CERTAIN IMPROVEMENTS IN LOCO- MOTIVE STEAM CARRIAGES, PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO STEAM ENGINES AND BOILERS IN GENERAL
Year: 1835

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
CARPMAEL, of Crawford Street, in the County of Middlesex, Gentleman,
send greeting.
WHEREAS His present most excellent Majesty King William the Fourth,
by His Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Sixteenth day of December, in the sixth year of His reign,
did, for Himself, His heirs and successors, giveand grant unto the me, the said
William Carpmacl, His especial licence, full power, sole privilegeandauthority,
that 1, the said William Carpmael, my exors, adñiors, or assigns, or such
others as I, the said William Carpmael, my exors, admors. or assigns,
should at any time agree with, and no others, from time to time and at all
times during the term of years therein expressed, should and lawfully might
make, use, exercise, and vend, within England and Wales, and the Town of
Berwick upon Tweed, the Invention of "CERTAIN IMPROVEMENTS IN LOCO-
MOTIVE STEAM CARRIAGES, PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO
STEAM ENGINES AND BOILERS IN GENERAL;" (communicated to me by a certain
foreigner residing abroad); in which said Letters Patent is contained a
proviso that I, the said William Carpmael, shall cause a particular descrip-
tion of the nature of the said Invention, and in what manner the same is to be
performed, to be inrolled in His said Majesty's High Court of Chancery within
Price 8d.1

page_text: 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
William Carpmael, do hereby declare that the nature of the said Invention
(as communicated to ine from abroad), and the manner in which the same is
to be performed, are described and ascertained in and by the following
description thereof, reference being had to the Drawing hereunto annexed, and
to the figures and letters marked thereon, that is to say: -
DESCRIPTION OF A STEAM CARRIAGE FOR COMMON ROADS.
This carriage has the form of a French diligence or three-bodied stage
coach. The mecanism for propelling the same is underneath it, near the fore
wheels. The boiler is in the hind, body, called rotonde, the two other bodies,
generally termed coupé and intérum, carry the passengers.
The fore wheel, B, B, B, Figure 1, are disposed in a similar manner to those
of common carriages; A, A, is a double cranked axle, the cranks or elbows of
which are placed at rightangles to one another, so disposed that this axlemay
turn alone or cause the wheels to turn with it. Each crank h,, is connected
with the corresponding piston rod at the stock or joint of a connecting pointed
rod T, T, t, when the steam from the boiler passes into the cylinder alter-
nately on the right and left of the pistons. it causes these latter to take or follow
a swinging motion; this motion being transmitted to the connecting jointed
rod by the rods p., causes the cranked axle to turn (consequently, the wheels),
and the carriage is then propelled forward. I will now explain the principal
improvements by which this locomotive carriage differs from those that have
been hitherto proposed.
PECULIAR FORM OR ARRANGEMENT WHICH PREVENTS THE CRANK ANLE
BREAKING.
Notwithstanding their great strength, the crank axle of locomotives generally
break more frequently than those of thediligencies or public coaches. The causes
of their breaking arise first from the immense weight they have to bear; second,
from their real length being evidently increased by the cranks; third, from the
rotorary motion given them by the steam engines, if they be any way bent by
the shaking of the coach. This great inconvenience has been guarded against
by the following arrangement, which entirely relieves the axle of the weight of
the carriage. M, M, M, N, N, N, are two strong and projecting boxes, invari-
ably fixed within the stock of the wheels. These boxes invariably fit over the

page_text: greater part of the extremity of the axlo; they bear the supports of the springs
C, C, D, D, and consequently the hinder part of the carriage. The plates or
disks M, M, N, N, at their extremities fit the moveable pieces M, M, N, N,
connected with the axle by longitutinal ribs or ridges; once fixed, the axle
turns, and makes the box (bearing the spring) turn also, which gives rise to the
rotation of the wheels.
DISARRANGEMENT PRODUCED IN MACHINES BY JOLTING ON THE ROADS.
In order for the swinging motion of the pistons to produce the rotatory
motion of the wheels with as little loss of force as possible, their rods must be
in a plane passing through the cranked axle, or at least in a plane paralel to
it; now, however well the machine be suspended, the inequalities of the ground
continually change the position of the axle as regards this plane: thence
results a disunion or diminution of the moveable force, part of which is solely
employed to turn the links and to overcome the friction of the supporters, which
become so many obstacles. On the other hand, the false position that the
shaking gives to the framework bearing the different parts of the mechanism
continually puts these latter out of order; italso often breaks the pipes connect-
ing the boiler to the cylinders, and still oftener spoils the joints which permits
the steam to escape; all these obstacles may be completely overcome by
attending to the following directions :-
SUSPENSION OF THE MECHANISM.
A wooden or other sufficiently strong frame is fixed on the springs e, C, C,
A,D,D; this frame, when of wood, is strengthened by bands of iron, and serves
as a floor to the body of the coach; it terminates by two parallel arm of iron
X,X,Y,Y, which supports the boiler. The two steami cylinders are cast together,
and are fixed by four projections or ears E, E, F, F, to the sides or arms of a
second frame E, E; E, F, F, B, these arms finish by the collar E, B, which
surround the axle without hindering its turning; the double cylinder bears at
its extremity a large orifice G, into which passes a hook G, H; this latter is
fixed to an iron piece K, H, fastened to a transverse rod e, A. The frame
bearing the mechanism being supported at the point G by the axle B, E, will,
notwithstanding the shaking, be always in the plane determined by the piston
rods; on the other hand, although the oscillations of the two frames, one
bearing the mecanism and the other the boiler, be different, it is, nevertheless,
evident that at the common point G their motions will be sensibly the same.
If, therefore, the pipe p,p, through which the steain passes from the boiler to
the steam cylinder, be fixed under the orifice p, very near G, the two points of

page_text: Junctions having nearly identically the same motion; the long pipe p, p, will
not be twisted nor its joint put out of order.
ACTIONS OF THE STEAM UPON THE PISTONS.
Figure 8: Atthe under part of the cylinder, quite near the point of suspen-
sion, are two orifices p,i; the one to admit the steam from the boiler, the other
to let out the steam that has already acted. The steam passes the tube p, p,
and thence through the cylinder into the interior of a box S; this box cover seven
openings, represented by Figure 9. The first, a, a, is the one through which
the stean arrives; b,b, communicate with the interior of the cylinders by the
two channels which terininate at the ends of the cylinders B, B; C, C, com-
municate with the interior surface of the ends C, C; the openings d, d. lead
to the orifice through which the steam introduces itself into the pipe, which
leads into the chimney to increase the draft. Two sliding valves, of the usual
construction, act constantly backwards and forwards upon the three openings
a, b, c, belonging to each cylinder; the length of the valve @ is such that it
only covers two of the threeopenings, FigureEight, for instance; when it covers
b, d, of either cylinder, the steam enters at c, and propels the piston from left
to right, whilst the steam on the right of the pistons goes out by b, to enter byd,
and to escape into the chimney or the open air; when the piston is on the point of
reaching the end B, the sliding valve returns to cover c, d,at the same moment
the steam which enters through, repels the piston towards the left, which carries
before it the steam issuing by cto enter through into the escaping pipe K, K.
Then each piston and its corresponding valve moving backwards and forwards
in contrary direction, the motion of the pistons is transmitted by their rods
to the connecting rods, which cause the axle to turn. The rotation of the
latter moves two excentrics r, r, s, s, which act upon the sliding valve; these
excentrics r, s, Figure S, are of the usual construction, which is such that the
motion of the valve backwards or forwards is performed by two distinctstrokes.
The first motion of the valve gives admission to the steam from the boiler into
the cylinder, the second stops the steam, so that the piston continues its course
inconsequence of the elastic force of the steam enclosed in the cylinder, where
it expands itself. It is known that machines where the steam is used by
expansion are more economical than those wherein it acts by full pressure.
Economy is still more necessary in locomotives, for they have to carry their fuel
and water for the journey. Tocause the carriage to move backwards, we use the
same meansasin marine engines. To that effect the rods, r,s,s, oftheexcentrics
are not invariably fixed to the rods x,y, Figurel, which move the sliding valve:
they are simply connected by a notch, y. By means of a double lever,=,

page_text: the engineer can raise the rods from the excentrics by clearing the notch, when
the sliding valve moves independently of the axle. If then, the engineer, after
having stopped the steam cock, raises up the rods of the excentrics, these latter
(guided by the rotation of the axle) move without acting upon the sliding valves.
But when they return in a contrary way, without being fifted up, the notch
catches in the rods of the sliding valves, upon which they then act. If the
steam cock be then opened, the steam pushes the pistons in a contrary direction,
and the carriage goes back.
IMPROVEMENT IN THE MANNER OF GUIDING THE CARRIAGE.
Most all the locomotives up to the present day are guided by a cogged
wheel and hand lever, which turns the fore wheels to the right or left, which
gives the direction to the whole carriage. But the above systein is very fatiguing
in a long journey; moreover, it happens that in a long and rapid course the
fore wheels are liable to meet with a stone, or fall into a hole; then cogs may
break, or the handles of the guiding lever be wrenched from the hands of the
conductor; the fore wheel being left uncontrolled, the carriage may run out of
its proper course; these accidents are prevented in the following manner:
Figure 1, Figure15,16,17. Ona transversal bar, at which terminates the frame-
work of the coach, is fixed a small steam cylinder e, f, having a power equiva-
lent to double that of any conductor or guide using a cog wheel. In this
cylinder acts a piston with two rods, to each of which is fixed a rope that passes
over a pullyj, 7, and is fastened to the fore axle in the centre of the springs.
The four-way cock R, according to the direction of the plug, lets in the steam
from the boiler on one side of the piston, whilst the other side isincommunication
with the open air. For instance, when the piston upon which the steam is
acting, moves from left to right, the left wheel B is propelled forward, and the
fore part of the carriage turns to the right, and when the piston moves from
left to right the contrary takes place; this system, altho' very simple, is not
sufficicut to maintain the carriage constantly in the same direction, which is
very important; however, this object may be obtained by means of a cogged
wheel and a stop lever as follows: Figure 15, 16, 17, A, B, is the cylinder
directing the fore wheels; the same are filled with oil or other suitable fluid;
X, Y, are two chambers or reservoirs halffull of the sameliquid. The upper part
of these reservoirs communicates with a four-way cock, which is in reality only a
continuation of the former; though they are drawn separately for the purpose
of better shewing the parts, they must, nevertheless, be supposed to move
together. When the steam from the boiler passes through the opening cof
the upper cock, the oil in the reservoir Y passes into A by the channel x,

page_text: pushes the piston P from right to left, at the same time the oil lodged in B
runs through y into X, from whence the air escapes by S; thence will result
a certain direction. If it be wished to maintain a given direction, it will suffice
to stop the cock, for the oil being shut up in A and B on the right and left of
the piston, no earthly force could move it without first bursting the cylinder.
MEANS BY WHICH THE COACH MAY BE STOPPED OR ITS SPEED SLACKENED,
L, L, Figures 1, 26, 27, is a small cylinder in which a small metallic disk
P moves and acis as a piston; the rod of this piston is fixed to another rod
or belonging to an excentric n, n; this latter is fixed to the stock of the wheel,
which in turning gives motion to the piston. The piston rod passing through
a stuffing box L, the cylinder L, L, being filled with oil, when the piston works
to the left it pushes the oil through the channel a, b, c, Figure 27, on the right
side of the cylinder, when the piston works from the right to the left of the
piston through the channel c, b, a; this passing of the oil from right to left, and
vice versa, will continually take place as long as the carriage is in motion. The
speed of the coach will not be slackened if the passages a, b, c, be sufficiently
large to allow the oil to flow easily; but if the carriage be gradually stopped by
turning the plug of the cock & placed in the middle of the same channel, the oil
will gradually flow slower through the plug, and the speed of the wheels will
become slower and slower. It will, therefore, be easy to regulate the opening
of the passage so as to obtain a fixed speed with a given power. If the cock
be completely stopped, the oil being imprisoned on every side, the motion of
the piston will be entirely stopped, its rod and that of the centre will remain
motionless, and the wheels would only slide and not roll. In the latter case,
the piston would soon destroy the speed acquired, and the carriage would stop
steam carriages whether on the common road orona railroad. N.B.-The pro-
jecting tube i, k, h, f,g, e, Figures S and 18, which serves as a cover to p, p, is
composed of two parts, the first fixed to the cylinders by one end, and have at
the other extremity a double tube or two concentric cylinders f, g, containinga
metal fusible at 212 degrees; the party is fixed on one side to the chimney,
terminates at the other by an extremity e, e, which is placed in the liquid metal
in the tube; it thence follows, that the vapour that goes out cannot escape
through the metallic bath, and that the tube leading to the chimney will move
according to the jolting.

page_text: chamber into three spaces or chambers forming three furnaces, enclosed at the
top by three reservoirs for steam. The principal furnace is twice the size of
each of the two others, burns coal, the combustion of which is accclerated by a
ventilator or rotatory force, placed immediately under the grate in the ash pit
thereto, and extends from side to side of the carriage. The two others burn
coke, the combustion of which is kept up by heated air mixed with the smoke
of the coal, which becomes invisible after having descended through the burn-
ing coke. Figure 1 represents the horizontal plan or diagram of the boiler;
Figure 2 indicates a section as would be caused by a vertical plane passing by
W, W, as shown by dotted lines, and exhibits a partial section made at W, W,
to better show the inside of the boiler. The envelope or exterior M, N, P, Q,
is formed of four very narrow reservoirs, invariably fixed together, and com-
municating one with another, as will be explained below; each of these reser-
voirs is formed by two sheets of sheet iron rivetted together at their borders.
In order to augment the strength of the plain sides of the rectangular reservoirs
they are rivetted by a number of bolts, which press the two sheets against disks
of metal placed between them; each.tube boiler is composed of a cylinder
rivetted at each end of a cast iron tube or pipe, the form of which is indicated
by the letters A, H, I, l, m, n, n, Figure 2, and topped by a chimney d; the
furnace D, comprized between the tube boilers, is shutat the top by the cylinder
R containing steam, and at the bottom by the ventilator r. 1 placed under the
grate G, G, which it feeds with air in its whole length; the furnaces C, E, are
shut by the steam reservoirs H, K, and by the plate H, K, placed under the
grates c, c. T, S, U, are the doors through which the coals is placed on thegrates;
t, s, u, are the doors for stirring the fire, which is sometimes requisite; q is a
door which is opened in order to cause the ventilator to blow out the ashes;
the sides H, K, have similar doors."
COMBUSTION.
The grate G, G, being filed with coal, and the two grates c, e, with coke,
light the three fires; the flame from the coal is driven by the ventilator into
the furnace D; with it is also driven a certain portion of air, which has not
lost its oxigen; this flows with the smoke of the coal into the upper part
of the furnaces C, E,. after having passed by the intervals X, X, Y, Y,
The grate G, G, being filed with coal, and the two grates c, e, with coke,
light the three fires; the flame from the coal is driven by the ventilator into
the furnace D; with it is also driven a certain portion of air, which has not
lost its oxigen; this flows with the smoke of the coal into the upper part
of the furnaces C, E, after having passed by the intervals X, X, Y, Y,
Figure 1, and being comfrued above in the steam reservoirs F, K, this mixture
is compelled to descend through the burning coal through the grates c, e ;
the produce of this second combustion is in great measure deprived of its
visible combu-tible matter, and as it is confined below by the plates II, K, it
is forced to reascend, and by A, H, d, through the tube boilers, and thence

page_text: escape into the air with a gush of steam, which rushes through cach chimney
in order to increase the draft.
The communication between the different parts of the boiler is established in
the following manner:
The feeding pipe throws cold water into the reservoir P, Q, communicating
with M, N, by means of the pipes o, o; these reservoirs being constantly full,
the cold water injected below forces out by the upper pipe M, Q, an equal
quantity of hot water, which falls into the chambers M, P, N, Q. These
latter communicate with each other by the pipes of the grates c,c, which would
soon burn if they were not hollow and filled with liquid. Figure 3, which
represents one of these pipes, shews the manner in which each of them is
pressed against the inside side of the wrapper by means of a flanch baud the
screw nute, which must be turned so as to make it go from the flanch. The
pipes 3 carry the water from the two chambers to the lower part
of the cylinders B, B, B, B, A, A, A, A, by means of the tubes a, b, Fig. 1
(a, b, c, d, f, 4 and 5); these latter are fastened by screws through flanches
entering corresponding openings at the end of each tube boiler. The com-
munication of the different parts which contain the steam is established between
the four surfaces of the exterior chamber and the reservoirs H, K, by means
of the three branched tubes or pipes P., N, g, g, Figure 1; the reservoirs
H, K, communicate with each other and with K, by the pipes 7, 7: 9, and the
steam of the tube boilers goes into the reservoir R by the pipes a, a, a, a,
b, b, b, b, Fig. 1. It results from the above construction that no deposit is
formed in the double exteror because the water is almost entirely converted
into steam in the tube boilers A, A, A, A, B, B, B, B. In order to purge the
steam of the water it may carry up the inside surface of each tube boiler bears
plates 1, l, m, n, perforated with holes that do not correspond, and then let the
steam flow while the water is stopped; the level of the water is maintained
between the first plate l, l, of the tube boiler and the point H, where the
inside surfaces become narrower than the tube boiler which forms part of R,
is constantly full, and communicates by means of the tubes with the reservoir
M, P, Fig. 1, and consequently with generators A, B, Fig. 1; thus the
quantity of water contained in the boiler is very small, although it presents a
great surface to the heat of the fire, because it is divided into very thin sheets
every where except at the height of the level, which should not vary rapidly. To
keep up this level there is employed a feeding pump, which throws in a little
more water than is consumed by leakage or formation of steam; affixed on the
boiler is a small pipe a, b. Fig. 13, shut by a valve at the height that the level
should be maintained. This valve a is a hollow sphere filled with water, which

page_text: beingconvertedintos team bytheheatofthe boiler, counteracts the pressure of the
steam of the boiler; when the level rises it raises the valve lighter than water;
thenasmall quantity of water rushes into the body ofthe feeding pump where it
generates into steam; as soon as the piston of the pump moves out this steam
prevents the water rising into the pump,and the pump acts without throwing
any water into the boiler, as long as there is a sufficiency; when the level falls
the floating valve descends and shuts the pipe. The steam in the feeding
pump condenses, and the action of the feeding pump recommences. Notwith-
standing the constant level, the boiler may burst by being considerably
heated at the parts where saline or other deposits be formed. In order to
render the bursting of the boiler impossible, I use a simple and cheap appa-
ratus, the success of which cannot be doubted. At those parts of the boilers
which are liable to heat from the formation of deposit or from being uncovered
by water, I place in holes in the boiler a very small conical plug of fusible
metal, which will melt at different temperatures, but all at the tem-
perature below that at which the steam would burst the boiler; when any
part of the sides of the boilers reaches the temperature of the fusible me-
tallic plugs placed in the thickness, the plug melting prevents explosion. To
understand the effects of these plugs (all of which should, however, be cast in
the same mould and holes to receive them, being of the same size,) it suffices
to examine one of them, say the one which is under the tube boiler. This plug
exactly stops the conical end of the pipef,u, which pass through the reservoirs
R, this pipe pierced with holes through which the steam enters outside the
steam reservoir by a cock u, the plug of which bears a pocket or cavity; when
the plug meets, the steam which enters the pipe f, u, rushes down upon the
fuel, the upper surface of which it puts out or extinguishes, and forces back the
air as it seeks to rise through the grating G, G. The engineer, apprized by
the noise of the steam extinguishing the fire, has but to take a similar metal
plug out of his pocket and to place it, the broad end downwards, into the cavity
in the plug of the cock, during which time the boiler will have lost the great
excess of heat; and to shut the opening by which the steam is rushing upon
the fire, it is sufficient to half turn the cock, by which the fusible plug will fall,
properly turned, that is, with the small end downwards, and be held down by the
steam to the bottom of the pipe f, which will thus be hermetically stopped;
the only precaution is to place the fusible plug properly into the cavity of the
cock plug. Balls of fusible metal may be even used instead of the conical
plugs. Two such apparatus, one in the plan of the level, the other under the
ube boiler which receives the deposits, and has to resist the greatest action of
he fire, would suffice to prevent explosion. Yet through extreme precaution,

page_text: and as the apparatus is comparatively of so trifling a cost, a greater number
of them may be placed, but so arranged as to have the plugs to melt a much
higher temperature than the plug which is to act as principal safety valve. Not-
withstanding that the above measures are sufficient fully to guard against any
possibility of explosion, I nevertheless, on my boiler two fusible plates and the
safety usualvalves. These latter apparatus, whichare not sufficient in themselves,
although four in number, have been united according to Figure 6 and 7; yet in
order to surpress the considerable weight which keeps each valve shut, there is
substitutedasmallspring, and the strength of the steam itself; the Figure 7 shews
the interior of one of the two valves composed of a hollow tube, whoseannullated
bases A, B, C, D, are pressed by the spring in u against the fixed suit a, b, c, d,
When the boiler contains steam whoso
on which they have been dressed.
strength is, for example, this latter tends to raise A, B, and to keep the
other smaller valve C, D, shut. The double valve A, B, C, D), is therefore
kept up by steam without an equal force to f, multiplied by the difference
of surfaces A, B, C, D; this latter weight must, therefore, be equal to the
force of the spring, which will depend on freciprocally; if the steam becomes
stronger than fit raises the double valve to escape in the surrounding box, and
The steam carriage
from thence to the air by the apertures c, g, Figure 7.
here described with suitable wheels may be applied to, and will carry loads
better on railroads than on the common roads. The boiler is applicable to all
steam engines, and the means of keeping the water level may be applied to all
sorts of boilers. The mode of suspension consisting of having the cylinders
united by two arms supported by the axle, or on the axles when there are two
so that the axle or axles be always on the plans determined by the two piston
rods, and equally applicable to steam vessels; but such cases the laternal
furnace C, E, of the boiler, Figure 1, 2, has ascending flues, and coal is burnt
therein; the furnace D has descending flues, and coke is burnt therein; the
smoke of the coal and the warm air which go through the furnace C, E,without
decomposition go to furnace D,from thence descend through the burning coke
placed on the grating G, G, which burns the combustible parts of the smoke
arising from the coal.
The ventilator which in the carriage forces the smoke of the coal to ascend,
then to descend, and to rise afterwards, is substituted in steam vessels, as at
Figure 28, by two large ventilators acting at the same time as paddle wheels
V, V, in forcing air by tubes a, a, b, b, into each furnace CE; at the same
time it is merely requisite that the boxes M, M, N,N, surrounding each paddle
wheel should be opened laterally round the axle A,A, bearing the paddlewheel
and that the circumference of the same boxes should descend near the water

page_text: on the side of the immersion of the wheels; so that the boxes avoid the shock
of the water thrown out by the front wheels P, P, Q, Q, these must be at a
distance from the vessel equal to the breadth of the back paddles. By this
arrangement, the vessel bears two axletrees A, A, B, B; the steam cylinders
are horizontally fixed at the top of the steam reservoirs (R), and in the middle
of two parallel supports F,F,G,G,leaning on the axes without preventing their
turning; the simultaneous rotation of the axes is produced by the motion of the
piston carrying two rods, both acting at the same time on two axes.
The following are the improvements claimed under the above-recited Letters
Patent:-
First, the particular disposition or arrangement of the boxes fixed within the
stock of the wheels, which render the axle less liable to break.
Second, the means of suspension of the steam cylinders by which the rods of
the pistons are at all times in a plane passing through the axle or axles, what-
ever may be the motion of the locomotive machines,whether carriages or steam
vessels.
Third, the improvement in the manner of guiding the steam carriages on
common roads, as above described.
"
Fourth, the application of the hydraulic reins to dimish the rapidity of
or stop steam carriages either on common roads or on railroads.
Fifth, the peculiar and general arrangement of the boiler, and also the
ventilator placed in steam carriages immediately under the fire bars of the
furnace, in steam vessels laterally, and acting as paddle wheels; coal may be
burnt, the smoke of which, combined with hot air, feeds the combustion of
the furnaces in which coke is burnt.
Sixth, the improved manner of applying fusible plugs by a cock and tube, as
described, by which the bursting of boilers of every description may also be
prevented.
. Seventh, the arrangement and means by which the constant level of water is
maintained.
In witness whereof, I, the said William Carpmael, have hereunto set my
hand and Seal, this Sixteenth day of June, in the year of our Lord
One thousand eight hundred and thirty-six.
WILLIAM (1..s.) CARPMAEL.

page_text: AND BE IT REMEMBERED, that on the Sixteenth day of June, in the
year of our Lord 1836, the aforesaid William Carpmael, came before our
said Lord the King in His Chancery, and acknowledged Specification afore-
said, and all and every thing therein contained and specified, in form above
writion. And also the Specification aforesaid was stamped according to the
tenor of the Statute made for that purpose.
Inrolled the Sixteenth day of June, in the year of our Lord One
cand night hundred and shinko cin

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
CARPMAEL, of Crawford Street, in the County of Middlesex, Gentleman,
send greeting.
WHEREAS His present most Excellent Majesty King William the Fourth,
by His Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Sixteenth day of December, in the sixth year of His reign,
did, for Himself, His heirs and successors, give and grant unto the me, the said
William Carpmael, His especial licence, full power, sole privilege and authority,
that I, the said William Carpmael, my exors, adñors, or assigns, or such
others as I, the said William Carpmael, my exors, admors. or assigns,
should at any time agree with, and no others, from time to time and at all
times during the term of years therein expressed, should and lawfully might
make, use, exercise, and vend, within England and Wales, and the Town of
Berwick upon Tweed, the Invention of "CERTAIN IMPROVEMENTS IN LOCO-
MOTIVE STEAM CARRIAGES, PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO
STEAM ENGINES AND BOLLERS IN GENERAL;" (communicated to me by a certain
foreigner residing abroad); in which said Letters Patent is contained a
proviso that I, the said William Carpmael, shall cause a particular descrip-
tion of the nature of the said Invention, and in what manner the same is to be
performed, to be inrolled in L'is said Majesty's High Court of Chancery within

page_text: 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, I, the said
William Carpmael, do hereby declare that the nature of the said Invention
(as communicated to me from abroad), and the manner in which the samo is
to be performed, are described and ascertained in and by the following
description thereof, reference being had to the Drawing hereunto annexed, and
to the figures and letters marked thereon, that is to say :-
DESCRIPTION OF A STEAM CARRIAGE FOR COMMON ROADS.
This carriage has the form of a French diligence or three-bodied stage
coach. The mecanism for propelling the same is underneath it, near the forc
wheels. The boiler is in the hind body, called rotonde, the two other bodies,
generally termed coupé and intérum, carry the passengers.
The fore wheels B, B, B, Figure 1, are disposed in a similar manner to those
of common carriages; A, A, is a double cranked axle, the cranks or elbows of
which are placed at right angles to one another, so disposed that this axle may
turn alone or cause the wheels to turn with it: Each crank h, g, is connected
with the corresponding piston rod at the stock or joint of a connecting pointed
rod T, T, t, t; when the steam from the boiler passes into the cylinder alter-
nately on the right and left of the pistons, it causes these latter to take. or follow
a swinging motion; this motion being transmitted to the connecting jointed
rod by the rods p, q, causes the cranked axle to turn (consequently, the wheels),
and the carriage is then propelled forward. I will now explain the principal
improvements-by-which-this-locomotive carriage differs from those that have
been hitherto proposed.
PECULIAR FORM OR ARRANGEMENT WHICH PREVENTS THE CRANK AXLE
BREAKING..
Nothwithstanding their great strength, the crank axle of locomotives generally

page_text: connected with the axle by longitutinal ribs. or ridges; once fixed, the axle
turns, and makes the box (bearing the spring) turn also, which gives rise to the
rotation of the wheels.
DISARRANGEMENT PRODUCED IN MACHINES BY JOLTING ON THE ROADS.
In order for the swinging motion of the pistons to produce the rotatory
motion of the wheels with as little loss of force as possible, their rods must be
in a plane passing through the cranked axle, or at least in a plane paralel to
it; now, however well the machine be suspended, the inequalities of the ground
continually change the position of the axle as regards this plane: thence
results a disunion or diminution of the moveable force, part of which is solely
employed to turn the links and to overcome the friction of the supporters, which
become so many obstacles. On the other hand, the false position that the
shaking gives to the framework bearing the different parts of the mechanism
continually puts these latter out of order; it also often breaks the pipes connect-
ing the boiler to the cylinders, and still oftener spoils the joints which permits
the steam, to escape; all these obstacles may be completely overcome by
attending to the following directions :-
SUSPENSION OF THE MECHANISM.
A wooden or other sufficiently strong frame is fixed on the springs e, C, C,
A, D, D; this frame, when of wood, is strengthened by bands of iron, and serves
as a floor to the body of the coach; it terminates by two parallel arm of iron
X,X, Y, Y, which support the boiler. The two steam cylinders are cast together,
and are fixed by four projections or ears E, E, F, F, to the sides or arms of a
second frame E, E; E, F, F, B, these arms finish by the collar E, B, which
surround the axle without hindering its turning; the double cylinder bears at
its extremity a large orifice G, into which passes a hook G, H; this latter is
fixed to an iron piece K, I, fastened to a transverse rod e, A. The frame
bearing the mechanism being supported at the point G by the axle B, E, will,
notwithstanding the shaking, be always in the plane determined by the piston.
rods; on the other hand, although the oscillations of the two frames, one
bearing the mecanism and the other the boiler, be different, it is, nevertheless,
evident that at the common point G their motions will be sensibly the same.
If, therefore, the pipe p, p, through which the steam passes from the boiler to
the steam cylinder, be fixed under the orifice p, very near G, the two points of
•

page_text: Junctions Daving nearly m
not be twisted nor its joint put out of order.
ACTIONS OF THE STEAM UPON THE PISTONS.
Figure 8-At the under part of the cylinder, quite near the point of suspen-
sion, are two orifices p, i; the one to admit the steam from the boiler, the other
to let out the steam that has already acted. The steam passes the tube p, p,
and thence through the cylinder into the interior of a box S; this box covers seven
openings, represented by Figure 9. The first, a, a, is the one through which
the steam arrives; b, b, communicate with the interior of the cylinders by the
two channels which terminate at the ends of the cylinders B, B; C, C, com-
municate with the interior surface of the ends C, C; the openings d, d, lead
to the orifice through which the steam introduces itself into the pipe, which
leads into the chimney to increase the draft. Two sliding valves, of the usual
construction, act constantly backwards and forwards upon the three openings
a, b, c, belonging to each cylinder; the length of the valve & is such that it
only covers two of the three openings, Figure Eight, for instance; when it covers
b, d, of either cylinder, the steam enters at c, and propels the piston from left
to right, whilst the steam on the right of the piston goes out by b, to enter by d,
and to escape into the chimney or the open air; when the piston is on the point of
reaching the end B, the sliding valve returns to cover c, d, at the same moment
the steam which enters through, repels the piston towards the left, which carries
before it the steam issuing by c to enter through dinto the escaping pipe K, K.
Then each piston and its corresponding valve moving backwards and forwards
in contrary direction, the motion of the pistons is transmitted by their rods
The rotation of the
to the connecting rods, which cause the axle to turn.
latter moves two excentrics 1, r, s, s, which act upon the sliding valve; these
excentrics 7, s, Figure 8, are of the usual construction, which is such that the
motion of the valve backwards or forwards is performed by two distinct strokes.
The first motion of the valve gives admission to the steam from the boiler into
the cylinder, the second stops the steam, so that the piston continues its course
in consequence of the elastic force of the steam enclosed in the cylinder, where
it expands itself. It is known that machines where the steam is used by
expansion are more economical than those wherein it acts by full pressure
Economy is still more necessary in locomotives, for they have to carry their fuel
and water for the journey. To cause the carriage to move backwards, we use the
same means as in marine engines. To that effect the rods r, r, s, s, of the excentrics
are not invariably fixed to the rods x, y, Figure 1, which move the sliding valve
they are simply connected by a notch 2, y. By means of a double lever,

page_text: having stopped the steam cock, raises up the rods of the excentrics, these latter
(guided by the rotation of the axle) move without acting upon the sliding valves.
But when they return in a contrary way, without being fifted up, the notch
catches in the rods of the sliding valves, upon which they then act. If the
steam cock be then opened, the steam pushes the pistons in a contrary direction,
and the carriage goes back.
12
=
IMPROVEMENT IN THE MANNER OF GUIDING THE CARRIAGE.
Most all the locomotives up to the present day are guided by a cogged
wheel-and-hand lever, which turns the fore wheels to the right or left, which
gives the direction to the whole carriage. But the above system is very fatiguing
in a long journey; moreover, it happens that in a long and rapid course the
fore wheels are liable to meet with a stone, or fall into a hole; then cogs may
break, or the handles of the guiding lever be wrenched from the hands of the
conductor; the fore wheel being left uncontrolled; the carriage may run out of
its proper course; these accidents are prevented in the following manner:
Figure 1, Figure 15, 16, 17. On a transversal bar, at which terminates the frame-
work of the coach, is fixed a small steam cylinder e, f, having a power equiva-
lent to double that of any conductor or guide using a cog wheel. In this
cylinder acts a piston. with two rods, to each of which is fixed a rope
that passes
over a pully j, j, and is fastened to the fore axle in the centre of the springs.
The four-way cock R, according to the direction of the plug, lets in the steam
from the boiler on one side of the piston, whilst the other side is in communication
with the open air. For instance, when the piston upon which the steam is
acting, moves from left to right, the left wheel B is propelled forward, and the
fore part of the carriage turns to the right, and when the piston moves from
left to right the contrary takes place; this system, altho' very simple, is not
sufficient to maintain the carriage constantly in the same direction, which is
very important; however, this object may be obtained by means of a cogged
wheel and a stop lever as follows: Figure 15, 16, 17, A, B, is the cylinder
directing the fore wheels; the same are filled with oil or other suitable fluid;
X, Y, are two chambers or reservoirs half full of the same liquid. The upper part
of these reservoirs communicates with a four-way cock, which is in reality only. a
continuation of the former; though they are drawn separately for the purpose
of better shewing the parts, they must, nevertheless, be supposed to move
ogether. When the steam from the boiler passes through the opening c of
be-upper cock, the oil in the reservoir. Y passes into A by the channel 2,

page_text: pushes the piston P from right to left, at the same time the oil lodged in B
runs through y into X, from whence the air escapes by S; thence will result
a certain direction. If it be wished to maintain a given direction, it will suffice
to stop the cock, for the oil being shut up in A and B on the right and left of
the piston, no earthly force could move it without first bursting the cylinder.
MEANS BY WHICH THE COACH MAY BE STOPPED OR ITS SPEED SLACKENED.
L, L, Figures 1, 26, 27, is a small cylinder in which a small metallic disk
P moves and acts as a piston; the rod of this piston is fixed to another rod
or belonging to an excentric n, n; this latter is fixed to the stock of the wheel,
which in turning gives motion to the piston. The piston rod passing through
a stuffing box L, the cylinder L, L, being filled with oil, when the piston works
to the leftt it pushes the oil through the channel a, b, c, Figure 27, on the right
side of the cylinder, when the piston works from the right to the left of the
piston through the channel c, b, a; this passing of the oil from right to left, and
vice versa, will continually take place as long as the carriage is in motion. The
speed of the coach will not be slackened if the passages a, b, c, be sufficiently
large to allow the oil to flow easily; but if the passage be gradually stopped by
turning the plug of the cock 6 placed in the middle of the same channel, the oil
will gradually flow slower through the plug, and the speed of the wheels will
become slower and slower. It will, therefore, be easy to regulate the opening
of the passage so as to obtain a fixed speed with a given power. If the cock
b be completely stopped, the oil being imprisoned on every side, the motion of
the piston will be entirely stopped, its rod and that of the centre will remain
motionless, and the wheels would only slide and not roll. In the latter case,
the piston would soon destroy the speed acquired, and the carriage would stop
steam carriages whether on the common road or on a railroad. N.B.-The pro-
jecting tube i, k, h, f, g, c, Figures 8 and 18, which serves as a cover to p, p, is
composed of two parts, the first fixed to the cylinders by one end, and have at
the other extremity a double tube or two concentric cylinders f, g, containing a
metal fusible at 212 degrees; the part j is fixed on one side to the chimney,
terminates at the other by an extremity c, e, which is placed in the liquid metal
in the tube; it thence follows, that the vapour that goes out cannot escape
through the metallic bath, and that the tube leading to the chimney will move
according to the jolting.

page_text: chamber into three spaces or chambers forming three furnaces, enclosed at the
top by three reservoirs for steam. The principal furnace is twice the size of
each of the two others, burns coal, the combustion of which is accelerated by a
ventilator or rotatory force, placed immediately under the grate in the ash pit
thereto, and extends from side to side of the carriage. The two others burn
coke, the combustion of which is kept up by heated air mixed with the smoke
of the coal, which becomes invisible after having descended through the burn-
ing coke. Figure 1 represents the horizontal plan or diagram of the boiler;
Figure 2 indicates a section as would be caused by a vertical plane passing by
W, W, as shewn by dotted lines, and exhibits a partial section made at W, W,
to better shew the inside of the boiler. The envelop or exterior M, N, P, Q,
is formed of four very narrow reservoirs, invariably fixed together, and com-
municating one with another, as will be explained below; each of these reser-
voirs is formed by two sheets of sheet iron rivetted together at their borders.
In order to augment the strength of the plain sides of the rectangular reservoirs
they are rivetted by a number of bolts, which press the two sheets against disks
of metal placed between them; cach tube boiler is composed of a cylinder
rivetted at each end of a cast iron tube or pipe, the form of which is indicated
by the letters A, H, I, l, m, n, n, Figure 2, and topped by a chimnoy d; the
furnace D, comprized between the tube boilers, is shut at the top by the cylinder
R containing steam, and at the bottom by the ventilator r. I placed under the
grate G, G, which it feeds with air in its whole length; the furnaces C, E, are
shut by the steam reservoirs II, K, and by the plate H, K, placed under the
grates c, c. T, S, U, are the doors through which the coals is placed on the grates;
t, s, u, are the doors for stirring the fire, which is sometimes requisite; q is a
loor which is opened in order to cause the ventilator to blow out the ashes;
the sides II K have similar doors
The grate G, G, being filed with coal, and the two grates c, c, with coke,
light the three fires; the flame from the coal is driven by the ventilator into
the furnace D; with it is also driven a certain portion of air, which has not
lost its oxigen; this flows with the smoke of the coal into the upper part
of the furnaces C, E, after having passed by the intervals X, X, Y, Y,
Figure 1, and being confined above in the steam reservoirs II, K, this mixture
is compelled to descend through the burning coal through the grates c, e;
the produce of this second combustion is in great measure deprived of its
visible combustible matter, and as it is confined below by the plates II, K, it
is forced to reascend, and by A, H, d, through the tube boilers, and thence

page_text: escape into the air with a gush of steam, which rushes through each chimney
in order to increase the draft.
The communication between the different parts of the boiler is established in
the following manner:
The feeding pipe throws cold water into the reservoir P, Q, communicating
with M, N, by means of the pipes o, o; these reservoirs being constantly full,
the cold water injected below forces out by the upper pipe M, Q, an equal
quantity of hot water, which falls into the chambers M, P, N, Q. These
latter communicate with each other by the pipes of the grates c, e, which would
soon burn if they were not hollow and filled with liquid. Figure 3, which
represents one of these pipes, shews the manner in which each of them is
pressed against the inside side of the wrapper by means of a flanch and the
screw nut e, which must be turned so as to make it go from the flanch. The
pipes, carry the water from the two chambers to the lower part
of the cylinders B, B, B, B, A, A, A, A, by means of the tubes a, b, Fig. 1
(a, b, c, d, f, 4 and 5); these latter are fastened by screws through flanches
entering corresponding openings at the end of each tube boiler. The com-
munication of the different parts which contain the steam is established between
the four surfaces of the exterior chamber and the reservoirs II, K, by means
of the three branched tubes or pipes P, f, f, N, 9, g, Figure 1; the reservoirs
II, K, communicate with each other and with K, by the pipes q, q, q, and the
steam of the tube boilers goes into the reservoir R by the pipes a, a, a, a,
b, b, b, b, Fig. 1. It results from the above construction that no deposit is
formed in the double exteror because the water is almost entirely converted
into steam in the tube boilers A, A, A, A, B, B, B, B. In order to purge the
steam of the water it may carry up the inside surface of each tube boiler bears
plates 1, l, m, n, perforated with holes that do not correspond, and then let the
steam flow while the water is stopped; the level of the water is maintained
between the first plate 1, 1, of the tube boiler and the point H, where the
inside surfaces become narrower than the tube boiler which forms part of R,
is constantly full, and communicates by means of the tubes with the reservoir
M, P, Fig. 1, and consequently with generators A, B. Fig. 1; thus the
quantity of water contained in the boiler is very small, although it presents a
great surface to the heat of the fire, because it is divided into very thin sheets
every where except at the height of the level, which should not vary rapidly. To
keep up this level there is employed a feeling pump, which throws in a little
more water than is consumed by leakage or formation of steam; affixed on the
boiler is a small pipe a, b, Fig. 13, shut by a valve at the height that the level
should be maintained. This valve a is a hollow sphere filled with water, which

page_text: In order to
being converted into steam by the heat of the boiler, counteracts the pressure of tho
steam of the boiler; when the level rises it raises the valve lighter than water;
then a small quantity of water rushes into the body of the feeding pump where it
generates into steam; as soon as the piston of the pump moves out this steam
prevents the water rising into the pump, and the pump acts without throwing
any water into the boiler, as long as there is a sufficiency; when the level falls
the floating valve descends and shuts the pipe. The steam in the feeding
pump condenses, and the action of the feeding pump recommences. Notwith-
standing the constant level, the boiler may burst by being considerably
heated at the parts where saline or other deposits be formed.
render the bursting of the boiler impossible, I use a simple and cheap appa-
ratus, the success of which cannot be doubted. At those parts of the boilers
which are liable to heat from the formation of deposit or from being uncovered
by water, I place in holes in the boiler a very small conical plug of fusible
metal, which will melt at different temperatures, but all at the tem-
perature below that at which the steam would burst the boiler; when any
part of the sides of the boilers reaches the temperature of the fusible me-
tallic plugs placed in the thickness, the plug melting prevents explosion. To
understand the effects of these plugs (all of which should, however, be cast in
the same mould and holes to receive them, being of the same size,) it suffices
to examine one of them, say the one which is under the tube boiler. This plug
exactly stops the conical end of the pipe f, u, which pass through the reservoirs
R, r; this pipe pierced with holes through which the steam enters outside the
steam reservoir by a cock u, the plug of which bears a pocket or cavity; when
the plug meets, the steam which enters the pipe f, u, rushes down upon the
fuel, the upper surface of which it puts out or extinguishes, and forces back the
air as it seeks to rise through the grating G, G. The engineer, apprized by
the noise of the steam extinguishing the fire, has but to take a similar metal
plug out of his pocket and to place it, the broad end downwards, into the cavity
in the plug of the cock, during which time the boiler will have lost the great
excess of heat; and to shut the opening by which the steam is rushing upon
the fire, it is sufficient to half turn the cock, by which the fusible plug will fall,
properly turned, that is, with the small end downwards, and be held down by the
steam to the bottom of the pipe f, which will thus be hermetically stopped;
the only precaution is to place the fusible plug properly into the cavity of the
cock plug. Balls of fusible metal may be even used instead of the conical
plugs. Two such apparatus, one in the plan of the level, the other under the
tube boiler which receives the deposits, and has to resist the greatest action of
the fire, would suffice to prevent explosion. Yet through extreme precaution,

page_text: and as the apparatus is comparatively of so trifling a cost, a greater number
of them may be placed, but so arranged as to have the plugs to melt a much
higher temperature than the plug which is to act as principal safety valve. Not-
withstanding that the above measures are sufficient fully to guard against any
possibility of explosion, I nevertheless, on my boiler two fusible plates and the
safety usual valves. These latter apparatus, which are not sufficient in themselves,
although four in number, have been united according to Figure 6 and 7; yet in
order to surpress the considerable weight which keeps cach valve shut, there is
substituted a small spring, and the strength of the steam itself; the Figure 7 shews
the interior of one of the two valves composed of a hollow tube, whose annullated
bases A, B, C, D, are pressed by the spring in u against the fixed suit a, b, c, d,
on which they have been dressed. When the boiler contains steam whose
strength is f, for example, this latter tends to raise A, B, and to keep the
other smaller valve C, D, shut. The double valve A, B, C, D, is therefore
kept up by steam without an equal force to f, multiplied by the difference
of surfaces A, B, C, D; this latter weight must, therefore, be equal to the
force of the spring, which will depend on f reciprocally; if the steam becomes
stronger than fit raises the double valve to escape in the surrounding box, and
from thence to the air by the apertures c, 7, Figure 7. The steam carriage
here described with suitable wheels may be applied to, and will carry loads
better on railroads than on the common roads. The boiler is applicable to all
steam engines, and the means of keeping the water level may be applied to all
sorts of boilers. The mode of supsension consisting of having the cylinders
united by two arms supported by the axle, or on the axles when there are two,
so that the axle or axles be always on the plans determined by the two piston
rods, and equally applicable to steam vessels; but such cases the laternal
furnace C, E, of the boiler, Figure 1, 2, has ascending flues, and coal is burnt
therein; the furnace D has descending flues, and coke is burnt therein; the
smoke of the coal and the warm air which go through the furnace C, E, without
decomposition go to furnace D, from thence descend through the burning coke
placed on the grating G, G, which burns the combustible parts of the smoke
arising from the coal.
The ventilator which in the carriage forces the smoke of the coal to ascend,
then to descend, and to rise afterwards, is substituted in steam vessels, as at
Figure 28, by two large ventilators acting at the same time as paddle wheels
V, V, in forcing air by tubes a, a, b, b, into each furnace CE; at the same
time it is merely requisite that the boxes M, M, N, N, surrounding each paddle
wheel should be opened laterally round the axle A, A, bearing the paddle wheel,
and that the circumference of the same boxes should descend near the water

page_text: on the side of the immersion of the wheels, so that the boxes avoid the shock
of the water thrown out by the front wheels P, P, Q, Q, these must be at a
distance from the vessel equal to the breadth of the back paddles. By this
arrangement, the vessel bears two axletrees A, A, B, B; the steam cylinders
are horizontally fixed at the top of the steam reservoirs (R), and in the middle
of two parallel supports F, F, G, G, leaning on the axes without preventing their
turning; the simultaneous rotation of the axes is produced by the motion of the
piston carrying two rods, both acting at the same time on two axes.
The following are the improvements claimed under the above-recited Letters
Patent:-
First, the particular disposition or arrangement of the boxes fixed within the
stock of the wheels, which render the axle less liable to break.
Second, the means of suspension of the steam cylinders by which the rods of
the pistons are at all times in a plane passing through the axle or axles, what-
ever may be the motion of the locomotive machines, whether carriages or steam
vessels.
Third, the improvement in the manner of guiding the steam carriages on
common roads, as above described.
Fourth, the application of the hydraulic reins to diminish the rapidity of
or stop steam carriages either on common roads or on railroads.
Fifth, the peculiar and general arrangement of the boiler, and also the
ventilator placed in steam carriages immediately under the fire bars of the
furnace, in steam vessels laterally, and acting as paddle wheels; coal may be
burnt, the smoke of which, combined with hot air, feeds the combustion of
the furnaces in which coke is burnt.
Sixth, the improved manner of applying fusable plugs by a cock and tube, as
described, by which the bursting of boilers of every description may also be
prevented.
Seventh, the arrangement and means by which the constant level of water is
maintained.
In witness whereof, I, the said William Carpmael, have hereunto set my
hand and seal, this Sixteenth day of June, in the year of our Lord
One thousand eight hundred and thirty-six.
WILLIAM (L.s.) CARPMAEL.

page_text: AND BE IT REMEMBERED, that on the Sixteenth day of June, in the
year of our Lord. 1836, the aforesaid William Carpmael, came before our
said Lord.the King in His Chancery, and acknowledged Specification afore-
said, and all and every thing therein contained and specified, in form above
written. And also the Specification aforesaid was stamped according to the
tenor of the Statute made for that purpose.