IMPROVEMENTS IN ENGINES, IN BOILERS AND OTHER VESSELS FOR CONTAINING FLUIDS, IN RAILWAYS, AND IN MATERIALS AND IN APPARATUS EMPLOYED THEREIN OR CONNECTED THEREWITH
Year: 1852

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
EDWARD MCCONNELL, of Wolverton, in the County of Bucks, Civil Engineer,
send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Twenty-fourth day of
June, in the sixteenth year of Her reign, did. for Herself, Her heirs and
successors, give and grant unto me, the said James Edward McConnell, Her
especial license, full power, sole privilege and authority, that-I, the said James
Edward McConnell, my exors, admors, and assigns, and such others as I, the
said James Edward McConnell, 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 mentioned, should and lawfully might make, use, exercise,
and vend, within England, Wales, and Town of Berwick-upon-Tweed, in the
Islands of Jersey, Guernsey, Alderney, Sark, and Man, and in all Her Majesty's
STEAM
Colonies and Plantations abroad, my Invention of "IMPROVEMENTS IN
ENGINES, IN BOILERS AND OTHER VESSELS FOR CONTAINING FLUIDS, IN RAILWAYS, AND
IN MATERIALS AND IN APPARATUS EMPLOYED THEREIN OR CONNECTED THEREWITH;" in
which said Letters Patent is contained a proviso, requiring that I, the said
James Edward McConnell, by an instrument in writing under my hand and
seal, shall particularly describe and ascertain the nature of my said Invention.
Price Sd.l

page_text: and in what manner the same is to be performed, and shall cause the same to
be enrolled in Her said Majesty's High Court of Chancery within six calendar
months next and immediately after the date of the said in part recited Letters
Patent.
NOW KNOW YE, that in compliance with the said proviso, I, the said
James Edward McConnell, do hereby declare the nature of my Invention, and
in what manner the same is to be performed, to be particularly described and
ascertained in and by this present instrument in writing as follows. reference
being had to the accompanying Drawings, and to the letters and figures marked
thereon, that is to say:-
My said Invention relates. first, to the surcharging or highly heating of
steam as a means of economising or increasing the power thereof for various
purposes, but more especially for use in locomotive engines.
Second, to the manufacture of wrought-iron railway wheels, with tubular
spokes.
Third, to the construction of steam engine pistons, either entirely of wrought
iron, or of steel, or of wrought iron and steel in combination, or of brass com-
bined or not with these metals. the forms of such pistons being similar to or
modifications of the general forms represented in the Specification of my
Patent, dated Twenty-eighth August, One thousand eight hundred and fifty-
one, brass or other suitable metal being combined. if necessary, with the other
metals of the piston. for the prevention of the rusting and sticking of the
contact surfaces.
Fourth, to the manufacture of cylinders, and cylinder and valve covers. of
wrought iron or steet.
Fifth, to the construction of boilers. tanks, and other vessels for containing
and heating fluids. of wrought or cast-iron plates. coated on one or both sides
with a layer of sheet brass or copper, or other metal capable of preventing the
decay, chemical or otherwise, of the iron or body metal of the vessel.
Sixth, to the construction of parts of the permanent way of railways, in
such manner as to secure the rails in line and guage, together with an efficient
means of support on the ballast, and superior economy in the quantity of
metal required for the rails.
Seventh, to the manufacture of hollow railway axles of tubular metal,
according to modifications of the general plans detailed in the Specification
of my Patent of One thousand eight hundred and fifty-one, as well as the
manufacture of tubular framing, piston rods, connecting rods, shafts, and other
connections or railway details, of tubular metal.
And in order that my said Invention may be properly understood, I shall

page_text: now proceed to 'describe the several Figures on the Sheets of Drawings here-
unto attached.
Figure 1, on Sheet 1 of my Drawings, is a vertical longitudinal section of a
locomotive engine smoke box and part of the boiler detached, shewing one
modification of the plan which employ for surcharging or highly heating
the steam of locomotive engines apart from the water in the boiler, previous.
to its supply to the engine cylinders; Figure 2 is a corresponding section of
the smoke box at right angles to Figure 1, looking on the face of the tube
plate. The steam as it is generated passes off from the receiving dome A, by
the pipe B, which passes through the upper part of the tube plate C, to the
top of a narrow or sheet steam space or chamber D. set vertically across the
smoke box at a short distance outside the tube plate. This heating receiver
fits nearly to the transverse contour or section line of the smoke box E, and it.
has a series of short tubular stays F, passed transversely through it from side
to side, and opening on each side into the smoke box. These tubular stays
act as flues for the passage through them of the heated air and gases
from the boiler tubes G, with the ends of which they correspond, each two
opposite tubes being in the same axial line. As the steam-passes through this
heater from top to bottom on its way to the cylinders, it becomes surcharged
as well by the diffused heat of the smoke box acting on the two flat sides of
the heater, as by the heated currents passing directly from the tubes G
through the hollow stays, and thus in its higher clasticated and more efficient
state it passes from the bottom of the heater at H, to the engine cylinders for
Great economy arises from this treatment of the steam. which receives
a very considerable accession of elastic force by being thus heated apart from
its generating water, whilst the heat so used or taken up is turned to econo-
mical advantage, instead of being allowed to pass off as of no use. It will be
obvious to the practical man that the steam may be surcharged in its passage
from the boiler to the cylinders by various arrangements of apparatus, as, for
example, by conducting it through a coiled pipe or other channel suitably
disposed in the smoke box. Such heating chambers as I have described may
be made of two flat side plates cut to the required shape, and having a thick
edge plate bent to such shape, and set transversely to the plane of the main
plates, so as to form an edge stay, rivets or bolts being passed through trans-
versely to bind the whole together; and the tubular heating stays of the
chamber may be made to project from the inner face of the heater up against
their corresponding tube ends of the boiler barrel, so that the heated currents
from the boiler tubes are compelled to pass directly through the heating stays,
without a chance of mingling with the contents of the smoke box in the first
use.

page_text: instance. Or the heater may be placed at once in close contact with the tube
plate to produce a like result, and, if necessary, more than one heater may be
fitted up in one smoke box, one before the other, and connected or not with
intermediate heating tubes.
Figure 3 on the same Sheet is a side elevation, partially in section, of an
iron wheel suitable for locomotive engines and carriages or wagons; and
Figure 4 is a corresponding transverse vertical section of the same.
The nave
or central boss is composed of two distinct pieces of tubular metal A, forged
or moulded to shape in a matrix, with the aid of a steam
in a manner
similar to that involved in the manufacture of my improved forms of pistons.
Each of these pieces has a ring flange B on one side, so shaped, that when the
two are placed together in building the wheel, and welded together in a die or
mould, a ring of conical holes or sockets G is formed. The junction of the two
halves of the nave is represented by the dotted line running through the
centres of the sockets, each half being first moulded separately on its die, and
then the two are heated and placed together in the complete mould, and
welded up into one piece. The sockets so shaped are of differential section,
that is to say, they are so moulded, that whilst their outer ends are cylindrical,
or nearly so, in transverse section, their bore being equal to the diameter of the
tubular spokes D, which are to be inserted in them, whilst towards the inner
surface or bore of the nave the sockets become elliptical, the sectional line in
one direction being longer, and in the other shorter, than the original cylin-
drical bore outside. The spokes D are common parallel tubular pieces, and
they are fastened into the nave by heating their ends to a welding heat, and
successively driving them into the sockets all round from the outside; as the
softened tube end enters, the peculiar form of socket flattens the tube, which
thus necessarily causes a corresponding lateral expansion of the tube to fill up
the narrow ends of the ellipse in the socket. In this way the mere driving in
of the tubular spokes produces a perfect dovetailed fastening, and the spoke
cannot possibly be detached until highly heated and withdrawn by a positive
longitudinal pull; no other fastening is required. The rim E is put on in a
similar manner; it is formed out of a straight flat bar of iron, and is first pre-
pared by perforating it at the required intervals with a set of conical holes,
being afterwards bent round and welded. In this condition it is placed so as
to encircle the nave, and each spoke is passed through its hole from the out-
side, and then entered into the nave, as I have already explained. The outer
ends of the spokes are then connected firmly to the rim by the insertion of a
red-hot tapered plug F, which, on being driven in from the outside, expands
the tube end to fill up and fit the conical socket in the rim.
This com-

page_text: pletes the skeleton wheel, which is afterwards tyred in the usual manner.
Instead of this system of construction, the whole of the spokes may be first
arranged collectively in a radiating position, by being passed through the
rim of the wheel with their inner ends resting in radiating guides. In this
condition, the parts being brought to a welding heat, the extreme inner
ends of the spokes are placed between the two halves of the nave, and the
whole are at once welded together, the same dovetail binding, which I have
already described, being secured in this manner also.
Figure 5 is a side elevation of another modification of wrought-iron wheel,
partially sectioned; and Figure 6 is a transverse section corresponding. The
nave is composed of a short plain cylindrical tube A, over the central por-
tion of which is welded a shorter and thicker tube B as, an encircling collar
piece, to receive the conical screwed end C of the tubular spokes D, the only
rim ends of which are made slightly larger in diameter than the nave ends, in
order to facilitate the putting together of the parts. The rim E is first laid flat
down to encircle the nave as a centre, and the thin end of each individual
spoke is then passed through its larger screwed bore in the rim from the out-
side, the end being simultaneously entered through the jam nut. F, set just
inside the rim, and tapped to fit the enlarged tube end and the conical screwed
end C, if the spike is finally screwed into its tapped socket in the nave. Both
the inner and outer ends of the spokes are screwed at the same time, and the
jam nut F finally binds the spoke in position, and secures the solidity of the
entire wheel, without a chance of any unscrewing taking place.
Figure 7 represents a plan, with the cap or bottom plate removed, of one
modification of a steam engine piston made either wholly of wrought iron, or of
steel, or of wrought iron and steel in combination, or of brass combined or not
with these metals; Figure 8 is a corresponding transverse section of the piston
complete, shewing a portion of the rod forged in one piece with the body of
the piston. Such pistons are constructed after the same general system which
I have already described in the Specification of my Patent, dated August the
Twenty-eighth, One thousand eight hundred and fifty-one. The body A-of
this piston is forged in one piece with its rod, and it has a deep circular pro-
jecting ring B upon it. forming the inner wall for the spring pressure of the
packing. The cover or loose plate C has also a shallow ring D formed upon
it, such ring having a screw thread of coarse pitch cut on its external edge,
fitting to a corresponding thread cut on the interior surface of the deep ring B.
Both the body A and the plate C are dished very considerably, the concavity on
each side corresponding to the dishing of the cylinder cover at each end, and.
the two plates thus come together at the centre, where they are firmly held in

page_text: contact by a single central screw E. The steam cylinder F may either be cast
in the ordinary way, or forged out of wrought iron, according to the process
described under my former Patent, one end G being solid, with a central hole
large enough to receive the cover flange piece H. This cover is turned with
angular or inclined junction edges at 1, and it is held in position by the ring of
countersunk bolts I put through from the inside, and adjusted with external
nuts. By this arrangement of the cylinder end the cylinder is rendered very
compact, whilst the piston is light, simple, and substantial. In order to start
the loose piston plate a hole is formed in it at K. and fitted with a cover plate,
such hole affording a purchase hold for a suitable turning instrument. Or
instead of this plan a small plug may be screwed into the two opposite tapped
sides of an oblong or elliptical hole in the piston. the plug having a collar
piece large enough to cover the entire ellipse when screwed down.
Figure 9 is a plan, with the cover removed, of another modification of this
class of piston; and Figure 10 is a transverse section corresponding. This
piston is just the reverse of that shewn in Figures 7 and 8, being convex on
cach side to suit a similar convexity of the two cylinder ends. It is formed
precisely the same as the last-described piston in every other respect, the loose
plate being screwed on in the same way, whilst a tubular centre piece A forms
a central support or stay between the two interior concave surfaces, a bolt B
being passed through the loose plate and stay piece, and finally screwed into
the body of the piston.
Figure 11 is a transverse section of another simple form of piston illus-
trative of a modification, and capable of application to all or any of the other
forms herein described. The body A of the piston, forged in one piece with
the rod; B is a plain flat plate, being only a little turned down at the periphery
(to form a shoulder for the ring D on the loose plate, which is attached
simply by the two screws E. In this case the projecting ring D is formed
entirely on the loose plate, but it is obvious that it may be either entirely
on the body A, or partly on the body and partly on the cover, as in the transverse
section, Figure 12. To prevent sticking, from oxidation, one of the contact
surfaces in each case may be of brass or other non-oxidising metal.
Figure 13 exhibits a mode of screwing the piston and its rod together.
instead of forging these parts in one piece. A short collar A projects into
interior of the piston body, and the rod can therefore be securely screwed into
this whilst the piston is kept flush externally. In constructing steam cylinders
either of wrought iron or of wrought and cast metal combined, I have already
shewn, in Figures 8 and 10, how I simplify the details, and get rid of awkward
projecting flanges at the ends; but I may here remark that I apply the same

page_text: system of screwing on the cover that I have illustrated in my pistons. Instead
of having any bolts or external projecting flanges whatever. I simply form a
slight ring flange on the cover, and screw it to the cylinder by means of a
coarse-threaded screw: space is thus saved in the engine, and a complication
of loose parts is avoided. The small cover piece I carrying the cylinder
stuffing box may be moulded or shaped up in wrought iron or steel, or it may
be cast.
If shaped out of wrought metal I prefer to mould the cylindrical or
gland portion in one piece with the disc cover portion, the rings of the stufling
box being afterwards welded on separately. A similar mode of construction
applies also to certain kinds of valve covers, as will be obvious to the
practical man.
Figures 1, 2, 3, 4, 5, and 6, on Sheet 2 of my Drawings. represent various
details illustrative of the mode of protecting iron and steel by a coating of
copper or other metal or alloy as a sheathing or cover. The whole of these
details relating to the covering of metal sheets and their rivets or fastenings,
but it is obvious that this mode of protection is applicable in various other
cases where the body metal of any article is liable to decay or injurious ware.
Figure 1 is a transverse section of a portion of a boiler or of a curved tank,
shewing the riveted junction of two plates. In this instance the interior
surface of the tank is to be protected. The connection of the plate is
by lap joints, and the iron or body metal A is simply covered on
one side
with a thin sheet of copper or other alloy B. laid on each of the surfaces
previous to riveting the plates together. As the iron surface is to be entirely
protected on the inner side, the inner lap of the joint has its copper cover-
ing B bent over its rounded edge at C. and turned back on the outside to the
extent of the width of the lap for the joint, so that when the rivet D is
inserted it has to pass through five different metal sheets, two sheets of the
coating metal being interposed between the riveted surfaces. The head E
of the rivet is covered by a separate piece F of the coating metal, as a
species of cap, turned under at the neck. and completely embracing the
entire head. These head covers may be put on as the rivets are made,
by striking the soft covering metal in a die or in any other convenient
manner. Figure 2 is a transverse section of a butt joint with plates simi-
larly covered on one side. The plates A are in this case connected by the
lap piece B, secured by rivets C on each side the line of junction. The
heads of these rivets are protected by caps D, as before described, and
the butting edges of the plates are covered over by turning over the coating
at E. the two edges of the coating bcaring hard up against the inside
of the lap piece. Figure 3 exhibits a section of a similar joint with the

page_text: rivet heads countersunk on one side, as is required in iron ship-building, and
in other works where a clean flush surface is required, the countersunk rivet.
heads being here also covered with protecting caps. Figure 4 is a section of
a single riveted overlap joint, similar to Figure 1, but with countersunk rivet
heads on the protected side. Figure 5 is a section of the angle-iron junction
of two iron plates at right angles to each other, the edge of one resting on the
face of the other. The two iron plates A, B, are held together by the angle
iron and the two rows of rivets D. The plate A is covered on one side only
with its protective coat D. which is turned round the edge of the plate at
E, and along the base of the angle iron. The other plate B is covered on
each side by bending the copper F over the edge of the plate at G, so as to
protect this edge also. In situations where it is necessary that the entire
surface of the angle iron C should be protected, it will be advantageous to
make the angle pieces themselves of copper or brass, or a suitable alloy, instead
of coating the iron with a separate sheet. Figure 6 shews the ordinary lap
joint with the unprotected head of the rivet countersunk. Such a plan of con-
struction is applicable for marine boilers, the internal divisions of iron ships.
where bilge water has access, and for divisioned vessels for containing liquids
affecting iron. This plan of protection is specially applicable in ship-building,
for coating the iron plates externally as a sheathing, iron ships having hitherto
been universally protected only by paint or compositions brushed over or burnt
into the plates: but these superficial modes of protection can only be con-
sidered as partially effecting their purpose, for, in addition to injuries arising
from the rubbing off of the coating, and thus baring the iron, it is by no means
satisfactorily ascertained that external coatings of this nature do really protect
the iron from the chemical injurious effects of sea and fresh water, whilst the
copper, mixture metal, or coating actually precludes the possibility of the
contact of the water with the iron. This plan of protective sheeting or
covering is also applicable in various tubular works, and especially for iron
tubes in marine and locomotive engine boilers. If the tube is to be protected
by the copper or brass coating internally, the covering may be accomplished
by selecting a thin protective tube, just small enough in diameter to permit of
its being drawn tightly within the iron one, forming a compound tube; and if a
strong tube is to be coated on both surfaces, then the duplex tube may have
a third thin protective tube drawn over it.
My improvements in the permanent way of railways are delineated under
several modifications in Figures 7, 8, and 9. They refer more especially
to the construction of lines with continuous longitudinal sleepers or bear-
ings, but are also applicable for transverse bearings. The rails themselves

page_text: have a solid or flat-sided top, or a top of such a section that the rail
may be rolled on its top and bottom, or on its foundation and wheel-
bearing surfaces. This rail has a bearing on the angular or double inclined
surface of a continuous or longitudinal sleeper, which may be of triangular
section, with a flat base to rest on the ballast, whilst its angular apex or
ridge is upwards and bears the base of the rail, which is rolled with a
corresponding double incline or angular recess to fit it. Figure 7 is a trans-
verse section of one example of this class of rail and sleeper. The timber
sleeper A is continuous, and rests by its base B on the ballast of the way. Its
angular ridge C carrying the rail is in this case a rectangle, formed by the
conjunction of the two inclines D. The sides E, E, of the rails are flat or
vertical, in order that the rails may be rolled between the wheel-bearing
surface and the double inclined or hollow ridged base G, G. The edges of
these inclines are rolled to a thin taper, and in fitting them to the ridge
of the sleeper the latter is slightly cut away at the upper portion, so that the
edges of the rail may be flush with the timber surfaces to steady the rail
in position, and take off the lateral strain from the holding spikes H. The
sleeper may be of any suitable section, so long as it has an angular ridge for
bearing the rail, the flanges of which may be secured to the timber by screws
spikes, trenails, or otherwise. Figure 8 is a transverse section of a slightly
different modification of rail and sleeper. The rail is rolled with small angular
projections along the bottom surface of the edges of its base flanges at A,
in order that it may have a better lateral hold upon the sleeper, which is
correspondingly cut out or recessed, the upper surfaces of the two inclined rail
flanges being flush or in a line with the two upper inclines of the sleeper. The
latter is in this arrangement of rectangular section, so that it rests upon an
angular ridge similar to the rail-bearing surface, the rail being held down
upon it by bolts passed through the rail flanges and the timber, with nuts on
the under side of the latter. Figure is a section of a rail rolled with a
base nearly resembling that of Figure 7. the ridged base surface being
rectangular and slightly round at the apex A. It is adjusted on its sleeper
without any holding bolts or spikes, strips of wood or metal being attached
on each inclined side of the sleeper at B for the edges of the rail flanges to
bear against, thus giving lateral support. The timber sleeper is a triangle in
transverse section, being obtained by cutting a balk of oblong rectangular
section across diagonally, the dotted line beneath being the contour of the
other half of the balk. The base C of the sleeper is therefore laid at an
angle with the horizontal earth surface, the bearing ridge for the rail being
kept vertical; and in laying the line, the side D of the sleeper is turned to the

page_text: outside of the track, so that the lateral pressure from the engine and carriage
wheels may be resisted by the tendency of the acute angle D to penetrate and
fix itself in the earth.
Figure 10 is a transverse section of a complete line of rails explanatory
of the mode of tyeing the rails transversely to retain them in guage by the
tie rod A passed through each rail, and screwed up by a nut at B; or the
transverse tie rods may be formed instead with an upper or lower terminal
bend, as at a or b, for bolting to the rail flanges, the same holding bolt serving
as well to secure the rail to its sleeper as to connect the tie rod end. The
same Figure also exhibits a system of combined tie and support by the
adoption of a transverse bottom bearer of triangular section, the base being
turned upwards to carry the lines of sleepers D whilst the ridge E is below.
Figure 1 is a side elevation of the joint of the rail with its sleeper and
transverse bearer. A tie rod is placed on each side the joint line, and the
joint is retained in line by boring out or recessing each abutting end of
the rail to receive a pin or short metal block F. one half of the pin or
block being entered into each rail end as a stay. This end joint is also
delineated in the longitudinal section of the two rail ends at Figure 12. The
rail is spiked down upon its sleeper at G, and the sleeper is similarly held
down on its bearer at II. the bearer being set beneath the rail joint.
Figure 13 is a plan of a complete single line of rails on a smaller scale.
shewing the transverse tie rods at the rail joints and at intermediate distances.
This form of rail and sleeper produces a very strong road, whilst it is simple in
its form and details, and has few separate parts. Figure 14 is a side elevation
of a portion of a rail of this kind with its longitudinal sleeper as rolled or
formed with undulating flanges A, B, the lengths of base flange A between the
holding down spikes at B being much shallower or narrower than at the parts
where the spikes go through. By this contrivance, all the advantages of a
good substantial base which this form of rail possesses are retained with a
less expenditure of metal than when even base flanges are employed. It will
be obvious to the practical man that all or most of these detailed improve-
ments are capable of combination and substitution for each other in various
ways. In Figure 7, for example, I have represented another mode of effecting
a good joint bearing by placing an angular metal saddle J beneath the rail as
a connecting base on the sleeper surface.
Figures 15, 16, 17, 18, represent various views of my arrangements
for the manufacture of hollow or tubular railway axles, Figure 15 is a
transverse section of an axle in process of being built up from its seg-
mental constituents; Figure 16 is a longitudinal section of a portion of

page_text: an axle 4, shewing combined rolling and drawing process of finishing the
plain tubular portion of the axle: Figure 17 is a longitudinal section of an
axle journal as being rolled to form; and Figure 18 is a corresponding
end view of the same. Each axle is composed of a series of bars A,
segmental in transverse section, each bar being composed of a series of
common bars of wrought iron fagotted together. I have shewn six of such
segments in Figure 15. These are built round a mandril B at a welding
heat, and the whole are welded into a tube, whilst the mandril remains
inside to preserve the tubular form. Such an axle may be finally heated, as
shewn in Figure 16, or this latter apparatus may be employed to weld and
draw the segmental pieces in the first instance. The tube A in that Figure
may therefore be considered either as a roughly-welded tube, or as a combina-
tion of welding segments entered over a fixed mandril B, and passing between
the semicircularly grooved rollers C. As the rollers revolve, they squeeze and
at the same time draw forward the tubular mass of metal, which is thus treated
by a combined rolling and drawing action as it slips over the rounded and
inclined mandril end. The finished tube has its end journals then shaped upon
it by arranging three, shaping rollers triangularly to nip it, as in Figures 17
and 18. The axle A may have both its journals formed at the same time by
arranging a frame with two sets of rollers B at the required horizontal distance
asunder. Each set of three rollers are geared together to revolve in concert,
whilst each roller is capable of being traversed towards the centre line of the
tube, in order to give any necessary amount of compression. In this way, as
the rollers revolve, they bear down the tubular metal to the intended shape,
whilst they thicken the metal at this part where it is required. Instead of
this peculiar rolling action. I also propose to shape the journals by hydrostatic
pressure made to act on dies of a suitable shape, which bear upon and embrace
the tube at the part to be compressed; various compressing surfaces may be
employed for this shaping action, the essential point of the contrivance being
the securing accurate radiating lines of pressure, that is, that the pressing
power may converge to the centre line of the tube from every side, so that a
regular even reducing compression may be satisfactorily secured. The same
general plans of shaping tubular masses of metal are obviously applicable for
the manufacture of tubular framing, piston rods, connecting rods, shafts, and
other details, of tubular metal for railway purposes, either where plain tubes or
differential shapes are necessary.
Having now described and particularly ascertained the nature of my
Invention, and the manner in which the same is or may be used or carried
into effect, I may observe, in conclusion, that I do not confine or restrict

page_text: myself to the precise details or arrangements which I have had occasion to
describe or refer to. as many variations may be made therefrom, without
deviating from the principles or main features of my Invention; but what
I consider to be novel and original, and therefore claim as the Invention
secured to me by the herein-before in part recited Letters Patent, is,-
1st, the system or mode of surcharging or highly heating steam, as herein-
before described.
2nd, the system or mode of working locomotive engines by means of
surcharged steam.
3rd, the application and use in the smoke boxes of locomotive engines
of a surcharging receiver for heating the steam by the waste heat from the
boiler tubes.
4th, the systems or modes herein-before described of constructing wrought-
iron wheels with tubular spokes.
5th, the systems or modes of moulding, welding, or shaping the wedge-shaped
or dovetail spoke connections of tubular wheels, as herein-before described.
6th, the system or mode of forming wheels by compressing the inner spoke
ends between two half naves.
7th, the system or mode of binding up or tightening the parts of wrought-
iron wheels by the use of jam nuts inside the wheel rim, as more particularly
described in reference to Figures 5 & 6 on Sheet 1 of my Drawings.
8th, the system or mode of constructing double concave pistons, or pistons
dished on each side, or double convex pistons, as herein-before described.
9th, the system or mode of connecting the bodies and loose covers of pistons
by screw threads on the intervening ring walls, as herein-before described.
10th, the application and use in pistons of central binding and supporting
screws, as herein-before described.
11th, the systems or modes of forming pistons of flat discs with intermediate
ring walls and rings of connecting screws, as more especially described in
reference to Figures 11 and 12 on Sheet 1 of my Drawings.
12th, the system or mode of combining brass, or, other non-oxiditable
metal, in the construction of pistons, for the prevention of the sticking of
the contact surfaces.
13th, the system or mode of connecting pistons to their rods by means of
internal screwed collars, as described in reference to Figure 13 on Sheet 1
of my Drawings.
14th, the systems or modes of forming and arranging steam engine cylinders
with solid ends and separate stuffing box and cover pieces, and with covers
screwed on by circumferential screw threads, as herein-before described.

page_text: 15th, the system or mode of protecting iron surfaces by a layer or layers of
brass or copper, or other protective metal, in the manner and for the purposes
herein-before described.
16th, the systems or modes of constructing the permanent way of railways,
as herein-before described.
17th, the application and use of transverse tie rods, and tyeing and support-
ing sleepers, to the permanent way of railways with continuous bearings, as
herein-before described.
18th, the system or mode of laying permanent way, of the kind herein-
before described, on continuous timber bearings of the cross sections shewn in
Figures 8 and 9 on Sheet 2 of my Drawings.
19th, the system or mode of connecting the tie rod ends by the same
fastenings which hold down the rail upon its sleeper. as
described.
herein-before
20th, the systems or modes of supporting and keeping in line the rail ends
of their junctions, by means of saddle pieces, as at J in Figure 7 on Sheet 2 of
my Drawings, and end junction pins, as at F in Figure 12 on the same Sheet.
21st, the application and use of rails with undulating or differentially edged
base flanges to economise material, as herein-before described.
22nd, the systems or modes of manufacturing hollow axles, shafts, framing,
and other engine or railway details, as herein-before described.
23rd, the system or mode of building up and welding or combining the
component parts of axles, and details of a similar nature, by means of an
internal mandril, as herein-before described.
24th, the system or mode of forming hollow axles and other tubular articles,
as herein-before mentioned, by the combined effect of rolling and drawing out
over a mandril.
25th, the systems or modes of forming the journals or other recessed
portions of axles and other tubular articles, by a rolling or direct squeezing
compression, as herein-before described.
In witness whereof, I have hereunto set my hand and seal, the Twenty-
third day of December, in the year One thousand eight hundred and
fifix-two

page_text: AND BE IT REMEMBERED, that on the Twenty-third day of December,
in the year of our Lord 1852, the aforesaid James Edward McConnell came
before our said Lady the Queen in Her Chancery, and acknowledged the
Specification aforesaid, and all and every thing therein contained and specified,
in form above written. And also the Specification aforesaid was stamped
according to the tenor of the Statute made for that purpose.