IMPRROVEMENTS IN PROPELLING CARRIAGES
Year: 1850

page_text: DE NANTEUIL'S SPECIFICATION,
17
**
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, PIERRE
ANTOINE AUGUSTE DE LA BARRE 'DE NANTEUIL, of Leicester Street; in the:
County of Middlesex, send greeting.
'1:0
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent-under-the Great Seal of the United Kingdom of Great:
Britain and Ireland, bearing date at Westminster, the Second day of November:
(One thousand eight hundred and fifty), in the fourteenth year of Her.reign,
did; for Herself, Her heirs and-successors, give and grant unto me," the said
Pierre Antoine Auguste de la Barre de Nanteuil, my exors, adññiors, and
assigns, Her especial license, full power, sole privilege and authority, that I,
the said Pierre Antoine Auguste de la Barre de Nanteuil, my exors, admors
and assigns, or such others as I, the said Pierre Antoine Auguste de.la Barre
de Nanteuil, my cxors, admors, or assigus, should at any time agree with, and
no others, from time to time and at all times during the term of years therein
expressed, should and lawfully might make, use, exercise, and vend, within
England; Wales, and the Town of Berwick-upon-Tweed, and in the Islands
of Jersey, Guernsey, Alderney, Sark, and Man, and also in all Her said
Majesty's Colonies and-Plantations abroad, the Invention of "IMPRROVEMENTS
IN PROPELLING CARRIAGES," being a communication from abroad; in which said
Letters Patent is contained a proviso, that I, the said Pierre Antoine Auguste
de la Barre de Nanteuil, slíall cause a particular description of the nature of
the said Invention, and in what manner the same is to be performed, by an
instrument in writing under my hand and seal, to be inrolled in Her said
Majesty's High Court of Chancery within six-calendar months nextand'imme-

page_text: diately 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
Pierre Antoine Auguste de la Barre de Nanteuil, do hereby declare that the
nature of the said Invention, and in what manner the same is to be performed,
are fully described and ascertained in and by the following statement thereof,
reference being had to the Drawings hereunto annexed, and to the figures and
letters marked thereon, that is to say :-
In all systems of carriages or locomotives conveying their motive power the
point of support is furnished by the ground and by the weight of theload,includ-
ing the engine; therefore in the present state of locomotives on railroads, and
generally in all carriages where the power is applied, not with the view to push
or to draw theapparatus, but merely to cause the wheels to turn, it is evident
that without the weight bearing on the wheels the adhesion would be wanting.
Some have abandonned the adhesion of the wheels, and have tried to take a
point of support with the help of cranks (in French, bielles) or shanks, pushed
at one end by the motive power, and meeting obliquely their point of support
on the ground by the other end, as shown in a, Figurel. bindicates the rod
of the piston, and c, the cylinder, which I suppose to be fastened to the car-
riage; here again the weight and the ground furnish the point of support,
although in a different way. It is indeed evident that the action of the power
tends to rise the apparatus by thrusting the end d of the inclined shaft k, and
fixed at d on the ground by the other end. The apparatus does not move on
unless the weight opposes a sufficient resistance to the portion of power which
⚫tends to rise it. With the use of this kind of shank, pushed by the piston
either immediately or with intermediary means, be it one for every piston or
more, the courses take place alternately by the piston and the cylinder. The
latter makes the effective runs (in French,courses), and the former makes the
run in vacuo, that is to say, the piston returns to its former place after each
effective run of the cylinder, or it might be said by the reaction, but the force
of the reaction is always equal to the force itself, and consequently the effect
is the same. This system, without any transformation of motion and without
any complication, would. be the best to make use of the power, had it not in
itself many great defects, which have induced those who tried it to give it up,
on account of many difficulties which they were unable to overcome, and
which will be pointed out afterwards. I have to prove, first, that the tendency
to rise the apparatus causes no loss of power. In reality the decomposition
of power takes place only on what furnishes the point of support; now, it
-matters not whether one or several obstacles co-operate together towards stop-

page_text: ping the piston, provided that it does not move; and besides, it matters not
whether the effect depends only on the pressure of steam on the bottom of the
cylinder, provided that the ground and the weight do not yield, the pressure of
the steam on the bottom of the cylinder is entirely used to propel the carriage.
Moreover, the portion of the weight bearing on the end d of the shank is a
profit to a certain degree; for this part of the weight does not bear on the
wheels, as it shall be shown in the description of the means employed in the
Invention. This description shall prove at the same time that a considerable
advantage is obtained by aiming to rise as much weight as possible, provided
the weight is not rised in reality. With shanks disposed as it is shown in the
Figure 1, the point of support is not secured secured with certainty, for it
will be easily understood, that according to the nature or configuration of the
ground where the point of support is to be had, the end of the shank may slip,
sink in, or jump, principally if the carriage runs swiftly, and such repeated
shocks on a hard pavement would tear, break, or put everything to pieces.
Another defect is to be added to this one, that is, the complete ruin and
degradation of the road.
The object of this Invention is to realize the advantages of a direct impulse,
that is, without any transformation of motion, and without any complicated
transmission, and at the same time to avoid the defects which have baffled all
the efforts made to this day, to make sure the point of support, to better and
consolidate the road, and finally to diminish in a considerable degree the
expense of power.
In this system the tendency to raise the load is not undergone as an
unavoidable necessity to bear obliquely on the ground in order to take the
point of support. This tendency, on the contrary, enters into the plan of the
discovery, and to all appearance has only in view to rise the load. To this
effect a lever is disposed to the best possible advantage. It will be shown
that this could be made, and that while the power is entirely employed on
this lever to rise the weight, the reaction, which as everyone knows is equal to
the power itself, is entirely employed to urge on the apparatus horizontally.
It will be seen likewise that many difficulties have been overcome by simple
means in order to realize such an application. It is necessary to indicate
first the principles and their application, as far as practicable, with single lines,
5 attention is to be confined to them without any regard to the accessaries, which
for the present must be omitted. The plan, elevation, &c. of all the system
shall be given afterwards, with the scale of proportion.
In the Figure 2 (lateral elevation), A and B indicate the wheels; C, the
frame; D, the cylinder; E, the rod of the piston; a, b, c, is a kneed lever,

page_text: jointed ata, with the end of the rod resting on the ground by the angle b of
the knee, and bearing by the end c, underneath on the bar E, F, on its edge,
fastened for the whole to the frame or any other part of the system or
apparatus. The bar E, F, is supposed to pass in a slit. made at a, b.
The steam being at m pushes the piston and the bottom of the cylinder with
an equal pressure in an opposite direction. The piston cannot move without
tending to rise the apparatus, by the fact of the lever a, b, c, taking its point
of support at b, and acting from bottom to top at c on the bar E, F, at the
same time the pressure of steam on the bottom of the cylinder urges this
cylinder on horizontally, and consequently all the apparatus (of which this
cylinder is a component part) toward the direction of G.
The power to rise the apparatus requiring to be ten times at least greater
than to cause it to slip on the wheels, it is evident that the apparatus shall
move onward if the power do not exceed a certain limit, though absolutely
disposed as if the object was to rise it.
The part of the weight of the apparatus and consequently of its load, also
bearing on the point c of the lever, ceases to bear on the wheels when the
apparatus moves onward in this manner. The bar or the inverted rail E, F,
slides on the end c of the lever. This lever shall be provided with a strong
groove roller:
_, in order to diminish the rubbing. In this case the part
of said weight slides on this rail instead of sliding on the wheels, this affords
a great advantage. In order to better elucidate the proposition, let us suppose
that six thousand pounds be the weight of the whole load. On an ordinary
road and under unfavourable circumstances the proportion between the power
and the load is one-tenth; then the steam pressure on the bottom of the
cylinder must be 000, or 600 pounds. The pressure on the piston being the
same if the branch a of the lever be double of b, c, (save the rectification
required by the obliquity,) the power at c from bottom to top shall be of one
thousand two hundred pounds. This weight shall slide now on a rail and
not on the ground. Now the proportion between the power and the load
is 1 250, and consequently four pounds, 8/10th are only wanted to move
onward this part of the load. When the load, on the contrary, bearing on the
wheels has to run on the ground, the proportion being 1/10th, the power must
be one hundred and twenty pounds. This shows how important is the
economy resulting from it, and the economy shall be in proportion with the
load supported by the end c of the lever, by ruling the leverage to that effect,
or in this case, for instance, the relation between the two branches of the
lever. The only limit to the power applied at the end of the lever must be
that it should be less than the power necessary to rise the load. It is easy

page_text: to understand that, if the cylinder were placed the other side of the lever, this
latter would act in drawing instead of acting in pushing. The lever, its con-
ditions, and the rails being given, suitable means for their application are to
be sought after, for not only the carriage must be set in motion, but it must
also continue its onward running. The lever, which is represented in Figure 2
in its mathematic simplicity, shall have the shape shown in the Figure 3,
without any reference for the present to the punctulated part of the Figure.
It is formed with two bands curved on their edges, one of them masks the
other in this lateral elevation, and an interval exists between them. In this
interval the prolongation of the rod of the piston passes at a.
This pro-
longation is flat and on its edge, and is crossed with a bolt. This bolt is
bound in each side of the oblong aperture g, h, atc and e, in the rail E¹, F.
The two rollers G and G¹ bear on the rail, the one on its lower part when the
power is at a; the other on its upper part when the rod of the piston comes
back, at which time the point a is drawn toward the arrow S, then b is
loosened from the ground and causes G to come down on the rail.
The interval between the two bands which compose the lever may be filled
at both ends and other places, as the case shall admit.
The lower part k, b, l, shall have at the point of contact with the ground a
surface as wide as it will be necessary to tread upon, and to consolidate the
ground instead of sinking into it. It is easy to see that the slipping is not to
be feared, since the power acting at a and the resistance being at c the point
of support is nearly taken vertically at b.
If there be a cavity.so deep as to force the lower part k, b, l, to go down in
örder to bear upon it, the lever takes one of the positions indicated by the
pointed lines; if, on the contrary, there be a rising of ground, the lever gets
up and takes the other position. This motion of the lever depends on the slit
g, h, which allows its ascension or descension; it ascends when it meets with a
rising of ground, while the rod in coming back draws it toward in the direction
of the arrow S. Its own weight, and the action of the power at a, compel it
to go down, when it takes its point of support on the ground. The bolt a is
made in such a manner as to furnish a guide (_
in the slit I. h.
The Figure 3 (bis) represent the horizontal section according to the axis.
A, B, is the bolt; the part B, C, is cylindrical toward the head; the part a, b,
is rectangular, forming a parallelopiped, which is used as guide in the slitc,d,
on the other side a like guide is furnished by the cap e, f, in which the bolt
passes with friction; the bolt passes also at D, E, which is the prolongation
of the rod of the motive piston; this bar of prolongation is flat. and on
edge; all those pieces must be little loose; when the cylinder has terminated
its

page_text: its effective run, the piston which laid motionless has to return to its former
place in vacuo, in order that the cylinder may renew its effective run.
During the stroke of the piston in vacuo there would be a discontinuance
in the action of the power, for if the carriage should run during that time, it
would be only owing to the acquired speed (_ _), a thing which is not
to be depended upon except in cases of sliding or sloping roads. This forced
discontinuance shall be avoided by the following process:-Two cylinders
are made use of, and consequently two pistons and two bars, &c.; steam is
distributed in such a manner that while the piston makes its stroke in vacuo
on one side, the cylinder makes its effective run (course effective) on the other
side; but if steam be introduced on the side m¹, Figure 2, in order to cause
the piston to return in vacuo, then two inconveniences shall ensue; first, the
the expence of steam, with the sole object to bring the piston back without
any useful effect toward the moving forward of the carriage; secondly, the
pressure of steam on the bottom of the cylinder shall draw the machine in an
opposite direction toward the arrow G. In order to remedy this evil, we
must do it in such a manner that the effective run on one side cause the run
in vacuo on the other side without the help of steam for the last, using
thereby the single-acting without any condensation. This object shall be
obtained by the following means shewn in Figure 4, with the help of an indi-
cating sketch; c, cl, are the two cylinders; d, d, the rods of the pistons; e, e¹,
toothed racks, forming the prolongation of the rods and toothing on the wheel
R; F, F, are prolongations used as guides, and pass between rollers at g,g', to
diminish the friction. With this disposition, while the cylinder C'operates its
effective run toward G, the rod d comes back forcibly, and the piston returns
in vacuo. This requires to be explained, because it is not very easy to under-
.stand how, during the run of c¹, the piston d', its rod, and the toothed rack c¹
being motionless, as it has been explained above, the wheel R may turn to
operate the withdrawal of the rod d on the toothed rack in which the wheel
toothes; but I must bear in mind that while the cylinder c¹, and conse
quently the carriage, move toward G, the wheel R,-which is fastened to the
carriage, for the whole follows the same motion of translation now since the
toothed rack e¹ on which the wheel toothes is motionless,-the wheel is bound
to turn to go toward G, and in turning it necessarily operates on the other
toothed rack c, and draws back the rod of the piston of the cylinder C. The
contrary working shall take place when the cylinder c makes in its turn the
effective run, and so on. Another advantage is the consequence of this
we have seen that no steam is spent for the rur
It has been shewn that the effective run is made
and I shall mention it;
of the piston in vacuo.

page_text: by the cylinder, and that the piston only serves to take the point of support
by acting on the lever. When the piston returns to its place after the run
of the cylinder, it brings back with it the lever, which has no action in
that direction. Thus the natural conclusion of it is, that if steam should be
used to bring the lever and the piston back, it would be totally lost, save what
might take the simple friction. Two cylinders instead of one do not alter this
result as long as steam is used to bring the piston back, only a forced dis-
continuance is avoided when the two cylinders make alternately their effective
run. But owing to the reciprocal dependance existing between the two
cylinders, the wheel R, and the toothed racks, or even a lever or a working
beam (which might be substituted in certain cases), a double action may be
produced by introducing steam alternately in each side of the piston,and then
the run (in French, course) of the latter is as effective as that of the cylinder.
In order to understand this, let us suppose that steam be applied at m,
Figure 4, between the piston and the bottom of the cylinder. The piston
shall not move, since, by the prolongation of the rod, it pushes on the lever
which takes its own point of support. The cylinder and the carriage are pro-
pelled towards G; so far everything takes place as it has been already
explained. But now let us suppose that while the steam gets at m it gets
also at m¹, and pushes the piston toward G; in this case the lever depending
on this piston is simply brought back, and does not take the point of support;
but the wheel R is urged to turn according to the arrow with all the force re-
sulting from the pressure of steam on the piston, and the rotation of this wheel
urges the toothed rack E¹ towards the opposite direction in such a manner
that on this side the lever takes the point of support, but steam at m pushes
also the piston and acts on the same lever which takes the point of support,
therefore this lever is under the double acting of the two pistons. Among
others, the following important advantage is the consequence of this appli-
cation:-On roads, resistance varies in proportion with their condition. When
a machine is so constructed as to have a sufficient power on horizontal roads
with a single-acting, the power must be doubled by the double-acting; when
the carriage has to ascend, it is not necessary that twice as much steam should
be used, to that end; it ought certainly to be double had the carriage to keep
the same speed, but on the contrary, when the carriage ascends, the speed is
hardly one half. At any rate the double acting may be used on one side, and
the single acting on the other.
As regards the distribution of steam, an apparatus (steam box, slide valve,
&c.) might be made purposely for each cylinder, but as in this case excentrics..
cannot be used to act upon the slide valves without many complications, it is

page_text: better to use but one apparatus of distribution, in order to facilitate the pre-
cision of the introduction and emission of steam which has to take place
alternately on each side, but the usual apparatus would be of no use, hence
the following modifications have been adopted:-Let the axis of the cylinders
be represented by the lines A, B, and C, D, Figure 5,indicating that way the
position E, F; between the two is the steam box uncovered, in order that
the mouths a, b, c, may be seen. The steam valve shall be as those in use.
Let us suppose that steam coming from the boiler passes through the mouth
a, the punctulated lines which indicate the pipes of communication with
the cylinders shew that, according to the arrows n, steam follows two opposite
directions; through the one steam goes to the end D of the cylinder C, D,
and through the other to the end A of the cylinder A, B. In a like manner,
when steam passes through the mouth c, it goes according to the arrow n¹, to
the end B of the cylinder A, B, and to the end c of the cylinder C, D. To
this effect the blow off T, T', are.opened, and the double acting takes place;
they are stopped when the single acting is used; as the escapement of steam
takes place through H, the inside pipe b, H, must pass above or under the
punctulated pipes, a thing which shall only require a little more thickness in
the metal, which is generally cast iron.
The carriage thus far was shewn to move onward in a direct and straight
line, let us see now how the difficulty of the change of direction shall be
overcome. Let us recollect that the lever lies motionless at the point of
support on the ground, when the carriage moves on, that the rail E, F,
Figure 3, passes through cand e of the lever, in slits made to the purpose,
and finally, that the rail moves on and changes direction with the carriage.
When the carriage shall change its direction the rail shall push laterally the
lever. The latter, being nearly fixed on the ground where it takes the point
of support, cannot follow the motion, and it may happen that either the lever
or some other parts shall be torn to pieces, or the carriage shall stop; there-
fore, it is absolutely necessary that, while the rail turns with the carriage, its
new line of direction does not vary susibly with the line of the lever, and
that the motions of the rail may be considered insignicant as regard to the
lever, and that the rail does not follow the lateral motion of the carriage, as
long as the lever is kept motionless on the ground. Be A, B, (Figure 6, the
plan of the rail edgewise. The end A, on the side of the hinder end of the
carriage, is furnished with an eye in which a bolt shall pass. This bolt shall
pass also in some other fixed piece of the carriage, and the disposition shall
be such that this rail may turn at this point, and take the position A, C, the
position A, D. In order to facilitate this motion the rail is supplied with a

page_text: roller B, E, at its end; this roller is placed between two transversal and
fixed bars, the upper one a, b, of which may be seen; thereby the rail cannot
move but laterally. Now, admitting that the lever in which the rail is sup-
posed to pass at d, e, takes the point of support on the ground vertically under
it, and that the carriage changes its direction towards H, the rail may keep
its present position or nearly so, when the bar a, b, and the corresponding one
underneath shall move on with the carriage. As soon as the effective run is
terminated the lever shall cease to take its point of support on the ground,
and everything shall take its former position. As long as the lower part of
the lever lies still on the ground, when the carriage turns round, the upper
part of the lever shall follow the same deviation, for it is bound to do so on
account of the prolongation of the rod of the piston passing at a, Figure 3,
but the only consequence shall be that the lever shall bend more or less with-
out any bad result, provided the bolt at a be a little loose in the eye. Besides,
it is good and useful that it so happens, for in this case its own weight
concurs with the direction of the prolongation of the rods of the piston to
bring it back to its former position as soon as it is free, that is to say, as soon
as the effective stroke is terminated and the other begins. Finally, the two
rails may be connected together with transversal bars d, e, Figure 7, and form
a whole; a bolt at m shall be used for their common articulation. With the
above explanations it is easy to understand the whole of the system of the
carriage.
This carriage is represented by the Figures 8 and 9 ; Figure 8 is the plan,
and the Figure 9 is the elevation on the side of Z; the same letters indicate
the same things in both Figures. In the elevation, Figure 9, the wheels are
only indicated with punctulated circles, in order not to cover other parts;
those wheels are free on their axletree as in the. horse carriage. The turn-
ing part of the fore wheels is however different, and shall be described after-
wards; E, F, G, H, is the frame of the carriage; R, R', are springs fixed on
the axletree, and hang up the frame to which everything shall be fastened.
The axletree, the end of which gets beyond the stock at S, is kneed, and rises
up to a certain height h, in order that during the motion the upper ends of
the levers may pass underneath. is a kind of a stub of the axletree, getting
in a hook or staple of the frame, in which it may move vertically during the
elastic motion of the springs; a similar disposition is supposed on the other
side. A, B, and C, D, are the cylinders; I, I', the rods of the pistons; K, K',
the toothed racks, which are the prolongation of the rods; L is the prolonga-
tion of the toothed rack used as a guide; and to this purpose passing under
the roller m, or between two rollers; a similar prolongation of the toothed.
B

page_text: rack is supposed on the other side; M is a wheel on which the two toothed
racks tooth; g, g, are rollers with deep rims or grooves, used as guides to
the toothed racks and smoothing the friction. N¹, N, Figure 9, are the
levers, according to the description already given. The levers and the rails
are masked in the plan by the upper pieces. n, n¹, are the bolts passing
through the slits of the levers, and the prolongation of the toothed racks,
which are themselves the prolongation of the rods of the pistons. Y,
Figure 9, is a rail corresponding with the lever N', the other rail is masked
by it. a, a, are the rollers of the rails in order that the carriage may change
its direction, as it has been already explained. T, T, is the steam box; the
distribution is made in the manner already mentioned; respecting the motion
of the slide valve there is nothing particular about it. In regard to the
transmission, the choice may be had between the rectilinear motion of the rods
of the pistons, with their prolongation, or the circular motion of the wheel M.
The slide box and also the feeding pump P, to which the necessary pipes shall
be applied, may make their run by the rod z with the help of the lever r, P¹,
taking its fixed point of support at r¹, and pressed upon by the motion of the
prolongation of the rod of one of the pistons. The disposition of the cistern
and of the boiler shall be made accordingly, but this offers neither difficulty or
novelty.
The fore part of the carriage might be constructed in the ordinary way by
the addition of a gear acting on the main peg in order to change direction,
but these means are imperfect owing to the great force which is required. In
order to spare the coachman from using such a force it would be necessary to
combine the gear in such a manner that the change of direction should be
made slowly by the means of a small pinion acting on a large wheel. But
this would be of no avail, for it is necessary that a carriage of this kind may
be guided very easily. For this reason the ordinary way was left aside and
replaced by the following; the fore wheels are set up as truckles, that is to
say, without a common axletree after the following manner, see the plate of the
carriage, Figure 8, the lateral elevation, Figure 9, and the elevation of the fore
part only of the carriage, Figure 10-N,N, are the wheels, each in a capo, O,
supplied in its upper part with a rod Q, which passes in eyes set in flat cross
bars t, t, t, and may move in them. The first cross bar is merely laid down,
and is kept at its place merely by the rods which go through it. The spring Z
bears on it by its two ends, and is fastened to the cross bar t¹; v, v, are the
ends of the frame. At the upper part of each rod a winch m, m³, is applied.
This winch has a slit, in which is set a pin or gudgeon n fixed on the end of a
lever v, 1, 1, which takes its point of support at v¹, on which it moves

page_text: horizontally, with the help of a winch fixed itself on a tree sufficiently
high to be within the reach of the driver according to the height of his
seat.
It is easy to see that by those means the winches m, m³, shall turn each in
a different direction, and that the wheels shall turn on their vertical diameter
parallely to each other, and in the same direction.
It is easily understood likewise that the winch may be so placed as to allow
the driver to be on the hind part as well as on the fore part of the carriage;
finally, provided the wheels turn together and parallely, the disposition of the
pieces which operate the motion may receive many modifications.
With respect to the boiler, it is represented in the plan, Figure 8, and in
the elevation, Figure 9. It is composed of a certain number of pipes com-
municating with each other. The boiler shall not be explained minutely,
because the Invention does not consist in it, and in regard to it every one
may select any system that he may prefer, either tubular or other.
It is well, however, to observe that the boiler is suitably secured with
supports, and that his whole weight rests upon the swing blocks 27 and 28, in
order that it may rock sufficiently, and stay in the horizontal position when the
carriage is on a steep ascent.
Butin order that the driver may be able to lift up the levers from his seat, a
kneed lever, a, a¹, a", nearly resembling a bell lever, shall be applied on a bolta.
At a' a small chain or a string catching the lever at al shall be fastened; this
chain or string shall be loose enough to allow the lever to come down in case
of a hollow on the road, in order to take the point of support on the ground.
At a shall be jointed a rod edgewise, wide enough but flat and light, which
shall rest and shall be maintained by a notch made in the rod, and in which the
upper part of a post fastened on the tackle. of the rod of the piston
shall be bound. This flat bar suitably lengthened partakes of the reciprocating
stroke of the piston. When the driver wants to rise up the lever N¹, he
makes use of this bar by reaching it either with his hand or a lever. A second
notch at a suitable place shall be used to stop it. It is well understood that
guides shall maintain it in its direction.
In order to go backwards a third lever might be used, to go in an opposite
direction after having lifted up the two first in the manner aforesaid; but as
the object of the carriage is not to go backwards, except in case of an obstacle,
impediment, and so on, it is not necessary to complicate thus the apparatus.
A shank, a, J, may be used to this purpose on the bolt a, or the prolongation
L, and stopped in this position by some means or other. It might be let fall
according to the punctulated design J to go back ward after having lifted up

page_text: the levers N¹, N. No change is to be made on the engine. On a level and
horizontal road, or on a sliding ground, it would be very desirable to have
means of discontinuing the expence of power, for a considerable saving of fuel
would be made without a very sensible decrease in speed. It is not here the
place to prove it, and to refute the error of those who are of a contrary
opinion, suffice it to say, that the regular discontinuance or intermission of the
application of power in steam engines has not met with a sufficient attention,
and it may be owing to the two following causes :-
1st, in steam carriages or locomotives in which the power is applied to
cause the wheels to turn, an intermittance or a regular discontinuance of
power would hardly be of any advantage. The reason of it is, that the
acquired speed would be powerfully opposed by the friction and resistance of
the mass, which is bound to move with the wheels. For, in this kind of
locomotives, the wheels cannot turn without acting on the pistons, the slide
valves, the pumps, &c.
2ndly, the solution of the problem has perhaps been considered as one of
an insuperable difficulty and even impossibility. This problim may be
expressed thus:-To find the means by which a steam engine may stop and
move alternately, with such intervals of suspension as shall be required. The
driver shall not interfere except to determine the moment at which the dis-
continuance or intermission shall commence, and to fix the intervals of
suspension agreeably to his will. This suspension shall take place after one,
two, three, or four strokes of the piston when there are two cylinders.
These means shall of course consist in intercepting and restoring alternately
the introduction of steam. It would neither be regular or practicable that
the driver should shut or open continually the cock and the slide valve; it
is the engine that must do it. When the engine is in motion it is easy to
cause it to shut the cock on the slide valve, but when the engine is still, how
will it do not only to open it, but to open it at given intervals ? To be sure
here is an immense difficulty at stake; but the difficulty has been overcome,
and with such simplicity that no one could imagine the immense labor this
solution has cost. These means are not only applicable to this new steam
carriage, but also to navigation and in many other cases. Here is the
description of the small apparatus which produces it, and the lateral elevation
of which represented in Figure 11, is completely sufficient for it. Let us
observe, first, that the pipes, which are the principal component part of it,
have but a small pressure to stand; steam does not go into them. A, B,
is a barrel of pump, which may consist of a copper tube; C, D, E, F, G, H,
may be made even with tin, zinc, &c. But let us explain the apparatus,

page_text: a, b, is a piston, which does not even require to be very tight. B, I, is the
rod of a, b, passing through the bottom at L.without a hemp box to close it
hermetically, and even on the contrary a small hole shall be made to let the
liquid pass if there be any on this side of the piston. c, d, is a prolongation
behind the piston, of which the part d, e, is of a far less diameter than the
part e, c; this last part e, c, passes the joint k, k, by an aperture, which it
fills with a slight friction. M, M, is intended to guide the rod; on this last
a spring of a helix shape shall be rolled from L to L.. R is the cock of
introduction, that is, the cock which in the steam engine causes the steam to
go from the boiler to the slide valve; its winch is bound with a pin or
otherwise to a slit made in the prolongation of the rod of the piston of the
small apparatus here described, in such a way that this rod shuts the cock
when it goes out, that is, when it goes according to the arrow, and opens the
cock again when it goes in the opposite direction. The apparatus may be
placed differently, and reach the winch with the help of corresponding or
sending-back pieces. It shall be placed in such a manner that the work of
one of the pistons of the engine, at the end of its stroke, for instance, cause
the rod B 1 to go according to the arrow, either immediately or by inter-
mediary sending-back pieces. This being supposed, the cock of introduction
is shut, and the spring L, L', is compressed, the small piston has moved on in
the direction of the arrow, water has passed from the cistern C through the
valve S in the barrel of the pump, and has filled the space behind the piston.
Now, the spring L, LI, forces back the small piston, which drives out the
sucked water. But this water cannot go back to the cistern C, neither
through the valve S, which is stopped on this side, or through the aperture,
which is filled up by the prolongation e, c. In this manner the water cannot
go back to the cistern except by passing through the cock », and shall pass
through it more or less rapidly in proportion with the more or less opening of
the cock until e, c, has entirely passed over the aperture, which is traversed by
it in the joint K, K, and until d, e, has reached it. This part being much
thinner allows the liquid which still remains in the barrel of the pump to pass
very rapidly, and in this manner the part of the length of the stroke of the
small piston which thrusts the spring is runned very rapidly, then the farthest
end of the slit 1, 11, works on the winch of the cock of introduction R, and
opens it again.
At the joint between G and F shall be applied a valve, allowing the water
of the barrel of the pump to pass very freely to the cock 7, but not at all to
the barrel of the pump.
In order to have but one apparatus of intermission for the two cylinders,

page_text: two strokes of the piston of the engine shall be had after each interval. The
same piston shall set the apparatus in motion.
This shews that the duration of the interval depends on the more or less
opening of the cock. If it be entirely open no intermission shall take place.
If it be but little opened there is a considerable interval always of the same
duration as long as the opening of the cock shall remain the same.
This small apparatus is not represented in the Figures of the whole of the
carriage; it shall be applied at the most suitable place, according to the
combination and the form of the machinery and of the carriage; those com-
binations and form shall vary with the nature of the required service. The
form and arrangement of the box, seats, and so forth of the carriage shall
cause also those combinations to vary.
It is unnecessary to observe that the cylinders may be placed on the hind as
well as on the fore part of the carriage. The boiler may likewise be set on a
tender, in order to leave more room. The carriage may also be used to drag
others.
The same system may be applied even with more facility on railroads where
neither cavities, rising of ground, or declivities of any consequence are to be
met, and consequently, all those cases may be overlooked. Moreover the
incumbrances generally met with on horse roads are not to be feared in this
instance, and for this reason there shall be no objection to give to the carriage,
or to the prolongation of the stroke of the pistons, any length that may be
required, or to construct the machine in such a manner, that with the help of
gears or any other ordinary means of transmission, the run of the levers be
double, treble, quadruple of the strokes of the pistons. Finally, every one
knows that without altering the system, the construction may be so modified
as to have all the necessary precautions taken according to the state of the
road, or of the required service. We must bear in mind that the wheels
being entirely free on their axletrees, the changes of direction shall be less
difficult, and on that account small turns may be allowed.
Before closing this Specification, the peculiar properties of this Invention
must be carefully pointed out.
First, the direct impulse with the help of kneed levers which sustain a part
of the weight of the load on rollers. The rollers slide on inverted bars or
rails, or rather the rails slide themselves on the rollers. The levers, taking
their point of support on the ground, are such that they consolidate the road
instead of damaging it, and that they require neither hole or unevenness, for
they can take their point of support even on ice without cutting it.
Secondly, the means of setting the levers in such a manner that they may

page_text: go up and down according to the cavity or the rising of the ground, in order
to take their point of support.
Thirdly, the advantage of taking off from the wheels such a part of the
weight as may be required, and to carry it on rollers sliding on rails belonging
to the carriage itself. The sliding of the rollers on rails is softer than on the
ground.
Fourthly, those rails with regard to themselves as a novelty, and the way of
hindering them from opposing the change of direction of the carriage.
Fifthly, the means of moving backward in case of need.
Sixtbly, the means of moving on with a single or double power at pleasure,
and according to the more or less power required by the state of the road.
Seventhly, the distribution of steam for two cylinders, either with a single or
double power, through one single slide valve.
Eighthly, the means of getting the intermission of power with such intervals
as wished for, the object of which is the saving of power in order to producea
corresponding saving of fuel.
In witness whereof, I, the said Pierre Antoine Auguste de la Barre de
Nanteuil, have hereunto set my hand and seal, this Fifteenth day of
April, in the year of our Lord One thousand eight hundred and
fifty-one.
P. A. A. DE LA B. (L.s.) DE NANTEUIL.
Samuel Carpmael, of Lincoln's Inn, in the County of Middlesex, Gentleman,
maketh oath and saith, that he is acquainted with the manner and character
of the handwriting of Thomas Pickford, Her Britannic Majesty's Consul at
Paris, in the Republic of France. And this deponent further saith, that the
signature "Thomas Pickford," set, subscribed, or written in the margin of the.
Specification hereunto annexed, marked A, and dated, the Fifteenth day of

page_text: April instant, and purporting to be executed by Pierre Antoine Auguste
de la Barre de Nanteuil, of Leicester Street, in the County of Middlesex,
whereby it is stated that the said Specification was acknowledged by him, the
said Pierre Autoine Auguste de la Barre de Nanteuil, before the said Thomas
Pickford, on the said Fifteenth day of April, at Paris, aforesaid, is of the
proper handwriting of the said Thomas Pickford.
Enrolled the Second day of May, in the year of Lord One thousand eight
Enrolled the Second day of May, in the year of Lord One thousand eight
hundred and nity-one.