CERTAIN IMPROVEMENTS IN STEAM ENGINES, MARINE, STATIONARY, AND LOCOMOTIVE, AND IN MACHINERY AND APPARATUS CONNECTED THEREWITH, PARTS OF WHICH ARE ALSO APPLICABLE TO REGULATING THE FLOW OF LIQUIDS GENERALLY
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
MELLING, of the firm of MELLING and COMPANY, Rainbill, Lancashire,
Engineers, 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 Seventh day of May,
in the ninth year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said Thomas Melling, my exors, adiiors, and assigns,
Iler especial licence, full power, sole privilege and authority, that I, the said
Thomas Melling, my exors, adñiors, and assigns, or such others as I, the said
Thomas Melling, 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 the Town of Berwick upon Tweed, and the Islands of
Guernsey, Jersey, Alderney, Sark, and Man, and in all Her Majesty's Colonies
and Plantations Abroad, my Invention of "CERTAIN IMPROVEMENTS IN STEAM
ENGINES, MARINE, STATIONARY, AND LOCOMOTIVE, AND IN MACHINERY AND APPARATUS
CONNECTED THEREWITH, PARTS OF WHICH ARE ALSO APPLICABLE TO REGULATING THE
FLOW OF LIQUIDS GENERALLY;" in which said Letters Patent is contained a proviso

page_text: that I, the said, Thomas Melling, shall cause a particular description of the
nature of my said Invention, and in what manner the same is to be performed,
to be inrolled in Ifer 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.
NOW KNOW YE, that in compliance with the said proviso, 1, the said
Thomas Melling, hereby declare that the nature of my said Invention, and in
what manner the same is performed, are fully described in and by the present
Specification thereof, reference being had to the Drawings hereunto annexed
that is to say
My Invention consists, firstly, in the combination in one steam engine of
the two systems of construction, known as the atmospheric and high pressure,
that is to say, of cylinders open at top or one end to the atmosphere, with close
cylinders, in which steam is raised to a high degree of pressure. And my
more of doing so may be described generally as consisting in introducing
between two atmospheric or open ended cylinders a high pressure cylinder
of smaller dimensions than the others, and working all three cylinders by
means of pistons attached to one common piston rod at one length of stroke
cach. In Sheet L. of the Drawings annexed. Figure 1 exhibits a sectional plan
of a set of cylinders thus arranged. Figure 2, an elevation of the same.
Figure 3, a section through the slide bars and blocks. Figure 4, an end view
of the piston and guide rods. Figure 5, an end view of brackets or Jugs,
cast on atmospheric cylinders to carry slide rods. A, A, are the atmospheric
cylinders. B, the high pressure cylinder. D, D, D, the pistons which are
cottered to the piston rod at equal distarices. C, C, metallic stufling boxes.
which are regulated and kept tight by a screw and wedge or key. F, F,
communication valves, opening from the high pressure cylinder to the atmo-
spheric cylinders. G, G', inier cylindrical cases, which are east to the piston
cover of the atmospheric cylinders, and have projecting higs H, I, (Figures 1
and 4,) to which are fastened wrought iron tension rods f, I, which communi-
cate with the slide blocks J, J, moving parallel betwixt the round bars K. K.
T, (Figure 1.) is a female joint for the reception of the connecting rod (the
ordinary cross head being in this engine dispensed with). M, M. are bonnets,
which can be removed to get access to the communication valves. N, the steam
chest or box containing an ordinary slide valve for the admission of steam.
.
In Sheet II. of the Drawings, Figure 1, exhibits a sectional elevation of
the steam admission and communication valves, with the gearing for working
them. In this view the injection or vacuum valve in of the left hand cylinder,

page_text: and the sniff valve o of the right hand cylinder are also shown. Figure 2 is a
plan of the gearing for working the valves; and Figure 3, a section of the
casing of one of the communication valves, shewing in this case the ports in
the valve. An excentric rod j is attached to the bell crank lovers k, k, which
have their balance weights 1, 1, to counteract the weight of the communication
valves. n, n, are apertures for the admission of steam to the back of the com-
munication valves for the purpose of balancing them.
The action of the engine is as follows:-Supposing the parts to be in the
relative positions represented in Figure 1, Sheet II., the space between tho
piston of the small cylinder and the valve F', by which it communicates with
the atmospheric cylinder A', will be filled with the high pressure steam of a
preceding stroke, and the portion of the cylinder A2, between its piston and
the valve of communication F, will be filled with the steam of the second
preceding stroke, but in an expanded state and ready for condensation. The
steam port n, being now opened (to admit high pressure steam behind the
piston of the small cylinder), and the communication valves F, shut, and F,
opened, all the three pistons will be put in motion; the piston of the small
cylinder will drive before it the high pressure steam of the preceding stroke
into the cylinder A', where it will expand to such extent as the size of that
cylinder admits of, while at the same time the atmosphere acting against the
vacuum produced in the cylinder A³, by the condensation of the steam of the
second preceding stroke, assists the high pressure steam in giving motion to the
three pistons. The same round of operations takes place on the return stroke,
only that it is the cylinder A, into which the high pressure steam is now expanded,
instead of the cylinder A'; and thus the working of the engine may go on
without intermission, one stroke of the high pressure cylinder being obtained
every time the stean is admitted, combined with one atmosphere of pressuro
obtained by condensation. The size to be given to the atmospheric cylinders
must depend upon two things combined, namely, the internal area of the small
cylinder, and the pressure and temperature of the steam employed, for tho
relative proportions observed must be such, that each full charge of high
pressure steam when passed into one of the atmospheric cylinders shall just
have room enough to expand until its pressure becomes lowered to that of the
atmosphere, and its temperature to two hundred and twelve degrees.
My Invention consists, secondly, of an improved mode of withdrawing air and
steam from the cylinders of steam engines and condensing the steam. 1 employ
for this purpose au adaptation of the machine called "the lydraulic blow-
ing machine," otherwise known in France, and elsewhere, as "La Trombe."
The details of this adaptation are shown in Figures 1, 2, 3, and 4, Sheet III.

page_text: of the Drawings annexed. W is a strong close vessel of water, which receives
its supply from a head or pressure pipo m, carried to as great a height as can
conveniently be obtained. P, P, are two pipes, which lead direct to the
two cylinders of the engine. X is a pipe through which the water is ‹lis-
charged under pressure into a suitable vessel. The quantity discharged can
be regulated by a conical plug Z, or any other suitable means of adjustment.
The two cylinders are supposed to give out their steam alternately by tho
pipes P, P, so that the stream of water may be kept constantly flowing. If
only one cylinder were worked, the discharge of water could be made at such
times only as the steam is discharged. Figures 2, 3, and 4, show each some
modifications of the preceding arrangement. In Figure 2, the exhaust pipo P
is placed in the middle, with. the water pipes surrounding it.
In Figure 3, the water has a free fall through the pipe X, which is made
with a number of openings in its circumference, like the louvres of a Venetian
blind, through which the steam will be drawn from the exhaust pipe P. In
Figure 4, the water pipes X, X, aro made to discharge nearer the mouth of
the steam exhaust cone.
The quantity of water allowed to flow must in every case be limited to the
quantity requisite to absorb the heat of the steam used. It is by bringing
fresh absorbing surfaces in rapid succession in contact with the steam that tho
fall produces its beneficial effect, in the same way as water divided into spray
is known to take up heat more quickly than when in one dense mass. In
places where a good head or fall of water exists, all the effects now ordinarily
obtained by means of air pumps, cold water pump condensers, &c., may be
obtained, by thus connecting a hydraulic blowing cylinder to the steam engine,
without any additional cost for engine power, even where there is no head or
fall of water, and it would therefore be necessary to raise water for the purpose;
this may be effected by means of some machine of trifling friction, such as
Walkor's Elevator, which would still leave a considerable balance of gain in
favor of the employment of the "Trombe," as an instrument of exhaustion and
condensation.
My Invention consists, thirdly, of several improved modes of maintaining a
constant level of water or other fluids in boilers or other vessels. In the
following description of these modes 1 desire to be understood' as using the
word "water" as an equivalent for fluids of all sorts, and the word "boiler"
as an equivalent for vessels generally.
In my first arrangement for effecting this object, which is represented in
Figure 1, Sheet IV. of the Drawings annexed, an apparatus is employed
somewhat resembling an ordinary slide valve. V is the slide; F, a chamber

page_text: formed in the thickness of the metal; K, the top surface plate; and X, the
lower surface plate. The top surface plate K is firmly upheld against steam
pressure by the links J, J, J, of the parallel fixed bar L, and is capable of
being pressed iuto close contact with the slide V by a worm and wheel M, M.
The screw or worm may, if preferred, be placed outside the boiler. It is made
solid, with the exception of a small aperture for the admission of a pipe I, the
use of which is afterwards explained.
The lower surface plate is pierced by two apertures, one at f for the
admission of the water pipe Z, and the other at R, to allow the fall of the
water when conveyed over it by the sliding chamber F. The water pipe Z is
firmly secured to the boiler by a conical gland P, which is held by bolts q, q,
which likewise fasten the brackets which support the whole. G is a spindle,
which passes through the stuffing box II, and is fastened into the slide valve,
to which it imparts a to and fro motion. Water may be supplied to the
pipe Z in any convenient manner, as it requires no head or fall of water. The
action of the apparatus is as follows:-When the sliding chamber F is brought
over the admission port f, it is protected from the pressure of the steam in the
boiler by the top surface plate K, and is filled with water. Being then pushed
forward, the solid after part of the slide comes over and closes the admission
port f, while the chamber F arrives over the delivery port R, which being no
longer protected by either the upper or lower surface plates K and X, the
charge of water falls instantly through it into the boiler (supposing always
that the water in the boiler is below the level). Should, however, the boiler be
filled to the level and no more be required, then the sliding chamber returns
to its place without delivering its charge of water. The small pipe I is
intended to allow any steam which the chamber may convey back to escape in
a contrary direction to the entry of the water, so that a free course may be
always kept open for the supply of water. This may be also effected as shown
in Figure 1, Sheet V., by making the spindle that works the slide hollow, and
furnishing it with a port; the steam is confined in the spindle during the
desired period by its stuffing box, but when withdrawn from under the cover
of that box at the end of the back stroke it is free to discharge its contents.
The feed valve may be used singly or in combination with other valves; it
may be made also to act once, twice, or oftener at every up and down stroke,
or at every stroke, or at every alternate stroke, or at any desired interval of
time, as may be required.
The arrangement shewn in Figure 1, Sheet IV., represents a sectional
elevation of a water box, which can be applied or removed at pleasure without
disturbing any part of the boiler. A is a moveable water box of light sheet

page_text: iron with a loose lid carrying the lugs b, b, which are dropped into pedestals c, c,
bolted on the boiler, and held by them in its place. It is formed with a hollow
through the body of it, to allow facility of access to the stuffing box and gland
of the water pipe, below which its sides descend to form a receptacle for dirt.
D is a floating water guage or fixed glass with a graduated earthenware scale,
as D'; C is a flexible hose introduced at any convenient part to supply water;
E, another flexible hose fastened on to the gland P after the box is in its
place. It will be evident that the hose E might be made to lead directly to
the supply of water, and would effectually feed the pipe Z, but the water box
is introduced to enable the attendant to observe the rate of supply and that it
is regular.
Figuro is a cross section through the steam boiler, which is fitted with a
feed valve on each side, the one on the left side having the parallel guides, and
the other being kept down by a flanged cover; Figure 2 is an endd elevation
of the water box; Figure 3, a cross section through the valve with parallel
slide apparatus; Figuro 4, a cross section through the other valve, the cover
of which is kept down by bolts and nuts; Figuro 5 is a plan of the lower
surface plate, the valve and accessories being removed; Figure 6 is a cross
section through a boiler fitted with a double acting valve, which delivers its
water to one common pipe 0 in the centre of the boiler, but which might
conduct the water to the coolest part, and prevent condensation from lateral
diffusion; Figure 7 is a sectional plan of a rotary tap feeder; Figure 8, a
cross section through the same.
A, Figure 7, is the supply pipe to the water box B; C, a crank attached
to shaft D for working it, which is kept tight from leakage from the
boiler by fitting into the cone E; F, F, are the passages or pipes that supply
with water tho plug G, Figure 8, which turns tight within an outward
case X, through which there are four openings Y, Y, and Z, Z, which
form two direct thoroughfares at right angles to each other and corresponding
in size to the thoroughfare of the internal plug G, to which they alternately
open. These openings have sufficient lap between them to prevent more
than one direct thoroughfare being opened at the same time, one thoroughfare
-namely, the horizontal one-being for admission of water only, and the
other thoroughfare, the perpendicular one, being for the discharge of the
water, allowing the steam from the boiler to pass freely through with it.
It will be evident that the preceding arrangements may be readily modified
so as to place the water feed outside the boiler and the delivery port within
tho boiler, but such an arrangement is not so advantageous, as it requires a
larger aperture to be made in the boiler.

page_text: Figure 7 shows a modification of this sort, and Figure 8, a rotary tap
feeder applied in the same manner. Figure 2, Sheet V., represents the effect
produced by a pipe sliding within. a pipe. A' is a supply pipe to the water
box A; C, the stuffing box; .D, spindle screwed into the sliding cylinder E,
the exterior cylinder F, the receiving aperture G, and the discharging aper
ture H.
Thirdly, my Invention consists of certain improved modes of constructing
railway wheels for locomotive engines, tenders, passenger carriages, luggage
waggons, &c., &c., and certain of the parts of such wheels. The ordinary
method in which railway wheels are made is to have the nave or boss of cast
iron, with wrought iron arms cast in, and these arms are so bent as to forni
the inner rim or periphery of the wheel. A wrought iron flauched tyre is then
slírunk on hot, in order that its contraction in cooling may cause it to adhero
to the rim, to which it is further secured by rivets or bolts. Wheels are like-
wise frequently made wholly of cast or wrought iron, and the tyres put on in
the same manner. The nave being bored, the wheel is forced upon the axle
by hydraulic or screw pressure, and prevented from turning upon it by a square
or round key, inserted partially into the wheel and partially into the axle. Now
there are several practical objections to the plan of putting on tyres as above de-
scribed; first, if the boss be of 'cast iron, and the rim and arms of wrought
iron, and the tyre be tuo small, it will, in contracting, either bend the arms or
break the tyre; and if the wheel be entirely of cast iron, either wheel or tyre
must break. On the other hand, if the tyre be too large, either it must be
laid aside to be applied to some other wheel, or its diameter must be reduced
by cutting and welding. Second, if the wheel be wholly of cast iron, it is
necessary the moment the tyre is put on to immerse it in cold water, otherwise
the heat communicated to the inner rim, arms, and nave, would cause them to
expand and break, and this sudden cooling always materially injures the
malleable nature of the tyre iron. Third, the holes which are drilled through-
the tyre for fastening it to the rim by rivets or bolts render it weaker at these
parts, as is proved by the fact that tyres generally break across these holes.
Again, these rivets or bolts are invariably countersunk, or fitted into conical
holes bored from the outside of the tyre, a form which has a strong tendency
to break the tyre if the rivets or bolts be drawn too tight, and these rivets or
bolts are besides very liable to work loose. To remedy these various defects,
I construct my improved wheel as follows:-The body of it (that is, the nave,
arms, and inner ring,) is made in segments, two, three, or more, as I find
convenient; these segments are connected by feathers and grooves with eacli.
other, and each is made with a groove on its periphery (coinciding in position

page_text: with the grooves of all the other segments), which receives a corresponding
fillet rolled on the under side of the tyre, and the whole in the nave for the
reception of the axle is bored of larger diameter than the axle, in order to leave
roon for the insertion around it, from the outside, of a hollow expanding piece,
which is interiorly of the same size and form as the axle, and.fits easily upon
it, and is exteriorly of the form of a cone, so that in proportion as this expand-
ing piece is forced in, the segments of the wheel are expanded, the tyre
tightened, and the axle more firmly gripped. The conical expanding piece
may be made in parts, or it may be made in one entire piece, and prevented
from revolving upon the axle by a key. It is secured in its place by a ring in
two halves, which fits into a recess in the axle, and is kept together by another
encircling ring or hoop. The advantages of this wheel, which from its peculiar
properties I call the "expanding wheel," are, firstly, that the wheel can be
accommodated to the size of the tyre, whereby that extreme nicety of work-
manship which is at present required to prevent the tyre from being too slack
or breaking from being too tight; secondly, that there being a fillet on the
under part of the tyre corresponding with a groove in the periphery of the inner
rim, no rivets or bolts are required to keep it in its place, and consequently,
that no parts of it are rendered weaker than others; thirdly, that as the tyro
is put on cold, its malleability is not injured by slacking, as is very commonly
the case with cast iron wheels as now put together; fourthly, that as tyres
can be taken off and put on wheels without being heated, and consequently
with very little delay or expence, it will be necessary to keep only duplicate
tyres instead of duplicato wheels and axles, as is now the practice; fifthly,
that as the tyres are put on cold, they can be case hardened, and all the
advantage of steel tires be thereby obtained at far less cost; when steel tires
are heated and shrunk hot upon a wheel, on the old plan, they are found when
cold to be out of truth, even though previously rolled; and before they are fit
for use, they have to be ground up in the lathe, whereas with the expanding
wheel thoy can be put on cold, just as they leave the rolls; sixthly, that a
separate apparatus is not required for blocking, as each wheel forms its own
block; and; seventhly, that the wheel (the tyre excepted) being cast in
separate parts, it is not liable to break from contraction in cooling, as in the
caso when cast whole, in consequence of the unequal distribution of metal in
the boss, arms, and rim.
In Sheet VI. of the accompanying Drawings, Figure 1 represents an ele-
vation of a pair of cast iron wheels and wrought iron axle, constructed on the
preceding plan (the left hand wheel being shewn in section), and Figure 2 is
an end view of the same. a is the wrought iron axle; b, b', b", the segments

page_text: before mentioned, which are in this instance three in number; c, c³, c¹¹, show
where the segments meet, and are feathered and grooved into each other;
d is the expanding conc, which in this wheel is supposed to be in three parts;
e is a hoop, made in halves for holding the cone in its place, which fits into a
corresponding recess in the axlo; fis another hoop put over the hoop e to
hold it together, which comes flush with the journal (see Figure 1), and pre-
vents its slipping off by the motion of the carriage (a point to be guarded
against), as it is clear that any end stress that may be given to the cone must
be sustained by the hoop e; g, the wrought iron tire or hoop; h, the fillet
which is rolled on the tire, and fits into a groove in the periphery of the wheel,
to prevent the tire from slipping off sideways. Figure 3 represent side and
end views of a pair of wheels, with wrought iron arms cast in the boss. Here
also the inner rim of the wheel is formed of the same bars as the arms, but
instead of the tyre being rolled with a fillet which fits into a groove in the
periphery of the rim, the rim fits into a groove rolled in the tire, which permits
the arms and rini to be made of plain flat iron. The wheel is in other respects
the same as that represented in Figures 1 and 2.
Figure 4 exhibits a variation in the manner of securing the conc. In this
case the cone & linas a flanch outside, and the axle a corresponding flanch e, and
the tightening or expanding of the segments is effected by drawing these
flanches together by the countersunk headed bolts f,f,f,f, &c., &c. Figure 5
represents a sectional elevation of a wheel in which the expanding system
adopted in the preceding cases is somewhat modified. The arms a, a, a, aro
of wrought iron, either tubular or solid, and are cast in the boss b which is
whole. The inner rim c is of cast iron in segments, which are feathered and
grooved where they meet each other as at d, d, d, and have bosses on the out-
side e, e, e, to receive the arms. The outer extremities of these arms are
screwed, and have double nuts f. f. f, by means of which the segments may be
expanded; I consider this plan, however, to be inferior to that of expanding
by a cone, as great care would be required to adjust the nuts f, f, f, so as to
throw equal stress upon each segment.
Figure 6 is an elevation and section of a wheel, the rim of which is filled with
wood i. In all other respects it is the same as the wheel shewn in Figures 1
and 2. A great advantage is here derived from putting on the tire cold, as the
wood is not charred. Figure 7 is an elevation and section of a wheel in which the
tire is formed out of several ordinary sized bars, say four in number, a, a', a", a¹¹¹,
as shown in the Drawings. To hold these bars together, the wheel is cast in
halves, with a flanch b, b', on each side, bearing upon the outside of the tire,
and these halves are coupled together, either by bolts and nuts c, c, as shewn

page_text: in Figure 7, or by gibs and cotters, d', as shown in Figure 8. Or the wheel
instead of being in halves may be made in three or more segments, as repre-
sented in Figure 9, with a similar flanch b, b', on each side for holding the tire
and expanded by a cone." Should it be preferred to have the tire solid, theso
rings may be put together, heated in the furnace, and welded by hanimer. The
object nimed at in this improvement is to afford greater facility for welding tho
tires with niore certainty as to their being sound when so welded.. Bars of this
description will also be more readily procured and at a much less cost than the
ordinary massive bars. Figure 10 is a section of a tyre intended to shew that
when rolled with a fillet on the under side, as before described, that fillet may
be made of various suitable forms. In the Figure it is represented ns. being
triangular instead of rectangular, as in the former instances. All that is
requisite is that the tyre shall be held truly upon the wheel which is of the
utmost importance in blocking, the wheel being, as before stated, its own
block. Figure 11 shews the application of the expanding principle of con-
struction to strap pullics from which it will be seen that it may also be applied
to mitre, bevil, spur, and other wheels. In this Figure the boss a is shewn in
lirico parts, with two wrought iron arms b, b, cast in each part. The rim is of
light sheet iron. There are two cones'd, d', cach in two halves, which are drawn
together by two bolts c, e', which serve to fix the pulley on the shaft as well as
to expand the segments.
Figure 1 (Sheet VI.) is an elevation; and Figure 1.9 a section of a wheel
with wrought iron arms and rim and cast iron boss; and Figure 14 is an end
elevation of the same, with the tyre or outer hoop removed. a is the wrought
iron axle (shown as parted in Figure 18); "b; b', b", segments formning the boss
of the wheel; c, c', c, shew where these segments meet, and are feathered and
grooved into each other; d is the cone (which is in this wheel whole); c, a key
for holding the cone in its place, which is bevilled on the under side in a
contrary direction to the inside of the cone, and is secured when up by a mut f;
g is the wrought iron tyre or hoop; h. h, fillets rolled on the tyre, which fit on
to each side of the rim i to prevent the tyre slipping off' sideways. The inner
rim or periphery is in as many parts or segments as there are arms in the
wheel, anil to each of these parts. or segments there is welded an arm k. The
joining surfaces of the segments, are of a triangular form as. shewn at j, j, j
that is to say, there is a triangular projection on one which fits into a corres-
ponding triangular recess in the next, and so on I prefer the triangular forni
ns being most easily wrought, but a rectangular or any other simple form may
also be adopted. When the segments have each had an arm welded to theni,
they are sent into. the foundry to have the boss or nave cast on, for which.

page_text: purpose a mould is formed, and the arms inserted in their proper position,
which is determined by a trammel. The metal is then poured in. If the
wheel is to be in parts ("parting plates" of the usual description are placed
in the lines of division c, c', c¹; or the segments may be cast separately, with
the proper number of arms in cach. The boss being cast on the arms it is then
only necessary to insert the cone and put on the tyre, in the same manner as
before described.
Figure 15 is an elevation; and Figure 16 a section of a wheel made wholly
of wrought iron. Here there are two distinct bosses a, a, employed, and each
boss is divided into four parts or segments. The bosses are placed at a distance
from each other on the axle. (See Figure 16.) To ench boss is welded an
equal number of arms b, b', placed with their edges in the running direction,
so as to offer as little surface as possible to atmospheric resistance. To each
arm 6 is welded a corresponding segment of the rim c, and these segments
are separate from each other, as shewn at d, d. As all the arms are placed in
the centre of the rim, and half their number in the centre of each boss, it is
obvious that they will stand in an angular direction with respect to each other,
an arrangement which gives great lateral strength to the wheel. Each arm
being welded to its corresponding segment of rin, and half of the arms to cach
boss, at the proper angle, the tyre e is then put on. To effect this the diameter
of the wheel is reduced for the time being by drawing the segments nearer to
the centre of the wheel, and the moving them out again, for as the inside of the
tyre is concave and the outside of the rim convex, this reduction in diameter is
necessary to prevent the tyre from slipping off' sideways. The wheel is next put
on the axle, and the rin forced against the tyre by drawing the bosses together
by the bolts ff, the stress being taken off these bolts and the wheel prevented
from turning upon the axle by a key g, in each boss. Figure 17 is an elevation
of an axle of a new form; and Figure 18 an end section through the same.
This axle is made out of common sized bars of iron, cither round, square, or
of any other suitable form; these bars a, a, a, &c., are put together and welded
at each end for the journals b', 6", and wheel seats c, c', and twisted by suitable
machinery betwixt the wheel seats. An axle of this form may be made at a
cheap rate, and will possess more strength with less weight than any now
in use.
Rods for steam engines and machinery connected therewith, and tyres for
railway wheels may also be formed of common sized bars of iron, twisted
together in the same way and then welded.
"
Another modification of that part of my Invention shown in Sheet IV.,.
consists in giving motion to the adjustable parallel plate by means of a screw

page_text: turning in fixed bearings and acting upon two links attached to the plate. A
Figure 9, is the screw working through the fixed block B, and connected by a
swivel joint at c to the upper extremities of the links L, L, the lower extremi
tics of which carry studs s, s, which move in a slot S formed in the upper part
of the parallel plato P. Figure 10 represents yet another method of effecting
the same object. A is a double screw (each half being tapped in a contrary direc
tion), revolving in fixed bearings at each end. N, N, are nuts, jointed to the
upper ends of the links L, L, the lower ends of which are attached to pins h, h,
to the adjustable plate P. Motion being given to the screw A, the two nuts
upon it approach or recedo according as the screw is turned one way or the
other, the upper ends of the links 1, L, following the same motion caused
by their motion, the motion of the parallel plate in a vertical direction.
Fourthly, my Invention consists in an improved eduction or "blast pipe"
for high pressure engines where the steam is exhausted into the chimney as in
locomotive engines. In Sheet VII., Figure 1 is a longitudinal section through
the smoke box of locomotive engine; Figure 2 an end section; and Figure 3
a sectional plan. I have found from experience that an engine with a largo
blast pipe and a sinall chimney generates more steam than one with a small
blast pipe and large chimney, and with more case to the engine, less resistanco
being offered to the escape of the exhaust steam. Applying these observations
I close the top of the breeches pipe at a, and fix thereon a series of tubes
b, b, b, with a pipe c in the centre. These tubes and pipe pass a short distance
into the chimney d, and by means of them the steam is distributed equally over
its area instead of being introduced in a small volume into the centre. A more
perfect vacuum is consequently obtained, a better draft promoted, and the
unpleasant noise termed "the beat" of the engine considerably reduced. As
the central pipo will only be required when there is a surplus quantity of
steam, it is made of a conical form at its lower extremity, and is provided
with a corresponding conical plug e, which is raised or lowered so as to open or
close the pipe by the spindle f, which passes through the stufling box g, and is
placed under the command of the engineman by the levers u, i, the shaft j,
and the rod ; is the smoke box; m, portion of hoiler; n,, the tubes leading
from fire box to smoke box; o, o', the cylinders (the left hand one is in section
and the right hand one in elevation); p, slide valvo to left hand cylinder (in
section); and valve spindle gland to right hand cylinder (in elevation).
Fifthly, my Invention consists of a cock or tap of a new construction,
which is applicable to all vessels whether containing fluids, steam, or gases.
In Sheet VII. Figuro 4 represents an elevation of the cock and handle;
Figure 5, a section of the same; and Figure 6, a separate view of the key or

page_text: spanner for tightning the nut. The bottom is closed or solid, so that instead
of the plug a coming through and being fastened by a nut and washer under-
neath, as is ordinarily done, it is kept down by the nut on the top, whereby
greater surface for wear is obtained as well as perfect security from leakage at
the bottom. To protect the plug from jamming against the bottom of its
seat, I make an aperture at C, (Figure 5) so that a portion of the steam or
other fluid may pass under the plug and serve as a cushion to it. By adopting
this form of construction cast iron may be used as a metal for both plug and
barrel, which will be attended with a great saving of expence, but I do not
limit myself to this metal, as any other may be used. When made of cast
iron it may be eased with some hard alloy, such as that known by the name of
"Babbet's Patent." The boss or projection d at the bottom of the barrel is
left for a set pin, but in most cases this will be found unnecessary, as the
friction is better relieved by admitting an under cushion of steam through the
aperture C, as before stated. The nut 6 for tightening the plug is prevented
from screwing or unscrewing, as it wears by a small set screw e, (sec
Figure 4).
Sixthly, my Invention consists of an improved mode of balancing slide
valves. In Sheet VII., Figure 7 is a section, and Figure 8 a sectional plan
of a cylinder a and side pipe b; on the front of the side pipe is mounted the
steam chest C, in the usual manner. The slide valve d has two equal surfaces,
(provided the cylinder be vertical), the one bearing against the valve face e of
the cylinder, and the other against a plate f, which fits.in grooves 9, 9, cast for
its reception in each side of the steam chest (see Figure 8). The plate f is
put in from the top and can be taken out by removing the bonnet or lid h,
(Figure 7). The relieving plate of valve / is separate from the valve itself,
(which is of the ordinary construction), so that in case of wear a liner can be
inserted. The stress is taken off the bolts i, i, (Figures 7, 9, and 10,) which
secure it to the valve by fillets, shewn at j.j, (Figure 7) which also serve to
prevent the liners from getting out. The back or relieving plate / being loose,
a solid hoop or guard 7 (Figures 7 and 11) can be fitted on to the valve to
attach the spindle m for working it. The steam, as indicated by a dart, is
introduced at top and bottom of the chest, and consequently on the ends of
the valve. Figure 9 shews the valve detached; Figure 10, the relieving
plate, also detached; Figure 11, the guard or hoop for the valve detached;
and Figure 12, a front view of the plate f. A valve of this description will
be found singularly free and casy to handle, and therefore universally
applicable to all purposes where pressure is used, whether of steam, air, gases,
or other fluids. The plate of being placed within the steam chest and kept

page_text: firm in that position, it entirely relieves the back of the valve from steam
pressure. When the valve fits against the outside case of the steam chest, as
is ordinarily the case, it is exposed to the air, and consequently to variations of
temperature, which cause irregularities of expansion and contraction, which
prevent the valve from working tightly and uniformly. The friction surfaces
on the steam chest, when tho ordinary slide valves are used, are besides
difficult to be got at for purposes of repair, while the plate can be removed
and readjusted with the greatest readiness. When the cylinder happens to bo
horizontal, it is only necessary to enlarge the area of the relieving plate to
compensate for the greater weight of the valve.
Sixthly, my Invention consists of an improved forge hammer, or smith's
assistant, which may be connected to the laying shaft of a steam engine, or to
any machinery comected therewith in which a laying shaft is employed, and
which, from the principle upon which it is worked, I term "a friction hammer."
The Drawing. Sheet. VIII, exhibits a sectional elevation of this instrument.
a, represents the anvil: b, the hammer, which is raised by two friction pullies
c. d. neting upon a broad flat bar of iron c. (shewn edgewise in the Figure.)
which is in direct connection with the hammer. The driving friction pulley c
is staked upon a strong laying shaft, and is consequently immoveable other-
wise than about its own axis. This pulley is constantly in motion when the
hammer is at work. The other pulley d is carried by the bell crank lever g,
which is forked or cloven for its reception, and whose fulcrum or centre of
motion is shewn at h. On the lever is fixed a weight i, which imparts the
friction to the pulley d. This weight can be moved at pleasure on the lever g.
and the amount of friction varied accordingly. On the flat bar e is fixed, by
two set screws, a tappet j, which in its ascent raises the lever 7, when the
pulley d, being thereby removed from the bar e, puts an end to the friction,
and permits the hammer to descend. That the driving pulley ¢ may not exert
a counteracting influence on the bar e during the fall of the hammer, there is
a joint at which allows it to accompany the pulley d. By fixing the tappet
higher or lower on the bar c, it will strike the lever g suoner or later, and the
length of the stroke be varied accordingly. To prevent the pulley d from
being brought into action when the tappet recedes from the lever g in the
descent of the hammer, the lever has a rod attached to the end of it, which
rol is connected vertically with a piston m, fitting into a small cylinder or
working barrel », with a conical valve or suction clack o underneath, and a
delivering clack p. betwixt which valves is placed the cock g. The working
barrel is fixed in a cistern r, about three parts filled with water, and when the
piston is raised by the lifting of the lever g by the tappet j, the water, by its

page_text: 9
own pressure, combined with that of the atmosphere, rushes underneath; the
piston m-is prevented from returning by the valve o, and keeps the lever.
elevated until the weight i has forced the water again into the cistern through
the cock and the valve p. When a succession of strong and quick blows is
required, as in welding, the cock q is so adjusted by the lever s'and rod t'that
the water escapes from under the piston, and the pulley d again brought in
gear immediately after the hammer has struck. To maintain the.hammer in
ari elevated position, or to modify the force of the blow, an open topped cylin-
der is interposed betwixt it and the friction pullies c, d. This cylinder has
a piston v cottered upon the round rod W, which is coupled above to the bar e
by the joint k, and is fastened to the hammer below.. The cylinder u has a
valve a at bottom, with openings of the description usually termed blinds and
sights," and in order that the area of these openings may be equal to that of
the piston V, so that there may be no impediment when the full force of the
hammer is required, the diameter of the cylinder is here enlarged. By closing
this valve when the piston is at the top of its stroke, the hammer will be borne
úp by the air with which the cylinder is filled, and by opening the valve par-.
tially, its descent will be more gradual in proportion to the area of such opening.
The office of the pair of bevil wheels A, A', the shaft B, and the lever. D is to
open the valve a. The wooden cross beams E, E', E, are for carrying the
cylinder and cistern, and may be placed according to convenience. F, F, are
pendant brackets for carrying the shaft B.
Seventlily, my Invention consists of a self-adjusting plummer block for
locomotive engines, tenders, waggons, or other carriages, which has for its
object the relieving of the framing from the stress to which it is at present
subjected in going round curves. In Sheet IX., Figure 1 represents an
outline of the framing of a locomotive engine. The wheels are denoted by the
circles a, a, al; bis the framing; c, c', guards for the axles of leading and
trailing wheels of the ordinary construction; d, guard for axle of driving
wheels; and e, my self-adjusting plummer block.
It will be seen from inspection of the Drawing that this plummer block has
an axis or hinge at the bottom on each side f,f, that these axes ride upon
bushes g, g, which are secured to the axle guard by bolts h, h¹, h", h, that
the axes are hollow, and that through them is inserted the pin i, which is
fastened to the axle guard at j. j, and also serves as a substitute for the usual
guard links. Round the axle box is passed a spring k, which is secured to the
axle guard at one end by the bolt 2, and guided by two straps m, m, which are
held to the axle guard by the bolts n, m, n, n; these bolts are used instead of
rivets for convenience in disconnecting. It is obvious that by this arrange-

page_text: ment the wheels will accommodate themselves to the curve of the road without
throwing any stress upon the frame, and that consequently more wheels may
be employed. Figure 2 exhibits an end view of the plummer block and its
appendages, and Figure 3, a plan of the saine, and framing. Figure 4 shows
the block applied to the two central axles of an eight wheel carriage, the
axle guards being shorter below the centre in this Figuro than in Figure 1.
I have shewn the plummer block as suspended from the top of the guard, but
in other respects the arrangement is the same as that represented in
Figure 1.
Eighthly, my Invention consists of an improved mode of turning the tyres
of wheels of railway engines' and trains. Instead of using the ordinary slide
rest, which acts only on one side, and is driven by a strap and internal
gearing on the face plate of the lathe, I place upon the edge of the face
plate of a common lathe a wheel, into which works a worm, driven by a
speed pulley, which is disengaged by a catch box and lever upon the face
plate. I then place the tyre to be turned on a conical expanding block or
blocks, such as before described, and tighten the cone by means of a screw
bolt and nut, by which process the tyre is immediately chucked or set true.
I now apply a hollow turning head, with three or more cutters of the exact
shape or from which the tyre is to be of when finished; and this turning hend
has attached to it a square mandril, supported by a pedestal or stay, which
prevents it from turning with the cut, and it is also supported by the bolt
which screws up the cone, the opposite end of such bolt being cottered into
the spindle. I then force up this turning head by a strap pulley on the screw
of the back head stock, similar to a boring machine. When it has gone over
one surface, the back part or face remains to be done, and that I effect by
three or more cutters, moved in a perpendicular direction, while the lathe
revolves by means of stars or screws attached to each cutter, which, as the
lathe moves, catch a stud, so fixed as to give the requisite cut. To hold the
cutters, up to their work, I use a moveable dog or cramp, having a set pin at
the end, and as the back of the cutters are wedge shaped, it follows that if the
cutters be forced in by the screw the draw must be reduced. A view of this
improved apparatus is given in Figures 1 and 2, Sheet X. A is the worm
wheel; B, the worm driven by the speed pulley Cand shaft D, and disengaged
by the lever E and catch box F; G, G, G, are the expanding blocks or wheel
for reception of the tyre; II is the conc; I, the bult for tightening the cone, the
one end supporting the cutting bead, as shown at j, and the other being cot-
tered in the spindle at K; L is the turning head; M, the cutters; N, the
dog or cramp: O, side cutters, actuated by the star p; R, the spindle attached

page_text: to the back head stock, to force up the cut; S, S, S, bolts to keep the block or
blocks up to the face plate.
Ninthly, my Invention consists of an improved mode or means of pre-
venting priming in steam boilers and the surging, splashing, and foaming of
the water in marine boilers causing by the rolling and pitching of the ship.
I lay for this purpose a sheet of wire gauze or thin perforated metal, (gal-
vanized to prevent oxidation) or a sheet of netting made of vulcanized gutta
percha upon the surface of the water, and attach it to the sides and ends by
means of rings sliding on guide rods, which rods are provided with stops at the
points beyond which it is desired the water should not ascend.
And having now described the nature of my said Invention in the several
parts of which the same consists, and in what manner the same is to be per-
formed, I declare that what I claim is as follows:-
I claim, first, the combination in one steam engine of a high pressure
cylinder with two open-ended atmospheric cylinders, the former placed between
the latter, and the pistons of all the three cylinders being attached to one
common piston rod, together with the inner cylindrical cases, the tension rods
and other appliances peculiar to the said arrangement, as before described.
Second, the adaptation of the hydraulic blowing machine called "La
Trombe to the withdrawing of steam and air from the cylinders of steam
engines and other vessels and condensing the steam, as before described.
Third, the employment to regulate the feed of steam boilers of a sliding or
rotary chamber or chambers having stationary coverings, or of a stationary
chamber or chambers having sliding or rotary coverings, such chambers being
placed wholly or partly within the boiler, and so acting that the top and bottom
or sides or ends may (when at the point of receiving, and more particularly
at the point of delivery), be open at the same time, thus forming a direct
thoroughfare, and thus admit of equal pressure on all sides,. as. before
described.
Fourth, the adaptation of the parallel links (J, J,) and bars (L, L,) to the
adjustment of friction surfaces in the different modes before described.
Fifth, the expanding wheel for railway engines and trains in the different
varieties thereof before described, and the application of the same mode of
construction to all such wheels and pullies as are employed in machinery and
apparatus connected with steam engines.
Sixth, the formation of tyres of the wheels of railway engines and trains of
several ordinary sized bars of iron coupled together, as before described.
Seventh, the formation of the axles and other parts of engines and railway

page_text: carriages, and the tyres of the wheels of such engines and carriages of soveral
common sized bars of iron twisted together, as before described.
Eighth, the improved eduction or blast pipe before described.
Ninth, the cock or tap before described, in so far as regards the provision
made for introducing steam or other fluid beneath the plug, to relieve it from
jamming pressure, as before described.
Tenth, the improved mode of balancing slido valves before described, in so
far as regards the employment of the plate within the steam chest.
Eloventh, the "friction hammer" of the improved description before
described, in the general arrangement and combination of parts of which the
same consists.
Twelfth, the improved plummer block for locomotive engines and the
tenders and carriages attached thereto, as before described.
Thirteenth, the improved modo of turning the tyres of wheels of railway
engines and trains, as before described.
And, fourteenth, the improvod mode or means of preventing priming in
boilers, and the surging, splashing, and foaming of the water in marine boilers,
as before described.
In witness whereof, I, tho said Thomas Melling, have hereunto set my
hand and seal, this Soventh day of November, One thousand eight
hundred and forty-six.