IMPROVEMENTS IN APPARATUS TO BE EMPLOYED IN THE CONVEYANCE OF GOODS AND PASSENGERS BY LAND ON WATER, PARTS OF WHICH SAID IMPROVEMENTS ARE ALSO APPLICABLE TO THE ORDINARY PURFOSES OF STEAM ENGINES AND OTHER STEAM APPARATUS
Year: 1835

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
CHURCH, of Bordesley Green, near Birmingham, in the County of Warwick,
Gentleman, send greeting.
WHEREAS His present most Excellent Majesty King William the
Fourth, by His Royal Letters Patent, bearing date at Westminster, the Six-
teenth day of March, in the fifth year of His reign, did, for Himself, His heirs
and successors, give and grant to me, the said William Church, His especial
licence, full power, sole privilege and authority, that I, the said William Church,
my executors, administrators, and assigns, or such others as I, the said William
Church, might 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 and Wales, and the Town of Ber-
wick-upon-Tweed, my Invention of "IMPROVEMENTS IN APPARATUS TO BE EMPLOYED
IN THE CONVEYANCE OF GOODS AND PASSENGERS BY LAND ON WATER, PARTS OF WHICH
SAID IMPROVEMENTS ARE ALSO APPLICABLE TO THE ORDINARY PURFOSES OF STEAM
ENGINES AND OTHER STEAM APPARATUS;" in which said Letters Patent is contained
a proviso obliging me, the said William Church, by an Instrument in writing
under my hand and seal, particularly to describe and ascertain the nature of
my said Invention, and in what manner the same is to be performed, and to
cause the same to be inrolled in His 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 thereunto had, will
more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
William Church, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be carried into effect, will be fully under-
stood by the following description thereof, reference being had to the Drawings
hereto appended (that is to say) :-
My present "Improvement in Apparatus to be employed in the Conveyance
of Goods and Passengers by Land or Water, Parts of which said Improvements
are also applicable to the ordinary Purposes of Steam Engines and other Steam
Apparatus," consist in certain additions to and variations from the steam appa-
ratus and machinery described in the Specifications of the several Patents which
have been previously granted to me, bearing date respectively the Twenty-ninth
day of November, One thousand eight hundred and thirty, the Ninth day of
February, One thousand eight hundred and thirty-two, and the Seventh day of
September, One thousand eight hundred and thirty-three; which said Specifi-
cations were duly inrolled in the Rolls Chapel of His Majesty's High Court of
Chancery, according to provisoes contained in the said grants; these improve-
ments extending generally over the construction and arrangement of apparatus
and machinery applicable to marine engines, locomotive engines, and to
stationary engines actuated by steam.
The improvements which constitute the subject of my present Patent may be
described under the following heads :-
First, a peculiar construction and arrangement of the boilers, furnaces, con-
densers, and working parts of marine steam engines; the objects to be attained
in which construction and arrangement are, the economy of space, of weight of
materials, and of consumption of fuel.
Second, an improved method of producing condensation in any sort of con-
densing steam engine, by the employment of distilled water for condensing the
eduction steam, the water produced by condensation passing again into
the boiler, and by its purity preventing deposit and incrustation of earthy
matters upon the internal surface, which will greatly tend to preserve the
boiler from being injured by the fire.
Third, a peculiar construction and arrangement of the boiler and engines
suited to a carriage for locomotion on ordinary roads, or, with slight variations,
for railways.
Fourth, an improved method of constructing the framework and the boilers
for locomotive engines, combining great strength and lightness.
the
Fifth, a mode of condensing the eduction steam of high-pressure engines by
agency of atmospheric air.

page_text: Sixth, a peculiar mode of connecting the locomotive engine with carriages to
be impelled on ordinary roads.
Seventh, improvements in the construction of wheels for locomotive carriages.
Eighth, an improved method of lubricating the piston and pump rods of
steam engines.
Ninth, a mode of extinguishing the fire in steam engines, which is intended
to operate as a safety valve.
Tenth, additions to roads and railways, for the purpose of facilitating the
ascent of locomotives carriages up inclined planes.
These improvements are more fully set out in the accompanying Drawings,
and with the following explanation will be perfectly understood.
My peculiar construction and arrangement of the boilers, furnaces, and the
working parts of marine engines, proposed as the first head of.
my Inventions,
are designed to take up as small a space as possible in the vessel, yet afford
sufficient room for all the parts in proportion to the required power of the
engine. They also combine lightness with strength, and a great extent of
heating surface in the boiler.
Sheets 1, 2, 3, 4, 5, and 6, of the accompanying Drawings, exhibit several views
of a pair of marine engines, with the boilers, furnaces, and condensers, shewing
the arrangements and construction of the several parts.
The boilers may
constitute the framework of the engine, the outer plate being of extraordinary
thickness, and united in a peculiar manner; or the framework may surround
the boiler in the way hereafter explained.
Figure 1 is a front elevation shewing a cross section of the timbers of a steam
vessel. Figure 2 is a plan or horizontal view, and Figure 3 a side elevation
of the same. Figure 4 is a vertical section taken longitudinally through the
boilers, furnaces, flues, and condensers; and Figure 5 is a vertical section of
the same taken through the boiler, furnace, and flues at the dotted lines a, b, in
Figure 4. Figure 6 is another similar section taken at the dotted lines c, d, in
the same Figure. Figure 7 is an horizontal section through the condenser and
refrigerator of one engine, and through the furnace of the other, in the direction of
the lines e, f, in Figure 6. A is the furnace or fire place; B, the ash pit; C, C,
the various water chambers of the boilers; D, the bridge of the furnace;
E, the flues leading to the system of the tubular flues F, passing through the
main water chambers, and opening into the chimney; G, H, are the steam
chambers. It will be perceived that each engine has two boilers, and each
boiler a separate steam chamber connected together by the steampipes I, I,
from which the induction steam pipes descend to the valve boxes; also
that each boiler has a separate furnace and flues opening into the chimney.
A 2

page_text: The cylinders of the engines are at K, K, receiving their supply of steam from
the valve boxes L, L; M, are the eduction steam passages leading down the
front of the boiler into the refrigerating pipes N, N, N, which are divided into
two portions, the steam passing in one direction through the upper portion, and
in the reverse direction in the lowest portion, and off by the passage O to the
condenser P, P, where it meets with a jet of cold distilled water, as described
hereafter; Qis the air pump; R, the refrigerating chamber for cooling the
distilled water. The piston rods S, S, are connected by the cross heads T, T, to
the rods U, U, jointed to the bell crank levers V, V, mounted upon a strong
cross shaft turning in bearings attached to the boiler. These bell crank levers
are connected by the rods and cross heads W, W, to the crank X, mounted in
the usual manner upon the paddle wheel shaft Y, turning in bearings attached
to the boiler; Z is the stokers room. The air supplied to the furnaces to
support combustion passing through the apertures a, a, a, in the outer casing
of the refrigerating chambers, and circulating amongst the steam pipes N, N,
becomes heated, at the same time lowering the temperature of the eduction
steam. The air proceeds thence through the opening b, b, into the ash pit
under the fire bars c, c, the ash pit being closed by the doors d, d. By these means
a considerable portion of the heat is returned to the boilers which would other-
wise be lost. It is to be observed, that though I have in this arrangement found
it most convenient to place the air-refrigerating tubes in horizontal ranges, yet I do
not intend to confine myself to that position, as in some cases I adapt them to en-
gines in vertical positions; and I do not intend to confine myself to any particular
form of tubes or passages for conducting the eduction steam, but pass it in any con-
venient way that will. expose the greatest extent of surface for transmitting the heat
to a passing current of air. The other doors e, e, are for stoking the fire; and f, f.
is the situation of the fresh fuel, which becomes partly ignited upon the small
inclined bars, whence it descends into the furnace A on to the main fire bars.
The smoke and vapour arising from the ignition of coal on the inclined bars
at passes down into the furnace, and becomes consumed in its passage through
and over the ignited fuel. Doors g, g, at the back of the ash pit, allow of the flues
being cleaned when required; and h, h, are doors underneath, and i, i, doors
above, the tubular flues, to allow of their being also cleaned when required.
The piston of the air pump Q is worked in the following manner :-k, k, are
rods connected to the bell crank levers V, and to the end of the levers l, 1,
turning upon pins as their fulcrums firmly secured on to the sides of the boiler.
The other ends of the levers 1, 1, are connected by links m, m, to the cross
heads n, n, to which the piston rod of the air pump is attached, and they are
guided in their up and down motion by the antifriction rollers on their ends running

page_text: between the parallel guides o, o, fixed upon the bars placed across the cold
water cistern p, p, in which the condenser, air pumps, and refrigerators are
placed. The pumps for supplying the boilers with water may be situate so as
to be worked by the cross head n, n, or in any other convenient situation,
taking their supply from the hot water wells of the air pump Q. The piston
rods of the engines are guided by the parallel motion q, q, connected to the
cross head. The steam valves of the engine may be worked in any convenient
manner. I have shewn them worked by an excentric u placed upon the
paddle wheel shaft, and communicating motion through the rod v to the weigh
shaft w.
The passage y is for the flow of the distilled water from the con-
denser into the hot water well of the air pump; and is the pipe by which it
passes from the pump to the air-tight chamber of the refrigerator, whence
it rises up the jet pipe placed in the condenser. It will of course be understood
that the engine boilers, condensers, and various parts, must be firmly secured
in the proper place by connexion with the timber of the vessel, but it is not
necessary to shew them in the Drawings, as they must be varied to suit
different vessels, and form no part of this improvement; also that all the parts
of the engine and steam chamber pipes and flues above the deck must be
housed in, which would also be varied to suit the taste of the builder, taking
care to have doors placed where it is necessary, in order to get at the machinery
with convenience for cleaning and lubricating it.
It will be perceived that in the arrangements and construction of the various
parts of the marine engine above described the whole of the parts of the engine,
with its shafts and bearings, are placed upon the boiler, which, as before stated,
forms the framework upon which the engine is built; but it may be desirable
to construct the boiler and furnace independantly of the engine, in which case
I should prefer the same arrangement of the various parts, but place the
cylinders, shafts, and bearings upon strong iron framework at the side and ends
of the boiler, the foundation of the engine cylinder being upon strong cross
plates or bars, as also the bearings of the crank or paddle wheel shaft, in the
manner shewn at Figure 8, Sheet VII.
applied to
Figure 9
pump, and
Figures 9 and 10, in Sheet VI., are diagrams intended to illustrate the
manner of carrying into effect my improvements in condensing as
marine engines, which constitutes the second head of my Invention.
is a longitudinal section, taken vertically through the condenser, air
refrigerator. Figure 10 is a plan or horizontal view of the same.
eduction steam passes from the engine by the pipe a into the condensing
chamber 6, where it meets with a forced jet of cold distilled water coming from
the rose head of the pipe c, and thereby becomes condensed in the ordinary way.
The

page_text: The water produced by condensation passes from this chamber, together with? any
air or vapour, along the passage d, into the hot water well e of the air pumpf,
its piston or bucket g being worked in any convenient manner by the engine. As
the bucket of the pump rises it lifts the hot water from the well, and ejects the
air out of the pump through the aperture h at the top. The water raised by the
pump is forced through the pipe i into the air vessel k, where it is retained
by the valve under the clastic pressure of the compressed air within the
chamber. In order that the air raised by the pump may be separated from
the water, and not allowed to pass into the air vessel k, the following contri-
vance is used:-m is a float of any light construction, which rises with the
water lifted by the bucket. This float is connected by a link to the short
lever n, having its fulcrum on the inside of the pump, and to this lever is
attached the rod of the air valve o, which, as the float rises, closes the aper-
ture hair-tight before the bucket has finished its up-stroke. The portion
of air remaining in the pump, therefore, above the float, becomes compressed
by the continued action of the piston, until its elastic pressure within the pump
overcomes the clastic force of the confined volume of air in the chamber k,
when the valve immediately opens, and the water is forced into the
chamber k. From the chamber the distilled water passes down the series
of refrigerating pipes p, p, p, or other conveniently formed channels, into the
lower chamber q, and from thence into the jet pipe c before mentioned,
the water being under elastic pressure until it escapes in a spray or jet at the
rose head: The refrigerating tubes are surrounded by a bath or continuous
stream of cold water, supplied to the refrigerating chamber by means of a
pump or otherwise, through the pipe r, and the water makes its exit from the
chambers through the pipe s. By these means the distilled water, passing from
the chamber k down the tubes p, becomes sufficiently reduced in temperature
to be used for the cold water jet in the condenser, the force of the jet being
regulated by the pressure in the chamber k, and by the opening of the cock
placed at t.
The downward stroke of the piston allows the air in the pump
again to expand, when the valve will close, retaining the water in the
chamber k, and also the foot valve of the channel d will be closed, and remain
so until the next up-stroke of the piston. I would here remark, that though I
have shewn and described the chamber k as a close air vessel, yet that is not
absolutely necessary, as the apparatus would work, tho' not with such good
effect, if the top of the vessel k were open.
My improvements in locomotive carriages, which forms the third head of the
present Inventions, are exhibited in the accompanying Drawings, at Sheets 8, 9,
10, 11, and 12. First, in referrence to the construction of the boilers for steam

page_text: locomotive carriages to be employed on common roads, Figure 11 is a plan or
horizontal view; Figure 12 is a side elevation, Figure 13 is a back end
elevation, and Figure 14 is a front end elevation; Figure 15 is a longitudinal
section taken vertically; Figures 16 and 17 are transverse vertical sections;
and Figures 18 and 19 are horizontal sections of the same.. a, a, a, are the
various water chambers of the boiler surrounding the furnace flues and fuel
or coking chamber; b, the steam chamber where the safety valves and steam
guage should be placed; c, the furnace or fire place; d, the fire bars, which
are composed of tubes filled with water, and connected to the transverse water
chambers e and f; the bridge is shewn at g; and h, h, are flues passing upward
through the main water chamber delivering into the chimney i. The fuel is
supplied to the furnace through the hopper k, furnished with double shutters,
and opening into the coking oven or chamber l, where the coal becomes_coked
and partly ignited; the flame, smoke, or gass is produced by the coking of the
coal passing through the opening m to the ignited fuel in the furnace, where
the smoke becomes consumed in its passage to the chimney, and through this
opening the coked fuel descends to supply the fire. The aperture n is for
supplying the coking oven with air, to produce partial ignition; and o is a
forked holder which retains the fuel in the oven during the time of stoking,
and is moved over the aperture m, when required, by a rack and pinion, or by
other means; p, p, are the doors, which allow of the tubular flues being cleaned
when requisite; q, q, are standards bolted on to the top part of the boiler to
which the cylinders of the engine are attached; r,r, are steamways connecting
the top of the coking oven with the steam chamber. As the same description
of boiler is shewn connected with the other parts of the locomotive carriage
in the Drawings herein-after referred to, no particular description is necessary.
In referrence to the arrangements of the various parts of a locomotive engine
intended to run upon common roads to propel carriages, Sheets 9 and 10 exhibit
several views of the carriage. Figure 20 is a side clevation of the locomotive
engine, the outside casing which incloses the working parts being removed in
order to expose them to view. Figure 21 is a front view of the same.
Figure 22 is a plan or horizontal representation; and Figure 23 is a vertical
section, taken longitudinally through the boiler, furnace, water tank, fuel
chamber, and other parts. Figure 24 is a horizontal section, and Figure 25
is another vertical section taken transversely through a part of the boiler and
furnace near the middle of the carriage, the steam chamber, chimney, and
other parts being removed in order to expose the cylinders and other working
parts of the engine to view. Figure 26 is a side elevation, exhibiting the
general appearance of the carriage complete, with its outer casing inclosing

page_text: the machinery. A, A, is the furnace or fire place, which receives its supply of
fuel from the coking oven or chamber B. Parts of the boiler C, C, C, as shewn
detached in the several Figures described above, surround the fireplace and
coking oven. The larger portion of the boiler or main water chamber has a
series of tubular flues D, D, passing through it, their ends being open to the
fire place A below, and to the chimney E above. F is the steam chamber;
G, the induction steam pipe; H, H, the cylinders of the engines, firmly bolted
upon the upper part of the boiler. The ends of the piston rods have small
antifriction rollers running between the parallel guides I, I, and are connected
by slings to the crank levers K, K, mounted on the main shafts L, L, which
turn in bearings supported by stretchers M, M, M, bolted to the upper part of
the boiler over the coking oven. On the outer ends of the main shafts
are mounted the other crank levers N, N, communicating motion through the
connecting rods 0, 0, to the cranks P, P, fixed on the ends of the shaft or axle
on which the running wheels Q, Q, are mounted. These running wheels are
I made fast to the ends of tubes or hollow axles R, R, fitted into the crank shaft,
and which hollow axles carrying the wheels are locked to the crank shaft by
clutches Z, the axle turning between antifriction rollers mounted in the slings
or boxes S, S, to which the carriage springs T, T, are attached. The ends of
these springs are connected to the engine by the suspending rods U, U, made
fast by screws and nuts to projecting parts X, X, bolted on to the sides of
the boiler. The ends of the boxes S, S, are passed through staple pieces
or guides Y, Y, affixed to the outer part of the boiler and steam chamber.
Figures 27 and 28 are detached representations of this manner of suspending
the carriage by the springs upon the working axle; Figure 27 bein side
view, and Figure 28 an edge view, which are so obvious as not to require
further description. The fore wheel V, V, by which the carriage is steered
turn freely upon short horizontal axles projecting at right angles from the
upright rods W, W. The supply of water is placed in the tank J under
the seat of the steersman, whence it is drawn off through the pipe a by the
pumps b, and forced into the boiler. The plungers of these pumps are worked
by rods c, c, connected to the crank lever K, but can be worked by hand to
fill the boiler by the lever ; when required. The carriage is guided in its
proper track in the following manner :-The axles of the fore wheels V, V, as
before stated, are arms projecting from the upright rods W, W, which rods turn
in bearings at e, e, above, projecting from the seat of the conductor. The
upper ends of the rods W are attached to the levers f, f, which are connected
together, being jointed to the cross bar or rod g; h, h, are handles upon the
cross bar, by which the conductor can move the bar g laterally to one side or the

page_text: pro-
other, and by that means place the fore wheels in any direction required, as
shewn in Figure 24. The carriage is supported upon the fore axles by the
arms i, i, carrying the spring kc, the extremities of the spring being connected
by swivel pieces to the lower ends of the rods W, W. The supply of steam
can at any time be cut off from the engine by raising the end of the lever 1, to
which is connected the rod m, jointed to the end of the bent lever n, (see
Figures 20, 22, and 23,) which is connected by a link to the rod of the disc
valves o, placed at the end of the induction steam pipe G. The friction band
or drag p is placed round the outside of the brake wheel q, and is tightened
round it by the conductor placing his foot upon the lever r and depressing it.
This lever is mounted upon the cross shaft s, turning in bearings t, t, and has
other levers u, u, mounted on its end. Rods v, v, are connected to the ends of
the levers u, u, and to the cross head or bar w, w, which is jointed to the
lever x of the friction band, to the end of which it is attached (see Figure 23).
Hence it will be seen that by depressing the lever r, the longer end of the
lever will be drawn towards the front of the carriage, and the friction band
or brake will be tightened upon the surface of the brake wheel, and the
gress of the axles or wheels consequently be retarded. The steam in its passage
from the boiler to the cylinder passes through the horizontal pipe or steamway
leading to both engines. In this passage are placed two throttle valves, which are
worked in the following manner, reference being had to the several Figures in
Sheet 11, which are detached representations of the mechanism for working the
throttle and slide valves, and stopping or changing the direction of the carriage.
Figure 29 is a plan or horizontal view; Figure 30, a side view; and Figure 31,
an end view. Figure 82 is a section in the position of Figure 30, and Figure 33
is a section of the wheel in Figure 32, taken in the direction of the axle.
Round the periphery of the clutch box is formed a toothed rim 2, which takes
into the toothed wheel 3, of the same diameter, mounted upon a tube 4, shewn
by dots, fitting loosely upon the shaft 5, which is supported and held in its
proper position by jointed rods 6, 6, extending from the upper side of the main
axle, and from the cylinder case. The wheel 3 is locked to the shaft 5 by the
clutch pins 7, 7, fixed into the sliding clutch plate 8, which is feathered to the
shaft 5. The clutch pins 7, 7, pass through holes in the steady plate 9, fixed
upon the shaft 5, and into holes formed in the wheel 3.
the wheel 3 and shaft 5 are made to revolve together.
10, 10, are placed in recesses or boxes in the wheel 3, their inner ends being
attached to the wheel, and their outer ends extending in a groove 11 formed in
the side of the wheel. Tappets 13, 13, are fastened into the circular plate 14,
which is mounted upon the outer tube 15, turning upon the inner tube 4 of the
By this connexion
Convolute springs

page_text: wheel:3; to which tappets the outer ends of the convolute springs are attached.
16 is a friction roller on the end of the lever 17, which roller runs in the space
between the wheels.3 and plate 14 upon the outer surface of the springs 10, 10;
18: is another lever at right angles with the former, also having a friction roller
running upon the surfaces of the springs. These levers 17 and 18 turn upon the
axle.20. as their fulcrum; their other ends are connected to the rods 21; 21,
which are jointed to short levers 22, 22, upon the axles of the throttle valves.
By these means as the springs and tappets revolve they alternately move the
ends of the levers 17 and 18, for the purposes of opening the throttle valves,
the valves being closed again by springs at the commencement of every stroke
of the piston of the engine. It will be perceived that the distance the tappets
13 and the coiled ends of the springs 10 are from each other will determine
the length of time the throttle valves remain open, and consequently the
quantity of steam admitted into the cylinders. 23, 23, are tappet pieces placed
on the side of the wheel 3, to raise the levers before they come into contact
with the springs. The slide valves which change the induction and eduction
passages of the steam in the cylinders, are worked by the small cranks 24, 24, on
the end of the shaft 5; these cranks are connected by rods 25, 25, to the ends
of right-angled levers 26, 26, turning in bearings on the rod or shaft 27 as
their centres; the other ends of these levers are connected by joints to the slide
valve rods 28, and consequently as the shaft 5 revolves the steam passages are
changed at their proper time. In order to vary the power of the engine
according to the condition and inclination of the road, I regulate the supply of
steam by the following contrivance:-The outer tube 15, upon which the cir-
cular plate 14 is fixed, has an oblique groove 29 cut through it, and the inner
tube 4, carrying the toothed wheel 3, has a straight longitudinal groove cut
along it, through which grooves a stud fixed in the collar 30 works, the collar
being made to slide latterally upon the tube by a swival and arm 85. As this
collar 30 works backward and forward it causes the outer tube 15, with its
circular plate 14, to turn part of a revolution upon the tube 4, carrying the
toothed wheel 3, thereby changing the relative position of the plate 14 and
wheel 3, and consequently extending or contracting the extent of circular sur-
face of the springs 10, on which the ends of the levers 17 and 18 run, for the
purpose of giving more or less time for the steam to pass through the throttle
valves to work the pistons in the cylinders, the throttle valves being open only
at the time the firction rollers on the end of the levers 17, 18, are in contact
with the segmental surfaces of the springs 10, 10. The collar and pin 30 are
slidden along the grooved tubes 15 by the following means:-31 is a bent lever
(see Figure 20, 22, and 23), with a handle formed on its longer arm, its shorter

page_text: arm being jointed to the end of the rod 32, which is rod connected to the
lever 33 placed on the end of the vertical rod 84. On the lower end of this
rod is placed the lever 35 (see Figure 29), having its forked end connected to
the collar 30. By this means the person conducting the carriage can regulate
the speed of its motion, the upward or downward movement of the handle 31
giving him command over the throttle valves. In order to change the motion
of the carriage the clutch pins 7, 7, must be withdrawn from the holes in the
wheel 3, and that wheel allowed to turn half a revolution, which it will do
from its connexion with the wheel 2 on the axle of the running wheels. At
this time the shaft 5, with the slide valves and their cranks and rods, will
remain stationary; that is, during the half revolution of the wheel 3, when the
pins 7, 7, must be immediately introduced into the holes opposite to those they
were formerly in, when the auxiliary shaft will be again set in motion, and the
slide valves again be put in operation, the steam will therefore be let into the
reverse end of the cylinder, and the carriage and engine be consequently made
to work the reverse way. In order that the conductor may have the command
so as to reverse the movement of the carriage, he is furnished with a handle
on the bent lever 36 (see Figure 20, 22, and 23), which bent lever is jointed
to the end of the rod 37, connected to a lever 38 on the end of the upright rod
or shaft 39, having the clutch lever 40 fixed on its lower end (see Sheet 11,
Figure 29); the forked end of this clutch lever takes into the groove of the
clutch piece 8; and by these means the pins 7, 7, can be withdrawn from the
holes, and again introduced to change the motion of the carriage as desired:
The several Figures in Sheet 12 of the Drawings represent different views
of my improvements in the arrangement and construction of the various parts
of locomotive steam engines intended to travel upon railroads or railways to
draw other carriages after them. Figure 84 is a side elevation of one of these
engines compleat; Figure 85 is a front elevation, Figure 36 is a longitudinal
section taken vertically, and Figure 37 is a plan or horizontal view of the
same. It will be perceived that the principal parts of this engine have nearly
the same arrangement as the preceeding, a particular description will therefore
not be necessary; the same letters of reference being marked upon corre
sponding parts as the former. A is the fire place or furnace; B, the ash pit;
C, C, C, the boiler surrounding the fire place, tubular flues, and cooking oven or
chamber for the fuel; D is the water reservoir in which the force pumps are
placed; E, the coking oven or fuel chambers; F, the tubular flues leading to
the chimney H. The steam chamber is shewn at G, and cylinders of the
engine at I, I. The bell crank levers K, K, are connected by links and caps
to the piston rods; and L are connecting rods, communicating motion from the

page_text: bell cranks to the running wheels. a is the hopper for supplying fuel to the
chamber; b, the door for supplying air to the coking oven; c, a door for stoking
the fire; d, the bridge of the furnace; c, e, are the doors for cleaning the tubular
flues; fis the internal safety valve; g, the escape to the chimney; h is the
external safety valve; i, the steam guage; k, the induction steam pipo leading
to the slide valve box and cylinders; 1, the eduction steam pipe, which may lead
direct to the chimney, or to one of the air condensers, for obtaining distilled
water, herein-after described; m, the piston rods; n, the parallel motion or
guides of the piston rods; o, the rods and levers for working the slide valves by
tappets p, p, on the bell crank shaftq; r is the hand gear for working the slide
valves independently of the engine; s are levers and rods connected with a
treadle for changing or stopping the motion of the engine, by throwing the tappets
p into or out of geer with the notches in the bent rods o, o; t, t, are steam pipes
connecting the part of the boiler situate over the coking oven with the steam
chamber; n, the springs on which the carriage is suspended; v, v, are brackets
and stays supporting the bell crank shaft; w are the buffers, supported by
metal springs a and air cylinders and pistons y; the place for the engineer
who attends the furnaces is in front of the engine at z.
Another modification in the construction of the framework and of the boilers
of locomotive engines, expressed under the fourth head of my Invention, as
shewn in the Drawings at Sheet 13:-The carriage, or framework, or casing
which encloses the boiler, furnace, cylinders, and other parts of the locomotive
engine, is made of plates or sheets of iron, connected together by dovetailing
their edges into grooved rods or bars of iron, which rods or bars form the
skeleton or ribs of the carriage. Figure 38 represents a transverse section of
one of the framing rods A. In this rod is cut one, two, three, or more longi-
tudinal grooves a, b, c. The edge of the iron plate intended to be inserted into
the groove is to be beaten upon the edge, or what is technically called upset,
as shewn at d. The thickened edge of the plate forming a dovetail is then
inserted into the longitudinal groove in the rod or bar as at c, e, after which the
metal of the rod at the edges of the groove is beaten inwards, as at b, f, which
causes the plate to be held firmly in the rod, the joint by these means being
formed by a secure dovetail. One, two, three, or more plates of metal may in
this way be affixed by their edges to a rod or bar of metal, and a framing and
case or carriage may be thus constructed to support and inclose the boiler,
furnace, cylinders, and other parts of a locomotive engine, in the way hereafter
shewn, which frame and case so made will be found to be light, yet extremely
firm and strong. In order to construct a boiler of very great strength and
extended heating surface, with but little comparative weight of metal, suited to

page_text: a locomotive engine, I form parts or the whole of the water chambers by con-
necting parallel plates of thin metal at about an inch asunder, and for the
purpose of giving firmness I corrugate or indent the plates, and fasten them
together by bringing the opposite elevations into contact, and by passing rivets
through those elevated parts, which bind them securely. Figures 39 and 40
exhibit small portions of a boiler so constructed. The plates A, A are first
indented by stamping any desired number of recesses or concavities in their outer
surface as shewn in Figure 39 at a, a, a. These indentations I prefer to make
in the forms of frustrums of cones about an inch and five eighths at their bases.
The plates, when so indented, are brought together as represented in the section
Figure 40; and rivets b, b, b, being passed through the cones, the plates are thereby
firmly connected together. A framework and casing for a locomotive engine, con-
structed by dovetailing sheets of iron into rods or bars in the way described
above, forms the external frame and casing of a carriage exhibited in Sheets 13
and 14; Figure 41 being a longitudinal section, and Figure 42 a transverse
section, through the furnace, boiler, &c., taken in the direction of the dotted
line A, B, in Figure 41. Figure 43 is a side elevation of the carriage, with
its engines and other appendages complete; and Figure 44 is a plan or hori-
zontal view of the same. In these Figures the boiler is partly constructed in
the manner last described, and partly of perpendicular tubes containing water,
which tubes may, if desired, be slightly curved, to allow for the expansion and
contraction of the metal. a, a, a, a, mark those parts of the boiler, which are
formed of corrugated or indented plates as described, which surround the
furnace b, b, and ash pit c, c. The perpendicular tubes d, d, d, are open at top
and bottom to allow the free passage of the water through them; the flames
and heated vapours from the furnace play between these pipes, and the smoke
passes off at the aperture e into the chimney f. The vessel g forms the head
of the boiler; and he is the steam chamber from whence the steam proceeds by
the pipe i, i, i, through the throttle valves j, j, to the working cylinders k, k; and
the eduction steam escapes by the pipes 1, 1, and may pass through the con-
denser into the water tank m, and whatever uncondensed steam rises in the
water tank escapes off by the pipe n into the chimney f. The axle of the
hinder wheels runs between antifriction rollers, as described in the former
arrangement, and the other parts of the machinery are arranged as shewn in
these Figures.
the
Another modification of the boiler is exhibited in Sheet 18, in which, for
purpose of extending the heating surface, any number of perpendicular par-
titions may be introduced, having water chambers within formed by parallel
plates corrugated and riveted together as described. Figure 45 is a longi-

page_text: tudinal section shewing the curve form of the partitions a, a, a, and Figure 46
is a transverse section of the same. In this modification I do not find it
necessary to employ perpendicular water pipes as before. The steam passes into
the chamber 6, 6, above, and from thence to the working cylinders.
My method of condensing the eduction steam of high-pressure engines by
the agency of atmospheric air is explained by the several Figures in Sheet 15
of the Drawings; which Figures are diagrams illustrative of one arrangement
of the condensers of locomotive engines, constituting the fifth head of my Inven-
tion. This apparatus may be adapted and placed in any convenient situation
between the eduction passage and the ultimate escape into the chimney.
Figure 47 is a side elevation of one of the condensing apparatus. Figure 48
is a longitudinal section of the same taken vertically. Figure 49 is a back
view, and Figure 50 is a plan or longitudinal view of the same. The eduction
steam passes from the engine, through the pipe a, into the first refrigerating
chamber A, where it is allowed to expand. This chamber has a number of
small pipes b, b, extending through it horizontally, their ends being open to the
atmosphere, which, constantly passing through the pipes, produces refrigeration.
From this chamber A the steam proceeds upward by the pipe d into the second
The
refrigerating chamber B, which is also filled with open air tubes c, c, c.
steam passes up the pipe d, and through the lateral openings or ways e, c, e, e,
then down the chamber B, circulating among the cold air tubes, where, coming
in contact with the cooler surfaces of the tubes, it condenses, and the water
produced by such condensation passes from the chamber B, through the
smaller pipe f, along the bottom of the chamber A, and off to the supply pump
of the boiler by the exit pipe g. The small portion of steam remaining uncon-
densed escapes up the tube h, which is open to the atmosphere, or leads to the
chimney. If it is desired to employ the air which has become heated in its
passage through this refrigerator, and conduct it into the furnace of the boiler
for the purpose of supporting combustion, it may be forced through the refri-
gerating pipes b, b, and c, c, by a rotatory fan, or other means, there being proper
casing and passages provided to direct its course.
Sheet 16 exhibits at Figure 51 a vertical section, and at Figure 52 a plan
or horizontal view, of a refrigerator constructed to effect this object, which
is shewn in the Drawing under the standing-place of the person who attends
the furnace of the locomotive engine. a is the eduction steam pipe; A, A, the
refrigerating chamber, through which the steam passes, making its exit at the
pipe 6; the rotatory fan c is worked from the engine or from the running
wheels by bands and riggers, or by any other method, and which forces a current
of air through the tubes d, d, d, and passage e, into the furnace of the engine.

page_text: The sixth head of my Invention, the mode of connecting the locomotive
engine with carriages to be worked on ordinary roads, is exhibited in Sheets 14.
Figure 53 represents at A the plan or horizontal appearance of the carriage,
that is, the wheels, axletrees, perch, &c. of a locomotive engine; also at B the
wheels, axletree, perch, &c. of an ordinary vehicle for the conveyance of goods
or passengers, to be impelled by the power of the locomotive engine. a is the
perch of the locomotive carriage; b, the perch of the vehicle to be impelled;
c, c, c, is a ridged bar or rod connecting the two porches together by joints, the
impelling power of the locomotive carriage A being communicated through the
rod or bar c to the vehicle B in front. The two carriages are also con-
nected by a sliding joint d, formed by a pin fixed in the end of the pole e of
the impelling carriage, which acts in an elongated hole in the tail f of the
perch of the forward vehicle, for the purpose of giving direction to the fore wheels
of the impelling carriage. It must be obvious from this arrangement that the
course taken by the train of carriages, however many there may be attached
to the locomotive carriage, will depend upon the direction of the fore wheels
of the forward vehicle, which may turn in the ordinary way of guiding
locomotive carriages.
The several Figures in Sheets 17 and 18 will illustrate the seventh head of
these improvements, which consists in the employment of an additional rim or
flange upon the outer edge of each of the running wheels of a locomotive rail-
road carriage, for the purpose of preventing the wheels from running off the
rails in the event of meeting with such an obstruction as should lift one wheel
up sufficiently high to allow of its inner flange running over the rail. It will
be evident that where the running wheels have an inner flange only upon their
edges, if any impediment stops the progress of one wheel, and raises its flange
above the rail, the companion wheel continuing its progress will take a curved
course and run off its line. As these observations apply to wheels of the
common construction for railway locomotive engines, I have shown in Figure 54
a plan, and in Figure 55 an elevation, illustrative of this effect. Let a, b, repre-
sent the lines of iron railways; c, d, the ordinary running wheel of a locomotive
engine travelling in the direction of the black arrows; the other running wheels
are shewn at e, e. Supposing the running wheel c to meet with any obstruction in
its progress, such as a stone, stick, or crow-bar accidentally left on the rail a, its
progress would be suddenly checked, its flange rising above the rail, as shewn
in the end elevation; the other wheel, not meeting with such obstruction, has a
tendency to continue its course, but the interruption of its fellow wheel at the
point of obstruction forms a centre at the moment of its being thrown up, and

page_text: the consequence is that the wheel d is made to take the direction of the red
arrow, and the engine is caused to run out of the proper course.
.
Figures 59
Figure 59
Sheet 18 shews the improved safety running wheels A, B, of the engine.
Figure 56 is a plan or horizontal representation of wheels upon rails. Figure 57
is an elevation of the same, and Figure 58 a front view. These wheels are
constructed with the outer rims a, a, as well as the ordinary inner rims b, b. It
will be evident that in case either of these wheels meet with any obstruction
causing it to be thrown up off the rail, its fellow wheel would have the same ten-
dency to run off the rail as those of the common construction, but it is prevented
from doing so by its outward flange, which keeps it in the proper course upon the
rail. In order that these improved wheels with double flanges may be allowed to
pass from one line of rails on to another, as in changing their course from a main
line on to a branch railway, it becomes necessary to form the switches or guides
which direct the wheels from one line of rail to another out of the rail itself, instead
of having separate wedges or other formed pieces as in common.
and 60 will serve to illustrate the manner of effecting this object.
is a plan view, and Figure 60 a cross section taken vertically through the rails
and part of the ground. a, a, is the main or continuous line of rails; b, b, the
branch line; c, c, the switches or guides, formed of part of the rail, and turning
upon pins at one of their ends. Supposing an engine to be travelling in the
direction of the arrows, and intended to pass along the branch way, the switches
or guide pieces c, c, would be placed in the situation shewn in Figure 59, that is,
leading from the main line to the branch rails; but when the engine is travel-
ling on the main line, the guides c, c, must stand in a line with it. The
switches or guides c, c, are connected together by a rod d, d, extending
across the under side of the rails, and furnished with a handle by which the
guides can be moved from one line to the other simultaneously. And in order
that these guides may at all times be proper connexion either with one line or
the other, I have shewn in these Figures a method of causing them always
to be brought up to proper stop pieces e, e, e, e, placed at the sides of the rails. A
toggle joint lever ƒ moves on a fulcrum in the bar g, attached at the upper end
to the cross bar d, the lower end being connected to the other toggle piece h
jointed to the end of the lever i, which turns in a fulcrum on the bar j, having
the weight k at its other end. By this it will be perceived that the force
exerted by the weighted lever i against the toggle joint piece h causes it
through the lever f to force the bar d either one way or the other, so as to bring
the guides c, c, up to the stops e, e, and thereby causing them at all times when
at rest to coincide with one or the other of the lines of rails.

page_text: My improved manner of lubricating the rods of the pistons and pumps,
forming the eighth head of my Invention, is shewn in the Drawings at
Sheet 19, and consists in the introduction of an annular chamber placed within
the ordinary hempen packing, into which the oil, tallow, or other lubricating
material is introduced from a small reservoir placed at the side of the stuffing
box. Figure 61 is the side view of a stuffing box; Figure 62 is a vertical
section, and Figure 63 is a plan of the same; Figure 64 is a side view of the
annular chamber, detached; Figure 65 is a vertical section, Figure 66 is a
plan, and Figure 67 a horizontal section of the same. a, a, is the chamber,
the sectional form of which is triangular, the upper and lower angles being
inclined in order to cause the packing to close upon the piston rod as the gland b
is screwed down to tighten the packing. c is a small reservoir for the lubricating
material, screwed into stuffing box d. The oil or other material passes from
the reservoir, through the cock and pipe e, into an annular recess f formed on
the outside of the ring, from whence it flows through holes to the interior of
the ring, when it comes in contact with the piston rod or other surface to be
lubricated.
The sectional Figures 68 and 69, in Sheet 20, will illustrate the subject
of the ninth head of these improvements, (vizt) the safety plate and fire extin-
guisher. a is a pipe leading from the boiler or steam chamber into the
tube or chamber 6, the lower portion c of which tube is open, and is fixed
immediately over the furnace or fire place, or other convenient situation. A thin
metallic plate d forms a partition between the chambers b and c, and which is
intended to burst at a pressure a little greater than that at which the boiler
is designed to be worked; the strength of this plate is regulated by the degree
of pressure to which it is desired to raise the steam. e is a rod connected at one
end to the cross pieces f, f, and at the other end to the conical piece g, which is
held up by the metallic plate d. In case the steam in the boiler should rise
beyond the proper pressure the plate & will give way and burst downwards,
when the force of the water rushing from the boiler will cause the cone and
rod e to descend until the cross pieces f are stopped by the projecting inner
flange h, h, of the lower chamber c, as seen in Figure 69, when the cone g will
be suspended opposite the aperture of the chamber c, and the water will be
directed by it in a spray over the ignited fuel in the furnace below.
Sheet 21 contains several Figures representing the subject of the tenth head
of these improvements, shewing an auxilliary to an ordinary railway, by means of
which inclined plains of considerable acclivity may be ascended by locomotive
engines without the assistance of additional power. Figure 70 is a side eleva-
tion of a locomotive engine and train of carriages running up an incline plain.
R

page_text: Figure 71 represents the wheels of the locomotive engine upon a larger scale, in
a side elevation; Figure 72, a horizontal view of the same; and Figure 73, a
front elevation. A, A, are the lines of the ordinary iron rails; B, B, the running
wheels of the engine; C, C, raised tracks or ways erected on the sides of the
rod, which are much broader than the ordinary rails, and may be formed of
stone or any suitable material. D, D, are broad rims affixed to the outer
sides of the running wheels, or upon the same shaft or axis as the running
wheels. The smaller wheels run upon the surface of the raised tracks, and by
their being of smaller diameter they enable the engines to ascend the incline
with less difficulty and without changing their speed of working; and, if it
should be thought desirable, the smaller wheels may be formed with a rim of
cogs or teeth taking into a rack fixed upon the raised tracks, but allowing the
periphery of the smaller wheels to run upon the surface of the stone or iron
work. The lower ends of the tracks or ways are formed with inclines as at E, E,
so that the smaller wheels meet with the tracks and raise the larger running
wheels off the rails without any sudden jerk, and also leave the upper end of
the tracks by other inclined planes F, F, which let the larger running wheels
gently down upon the iron rails, when the engine has passed up the incline.
In witness whereof, I, the said William Church, have hereunto set my
hand and seal, the Fifteenth day of September, in the year of our Lord
AND BE IT REMEMBERED, that on the Fifteenth day of September, in
the sixth year of the reign of His Majesty King William the Fourth, the
said William Church came before our said Lord the King in His Chancery,
and acknowledged the Instrument aforesaid, and all and every thing therein
contained and specified, in form above written. And also the Instrument
aforesaid was stamped according to the tenor of the Statute made in the
fifty-fifth year of the reign of His late Majesty King George the Third.
Inrolled the Sixteenth day of September, One thousand eight hundred
and thirty-five.