it can
be withdrawn from or inserted into the valve at any moment during the
progress of the locomotive along the railway, so that if tho main be laid
between the tracks of a double line of railway locomotives using it for the
discharge of their steam may pass one another with facility. The end of the
nozzle, when it comes in contact with the leather and felt, should be of a high
degree of polish to avoid friction and the wearing of the valve leathers, and I
prefer that it should be coated thickly in that part with tin, which is suffi-
ciently soft not to injure the valve, but of a texture that will make it to endure
a considerable period, and when worn off can easily be replaced. And I
would observe that it would be preferable to make such part of the nozzle of
somo species of hard and tough wood, which, being a bad conductor of heat,
will prevent the heat of the steam from being communicated in any injurious
degree to the valve leathers; for which reason, I may also observe, the felt is
used. If the valves are properly made the cavities I, I, therein will be air-tight,
; and may therefore be kept always inflated sufficiently to cause the valve leathers
to be in constant contact: this inflation may be effected by a small air force
pump, worked by the stationary engines or apparatus used to form the vacuum
in the tube or main, but the same effect may be produced by introducing into
the cavities I, I, throughout a suitable elastic packing of a nature to permit

page_text: the free passage of the nozzle between the valve leathers; such packing may
be so introduced by openings purposely to be made in the sides of the
bracket B. As I have before stated, the water produced by the condensed
steam within the vacuum tube may be received or flow into convenient
reservoirs, and thence be drawn or pumped off when necessary. The advantages
proposed by this arrangement are, the saving of the greater part of the power
usually lost in discharging the steam from the working cylinders into the
external atmosphere, and consequent saving of fuel. I would, however,
remark, that I am aware that by the present arrangement of locomotive
engines the waste steam is employed beneficially to create a draft through the
furnace; I therefore employ, in carrying out this part of my Invention, and in
order to compensate for the wasto steam passing away directly into the main
or vacuum tube, a blower or other suitable apparatus, worked by the engine, in
order to create a draft, as is well understood.
What I claim as the fourteenth part of my Invention is, the so arranging
apparatus that the eduction steam of locomotives may be conducted into a
vacuous tube fixed on a railway, as herein described.
I will now describe the fifteenth part of my Invention, which relates to a
mode of heating boilers of locomotives on railways. I lay a line of pipe or
tube along a railway, continuous from end to end, and between this tube and
a locomotive engine I establish a communication, which may be similar to
those herein-before proposed, and in which it is proposed to effect the pro-
pulsion of a locomotive by condensed air drawn from a continuous reservoir or
main,—with this difference, that the communication shall terminate in or nearly
in what is usually called the fire-box or furnace, (or it may be in any other
suitable chamber of the locomotive, or affixed to the locomotive, and in imme-
diate communication with the fire-box or chamber. The line of pipe is to be
filled and kept charged with a continual and regular supply of gas, which may
be of the kind usually employed for lighting public ways, &c., and which
should be maintained in the pipe or tube at a moderate pressure, exceeding
the ordinary pressure of the atmosphere in any convenient and efficient ratio;
from this supply of gas, so maintained in the aforesaid line of pipe or tube, I draw
off, by means of the aforesaid communication, either directly into the fire-box
or into a chamber connected therewith, from which it is to bo discharged into
the fire-box in such quantity that the heat from the combustion of it will be
sufficient to generate steam in the boiler for all the ordinary purposes of a
locomotive engine, the gas to be consumed in this fire-box from suitably
constructed burners, such usual and well-known precautions being taken in
the construction of the apparatus, as is well understood, and will ensure the

page_text: perfect oxidation and combustion of the gas in the fire-box, and for the most
part prevent any accumulation of soot or carbonaceous matter in the tubes or
passages of the steam generator or boiler, and parts connected therewith. :
And what I claim as the fifteenth part of my Invention is, the mode of
generating steam or vapour for locomotive engines by conveying gas thereto
by a fixed main kept in connection therewith, as herein described.
I will now describe the sixteenth part of my Invention, shown in Drawing N,
which relates to an arrangement of propeller to be used in propelling vessels.
Figure 1 shows part of the side view of a vessel with my improved propeller
applied. a is the propeller shaft, which passes through the framing at the
stern of the vessel, where there is a stuffing-box to prevent the passage of
water; the shaft a is also supported by the rudder-post, as shewn, and motion
is given to the shaft a by a steam-engine or other power, as is well understood.
6 is the improved propeller, the form of which is shown separately by an end
view at Figure 2, and two side views at Figures 3 and 4, and a perspective
view at Figure 5, and which consists of a strong plate or blade of iron, or
other suitable metal or material, turned or curved into the form of a conoidal
volute or helix, and bolted securely to the propeller shaft along its inner axial
or longitudinal edge eccentrically, and also at or near its apex, in which is an
aperture to permit the propeller shaft to pass through it; the propeller may be
strengthened and further secured to the propeller shaft by a sufficient number
of tie bolts or bars, as is clearly shewn in the Drawing; the direction in which
it is caused to revolve in order to obtain onward motion or headway to
the vessel is indicated by the arrow; and when it is required to move the
vessel in the contrary direction or asteru the propeller is made to revolve
in the opposite direction. Figure 6 shews by an end view a modification of the
propeller shewn at Figures 1, 2, 3, 4, 5, in which two combined voluted or
helical and conical blades or plates 6 are used, which I believe will act more
advantageously than when only a single propeller of the form above described
is used. And I would observe, that three or more of the single propellers may
in like manner be combined into one propeller if required. And I would
further observo, that the effect of the propeller, either single or compound,
may be improved by turning the edge forming the base or opening of the
conoidal voluted or helical plate, so that its surface may for a short distance be
parallel with the axis of the propeller shaft, as shown by the dotted lines
in Figures 8 & 4, the effect of which form will be to cause the propeller to
project the water with which it engages when revolving more directly aft,
and thus increase the reactive propelling force on the vessel to which it is
fitted.

page_text: JOHN SAML (L.B.) TEMPLETON.
AND BE IT REMEMBERED, that on the Twenty-seventh day of August,
in the year of our Lord 1846, the aforesaid John Samuel Templeton came 1
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-seventh day of August, in the year of our Lord 1
One thousand eight hundred and forty-six.