IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1854

page_text: LETTERS PATENT to Sir James Caleb Anderson, of Fermoy, in the County
of Cork, in Ireland, Baronet, for the Invention of "IMPROVEMENTS IN
LOCOMOTIVE ENGINES."
Sealed the 13th April 1855, and dated the 13th October 1854.
PROVISIONAL SPECIFICATION left by the said Sir James Caleb Anderson
at the Office of the Commissioners of Patents, with his Petition, on
the 13th October 1854.
I, Sir JAMES CALEB ANDERSON, of Fermoy, in the County of Cork, in
Ireland, Baronet, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN LOCOMOTIVE ENGINES" to be as follows (that is to say):
1. Steam boilers which can be easily repaired, and a large heating surface
obtained.
2. Arrangement of the machinery of locomotive engines.
3. Plan for attaching the steering wheels to the locomotives.
4. Mode by which I check the number of passengers conveyed by my
locomotives.
DESCRIPTION.
The improved boilers, No. 1 and 2, are made in parts, so as to be easily
taken asunder to repair them, and a great heating surface obtained.
Plate No. 1, Fig. 1, is a side view of a double boiler. A, front tube
cylinder: B, back tube cylinder; C, fire box; D, F, bottom of ash-pit; G, steam

page_text: junction pipe between the fire box and the steam chambers E, E, on the tops
of the front and back tube cylinders; K, line of fire bars.
Fig. (2) is a front view of the double boiler; and Fig. (3), back view;
Fig. 4, side view outside of the fire box. Fig. 5, longitudinal vertical section
of double boiler; Fig. (6), cross vertical section; Fig. 7, cross vertical section
of fire box; Fig. 8, top view. of fire box; Fig. 9, ground plan of fire box and
grate; Fig. 10.is the side view of my single vertical boiler; Fig. 11, vertical
section of the single boiler.
The water is to be pumped into the fire box, from which it will pass into
the tube cylinders through the junction pipes, as seen at H, H, H, as shewn
in the double and single boiler. The s point the course of the air into
the fire boxes, and from thence through the tubes to the chimneys of the
boilers.
Plate (No. 3), Fig. 5, shews a section of my vertical boiler. A, A, outside
plates of boiler; B, fire-place; C, C, sides of fire-box; D, lower tube plate;
E, tubes; F, upper tube plate; G, G, inside plates of the steam chamber F, F.
The water being pumped in at H will rise to the water line J.
Plate (2), Fig. 1, shews a side view of a locomotive carriage with the
cylinders within the frame; and Fig. 2, the ground plan. A, boiler; B, B,
engines; C, crank shaft, from which the pumps are worked by the eccentrics
D, D, and the link motion by the eccentrics E, E, E, E; F, one of the con-
necting rods, to convey the power of the engines to a crank fixed on one
end of the hind axletree, to which another crank at right angles is fixed
on the opposite end. The hind wheels revolve on the axletree, and the
axletree also turns in the plummer blocks, on which the hind springs rest.
From each crank a carrier extends to the felloes of the hind wheels, which
can be fixed to them at pleasure. One hind wheel of the carriage is only
to be worked at the same time by the engines; the other hind wheel is to
be left free to revolve on the axletree, in order that the carriage may run
round curves. G, G, expansion boxes, into which the exit steam is to pass and
expand, and from them it will be conveyed through the perforated junction
H, H, into the condensers J, J, J, J, J, J, J. The large surface this.condenser
exposes to the atmosphere will cause the steam to condense, and then the water
will run into the receivers K, K, to be pumped again into the boiler. To
accelerate the condensation of the steam, I use a fan, worked either by a
small engine or driven by the large engines, according to circumstances, by
which cold air can be forced into the condensor; and thus I obtain a conden-
sation of the steam by contact with the air, in addition to the air on the outside
of the condensors. Should the steam not be all condensed, in orde o render
o

page_text: it transparent, it is to be heated either by the boiler fire, or another fire or fires
to be used for that purpose.
Plate No. 3 shews the plan of a steam carriage with the engines fixed
outside the frame. A, boiler; B, B, engines; C, crank shaft; D, D, eccen-
tries to work the pumps; E, E, E, E, eccentrics to work the link motion;
F, F, connecting rods to convey the power of the engine to cranks fixed on
the hind axletree at right angles; G, G, cranks fixed at right angles on the
crank shaft, to which motion is conveyed by the connecting rods H, H, attached
to the connecting rods F, F, of the engines.
Plate No. 3, Figs. 3 and 4, shews the elevation and ground plan of my
steering wheels.
Plate 4 shews the arrangement for a gentleman's steam carriage. The
passengers are to be placed in the front, and behind them is the steerman's
position. The condensors and coke are to be carried by the tender. The
arrangement of the engines is the same as described for carriage, Plate (3).
Plate 5 shews the plan of a six-wheel steam carriage; 2 wheels to guide
the carriage are placed in front, and 4 wheels behind the boiler. The two
large hind wheels A, A, are fixed on short axles, to work on the plummer
blocks B, B, B, B, and the two smaller hind wheels C, C, revolve on the
axletree D. The clutches E, E, are formed with one tooth to each clutch, to
give the wheel making the largest circle freedom to run off, and thus permit
the carriage to turn. The cranks F, F, are fixed on the ends of the axletree'
D at right angles, and the power of the engines conveyed by the connecting
rods G, G, to the driving wheels C, C. The driving axle D is retained in its
position by the horn plates H, H. By means of screws, the weight of the
carriage resting on the large hind wheels can be transferred to the driving
wheels C, C; thus the requisite amount of friction can be obtained to prevent
the driving wheels from slipping. The arrangement of the engines is the same"
as described for carriage, Plate (3). The large hind wheels may be placed
behind the driving wheel on one axletree.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Sir James Caleb Anderson in the Great Seal Patent Office
on the 13th April 1855.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, Sir
5 JAMES CALEB ANDERSON, of Fermoy, in the County of Cork, in Ireland,
Baronet; send greeting.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Thirteenth day of October, in the year of our
Lord One thousand eight hundred and fifty-four, in the eighteenth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said Sir James Caleb Anderson, Her special licence that I,
the said Sir James Caleb Anderson, my executors, administrators, and
assigns, or such others as I, the said Sir James Caleb Anderson, my
executors, administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend, within
the United Kingdom of Great Britain and Ireland, the Channel. Islands, and
Isle of Man, an Invention for "IMPROVEMENTS IN LOCOMOTIVE ENGINES," upon
the condition (amongst others) that I, the said Sir James Caleb Anderson,
by an instrument in writing under my hand and seal, should particularly
describe and ascertain the nature of the said Invention, and in what manner 1
the same was to be performed, and cause the same to be filed in the Great
Seal Patent Office within six calendar months next and immediately after the
date of the said Letters Patent.
NOW KNOW YE, that I, the said Sir James Caleb Anderson, do hereby
declare the nature of my said Invention, and in what manner the same is
to be performed, to be particularly described and ascertained in and by the
following statement:-.
1. Steam boilers which can be easily repaired, and a
obtained.
large heating surface
2. Arrangements of the machinery of locomotive engines.
3. Plan for attaching the steering wheels to locomotives.
4. Mode by which I check the number of passengers conveyed by the
locomotive.
The improved boilers, Nos. 1 and 2, are made in parts, so as to be easily
taken asunder to repair them, and a great heating surface obtained.
Fig. 1 is a side view of a double boiler. A, front tube cylinder; B, back
tube cylinder; C, fire box; D, bottom of ash-pit; G, steam junction pipe
between the fire box and the steam chambers E, E, on the tops of the front
and back tube cylinders; K, line of fire bars. Fig. (2) is a front view of the
double boiler; and Fig. (3), back view; Fig. (4). side outside view of the fire
box; Fig. (5), longitudinal vertical section of double boiler; Fig. (6), cross
vertical section; Fig. (7), cross vertical section of fire box; Fig. (8), top view
of fire box; Fig. (9), ground plan of fire box and grate; Fig. (10) is the
side view of my single boiler; and Fig. (11), vertical section of the single

page_text: boiler. The water is to be pumped into the fire box, from which it will pass
into the tube cylinders thro' the junction pipes, as seen at H, II, II, in the
double and single boiler, Fig. (1) and Fig. (10). The point the course
of the air through the fire, and from thence through the tubes into the
chimney. As the fire boxes of the boilers No. (1) and. No. (10) constitute
their weakest parts, to ensure safety I place on each fire box a safety valve,
which is to be worked at a much lower pressure than that on the tube
cylinders. The water is to be pumped into the fire box by one of the pumps,
and the other pump is to draw its supply from the fire box, and force it into
the tube cylinders. In this arrangement the connecting pipes H, H, I, will
not be required, as the fire box will be connected to the tube cylinder by the
second pump; thus, the fire box may have the pressure of only a few pounds
on it, while the tube cylinders may be worked at the pressure requisite to.
drive the locomotives, or used for any other purpose.
Fig. (12) and Fig. (13) shows a section of my vertical boiler. A, A, A, A,
outside of boiler; C, C, sides of fire box; B, fire-place; D, lower tube plate;
E, tubes; f, upper tube plate; G, G, inside plates of the steam chamber.
The water is to be pumped in at H, and J shews the water line.
Fig. (14) shows the elevation of a locomotive engine with the cylinders
fixed within the frame. Fig. (15), the ground plan. A, boiler; B, B, engines;
C, crank shaft, from which the pumps are worked by the eccentrics D, D, and
the link motion by the eccentrics E, E, E, E; f, f, connecting rods, to convey
the power of the engines to a crank, fixed on one end of the hind axletree, to
which another crank at right angles is fixed on the opposite side. The hind
wheels revolve on the axletree, and the axletree also turns in the plummer blocks
on which the hind springs rest. From each crank a carrier extends to the
fellows of the hind wheels, which can be fixed to them at pleasure. One hind
wheel of the carriage is only to be worked at the same time by the engines;
the other hind wheel is left free to revolve on the axle, in order that the car-
riage may run round curves. G, G, expansion boxes, into which the exit steam
is to pass and expand, and from them it will be conveyed thro' the perforated
junctions h, h, h, h, h, h, h, into the condensors J, J, J, J, J, J, J. The large
surface this condensor exposes to the atmosphere will cause the steam to
condenser, and then the water will run into the receivers h, k, to be re-pumped
into the boiler. To accelerate the condensation of the steam, I use a fan,
worked either by a small engine or by the large engines, according to circum
stances, by which cold air can be forced into the condensor, and thus I obtain
a condensation of the steam by contact with the air, in addition to the air on
the outside of the condensor. Should the steam be not all condensed, in order

page_text: to render it transparent, it is to be heated either by the boiler fire, or by
another fire or fires to be used for that purpose. Fig. (16) shews the arrange-
ment for a gentleman's steam carriage. The passengers are to be placed in
the front, and behind them is the steerman's position. This plan shews the
boiler fixed on the steam carriages, with the fender for coke and water. In
order to lighten the weight on the driving wheels, the boiler can be fixed on
the tender; the steam will then pass thro' a pipe with union joint at A, so
arranged as to permit the carriages to turn.
Fig. (17) shews the elevation of a six-wheeled steam carriage; and.
Fig. (18), the ground plan. Two wheels to guide the carriage are placed in
front, and four wheels behind the boiler. The two large wheels A, A, revolve
on short axles attached to the side of the frame, and the two small driving
wheels C, C, revolve on the axletree D. The clutches E, E, are formed
with one tooth to each clutch, to permit the wheel making the largest circle
freedom to run off. The cranks F, F, are fixed on the axletree D at right
angles, and the power of the engines conveyed by the connecting rods G, G, to
the driving wheels C, C. The driving axle D is retained in its position by the
turn plates H, H.
It being of importance not to place more weight on the driving wheels than
what is necessary to give the requisite adhesion, as a greater weight on the
propelling wheels is a loss of power, to obviate which I have introduced the
wheels C, C; by means of the screws attached to the driving wheel shaft,
the weight of the carriage resting on the large hind wheels can be transferred
to the small driving wheels, and thus the requisite amount of adhesion can be
obtained to prevent the driving wheels from slipping. The arrangement for
backing the engines is the same as shewn in Fig. 13.

page_text: with it; but I do not confine myself to any particular form of condensor for
this purpose.
6th, I claim a separate engine to work the fan, to blow the fire, or force the
air into the condensor.
7th, I claim a turnstile to check the number of passengers conveyed by
locomotive carriages.
In witness whereof, I, the said Sir James Caleb Anderson, have hereunto
set my hand and seal, this 31st day of March, One thousand eight
hundred and fifty-five.
JAMES C. ANDERSON. (L.S.)