CERTAIN IMPROVEMENTS IN LOCOMOTIVE ENGINES, AND IN THE MEANS AND APPARATUS TO BE EMPLOYED FOR GENERATING AND CONDENSING THE STEAM TO BE USED THEREIN
Year: 1850

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EDWARD
GABRIEL LEROY, of Paris, in the Republic of France, Gentleman, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Thirty-first day of July, in the fourteenth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Edward Gabriel Leroy, Her especial license, full power, sole privilege and
authority, that I, the said Edward Gabriel Leroy, my exors, admors, and
assigns, and such others as I, the said Edward Gabriel Leroy, my exors,
adiñiors, 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 the
Town of Berwick-upon-Tweed, my Invention of "CERTAIN IMPROVEMENTS IN
LOCOMOTIVE ENGINES, AND IN THE MEANS AND APPARATUS TO BE EMPLOYED FOR
GENERATING AND CONDENSING THE STEAM TO BE USED THEREIN;" in which said
Letters Patent is contained a proviso obliging me, the said Edward Gabriel
Leroy, by an instrument in writing under my hand and seal, particularly to
describe and ascertain the nature of my said Invention, and in what manner
the same is to be performed, and to cause the same to be enrolled in Her
Majesty's High Court of Chancery within six calendar months next and
immediately after the date of the said in part recited Letters Patent, as in
and by the same, reference being thereunto had, will more fully and at large
appear.

page_text: gascous compound capable of producing the highest temperatures which can
be required in the arts.
As it is not necessary in this Specification to enter into a description of
known
à processes, the object being merely to explain the mode of application
of combustible gases, in whatever manner produced, to the purposes of heating
for generating steam in locomotives, it will merely be necessary to point out
the principles which are to serve as guides in the construction of the improved
gas generators. On passing a current of air through a thick layer of incan-
descent fuel contained in a furnace, the oxygen of the air is entirely converted
into carbonic oxide. If it be supposed that the incandescent fuel does not
contain any other volatile matters, and that the air be perfectly dry, the gas
obtained is solely composed of carbonic oxide and azote (nitrogen), in the
proportion of 344 of the former to 65-6 of the latter. With damp air there
is a certain quantity of hydrogen produced by the decomposition of the steam
in contact with the incandescent fuel. Lastly, if the incandescent fuel (pit coal,
for instance,) contains any volatile principles, these are given off' by distillation
before the coal arrives at the point of combustion. A mixture of combustible
gases of great calorific power may thus be obtained, and drawn off into
reservoirs or gasometers for use, by adapting to the mouth of the furnace an
apparatus suitable for that purpose.
I would here observe, that whatever may be the plan adopted for the pro-
duction of these gases, they must be purified in the same manner as if intended
for illuminating purposes.. The gas works (the number of which will vary
according to the amount of traffic and the extent of the line of railway) must
be established as near as possible to the line of rail, and in situations most
favorable for the production of the gases.
SECOND. OF THE LOCOMOTIVES.
The improved locomotives are similar to those ordinarily employed, with the
exception of some modifications in the boiler and furnace. The improved
boiler is shewn in longitudinal vertical section at Fig. 1 of the accompanying
Drawings. It is composed of two strong iron cylinders, A, B, C, D, and
B', E, F, C', equal in diameter but unequal in length, and fixed at right
angles to each other, the cylinder A, B, C, D, being horizontal, and B', E, F, C¹,
vertical. Their ordinary diameter is from three to three and a half feet; the

page_text: constructor.
fire-place, a number of pipes e, e, e, e, e, e¹, are employed, which are vertical
as far as 1, where they are bent at a right angle, and are horizontal at the
parti. These pipes, which may vary in number from one hundred and twenty
to one hundred and sixty. are fixed to the extremities A, D, and E, F, of the
boiler, which are for that purpose perforated with a number of holes equal to
that of the pipes. The interior diameter of the vertical pipes is from two to
two and a half inches, and that of the horizontal tubes from one to one and a
half inches. One of these pipes e,, ', rises higher than the others (as
shown in Figure 1), and passes through the steam pipe 7, 1*, throughout its
whole length until it reaches the smoke box. The object of this is slightly to
super-heat the steam before its entrance into the cylinders, in order to vaporize
any water which it may hold in suspension. At the bottom of the vertical
portion of the boiler (that is to say), below the fire-place, is a vertical space
E, I, K, F, open at top, and closed at bottom by the plate I, K, and
divided into two compartiments by the horizontal partition G, H, from which
rise the burners a, a, a, a, a, which are to supply the combustible gases to the
interior of the vertical tubes e, e, e, e, e, e. These burners are similar to those
commonly used for lighting purposes; they are circular, with a double current
of air. Their form may, however, be varied according to the fancy of the
The upper compartment E, F, G, H, of the circular casing
E, I, K, F, communicates above with the vertical tubes e, c, e, c, c, of the
boiler, by means of the openings a, a, a, a, a, made in its bottom, and also
with the atmosphere by the lateral apertures,,,,,,, which are intended
to supply the air necessary for the combustion of the gases. The lower com-
partment G, H, I, K, is closed on all sides, and communicates only at the top
with the burners x, x, x, x, x, and at the side with the pipes L, M, H, I,
which lead from the lower part of the smoke box. This smoke box (shewn
also at Fig. 2, which is a transverse vertical section,) and designated by the
letters T, N, O, U, does not differ materially in form and dimensions from
those ordinarily employed, excepting that its upper and lateral casing is made
double, and its bottom triple, as shewn at Fig. 2. This double casing forms a
jacket 0, 0, 0, 0, the use of which will be hereafter explained. The pipes
g, h, i, (Fig. 2,) which occupy the upper part of the smoke box, and put the
two sides of the jacket o, o, in communication, are situated above the level of
the upper row of the tubes of the boiler, so as to be in immediate contact with
the consumed gases in their passage from the boiler to the chimney. These
pipes are shewn in section in Fig. 1. The bottom of the outer casing N, O,
(Figures 1 and 2,) of the smoke box, carries a feed pipe a, b, c, d, of a long rect-
angular form, from twelve to sixteen inches in length, and from two to two and

page_text: a half inches in breadth. It is provided at its mouth with a wheel e, f, extending
some little distance below it, the use of which will be hereafter explained.
For the purpose of supplying the locomotives with the gas necessary for the
generation of the steam, a cast-iron pipe is laid from the gas generator along
the line of railway between the rails. This pipe, the interior diameter of
which is from six to ten inches, has a slit or opening throughout its entire
length, from one and a half to two and a half inches wide, and is closed by an
elastic continuous valve. This pipe, which extends the whole length of the
line of rails, is hermetically closed at both ends, and has branch pipes
running underground communicating with the gasometers of the gas works.
Fig. 3 represents a transverse section of the pipe with its longitudinal valve.
A, B, C, is the pipe. D, E, is the longitudinal slot. I, D, F, E, K, (Figures
3 and 4,) represents in section a small iron pipe fixed inside the large one, to
which it is fastened by means of the overlapping edges, I, D, E, K, and
having an opening corresponding with that in the larger one. The sides of
this inner pipe, which is shewn detached, and in section at Fig. 4, are perforated
with a large number of fine holes, so as to give it somewhat the appearance of a
sifter or bolter, and inside it is a pipe or hose, L, M, N, (Fig 3,) made of some
strong but elastic and impervious material, and distended with slightly com-
pressed air, so as exactly to fit the pipe D, F, E, and close the openings in the
same (as shewn in Fig. 8), and thus completely prevent the escape of the gas.
The working of this valve will be easily understood from the following
description:-When in a state of rest (i. e. closed, as shewn in Fig. 3), the
elastic tube L, M, N, presses against the perforated iron pipe, and prevents
the escape of the gas from the main pipe; but when the locomotive is in motion,
the wheel e, f, which is adapted to the feed pipe (see Figures 1, 2, and 5),
will press upon the elastic tube L, M, N, (as shewn in Fig. 5,) and b
forcing it down a certain distance will leave the holes in the upper part of the
tube D, E, F, and also the longitudinal slot, open for the passage
of the gas,
which will by this means (by the pressure put upon it from the gasometers)
be forced to pass into the feed pipe of the locomotive. The peculiar construc-
tion of this feed pipe a, b, c, d, I will now describe. It is composed of two
parts, the lower fitting into the upper part like a telescope joint; springs fixed
at g and h, (see Fig. 1,) press the lower part a, d, down upon the supply pipe,
and thus prevent any ill effects which might arise from the oscillation of the
locomotive. The force of these springs is calculated so as to diminish the
friction as much as possible, and yet to render it sufficient to keep the feed
pipe close against the main supply pipe. Fig. 6 represents, in transverse
section, a modification of the above-described valve. The pipe A, B, C, is

page_text: provided with the following apparatus: first, a U-shaped metal casing E, F, G, H,
(shewn detached in Figure 7); the sides of this casing are perforated with a
number of holes, as in the former instance. The casing rests on the longi-
tudinal slot in the main pipe by the two flanges E and H', and is secured
there by means of the two iron bands M and N. An elastic tube I, for closing
the longitudinal slot, the diameter of which is equal to the breadth of the
casing E, F, G, H, is laid in the U-shaped casing; and a hollow tube K, also
elastic, and of the same diameter as the full tube I, acts as a spring, and
serves to keep this latter well up to the longitudinal slot of the main pipe, and
against the bevelled sides of the iron bands M and N. This tube K may also
be distended by means of compressed air. The two plates or bands of metal
M and N (Figures 6 and 8) are bevelled at their inner edge, and serve not
only to secure the flanges of the U-shaped casing in their place, but also to
narrow the longitudinal slot, as well as to retain the tubes I and K in their
places. The details of this valve are, in all other respects, similar to that
above described.
the
Having thus given a description of my improved plan of applying heat for
generating steam in locomotives, I will now briefly point out the mode of
working the same. The combustible gases, having been produced in suitable
gas works, are collected under the receivers of gasometers, as above described,
by which means sufficient pressure is put upon them to force them through
the branch pipes into the main supply pipe. As the locomotive travels along
the railway, the pressing wheel e, f, (Figures 1, 2, and 5,) adapted to
feed pipe a, b, c, d, under the smoke box, (Figures 1 and 2,) presses succes-
sively upon the valve, which closes, the longitudinal slot of the main pipe,
and forces down the elastic tube L, M, N, (Figures 3 and 5,) and thus opens
up the
a passage for the gases contained in the main pipe, which then rush
feed pipe of the locomotive into the lower compartment N, O, P, Q, of the
smoke box, (Fig. 2,) and circulating in the direction of the arrows pass round
the smoke box in the space o, 0, 0, 0, and through the pipes g, h, i, and
become heated by the products of combustion which escape from the boiler,
again descend into the compartment P, Q, R, S, (Fig. 2,) and from thence
enter the openings a, a, a, through the tubes L, M, (Fig. 1,) into the lower
compartment I, K, of the circular casing E, I, K, F, (Fig. 1,) under the
furnace, and make their exit from the burners a, a, x, x, into the vertical
pipes e, e, e, e, e, e, which occupy the place of the ordinary furnace. In order
to inflame these gases, it is only necessary to pour upon the partition G, H,
(Fig. 1,) a small quantity of essence of turpentine, which is set on fire, and
on the gases escaping from the burners they will be simultaneously ignited.

page_text: A slide valve is adapted to the mouth of the feed pipe a, d, for the purpose
of regulating the admission of the gases or cutting off the supply altogether.
The arrangement of longitudinal valve above described will of course admit of
considerable variation, according to circumstances, without departing from the
principle of the Invention. If, for example, it appeared to be too complicated,
a more simple arrangement might easily be substituted; for instance, the
lip valve invented by Mr. Hallette, of Arras, might be employed with ad-
vantage, or a still more simple arrangement would be to close the longitudinal
opening with two strips or bands of prepared leather or vulcanized india-
rubber, as shewn at Fig. 9, and held one against the other on their upper
surface by their elasticity, and the internal pressure of the gases contained
in the pipe. The feed pipe of the locomotive, modified in a suitable manner,
would slide with very little friction between these two bands. The mode of
supplying the gases above described may present some difficulties, by reason
of the necessity for laying down through the whole length of the railway
a supply pipe having a longitudinal valve. I have therefore endeavoured
to substitute some other method, by which the longitudinal valve will be done
away with. The following is the plan I have devised for this purpose :-A
single iron pipe, coated with bitumen, is to be laid down along the whole
length of the line of railway. This pipe, similar in all respects to those
employed for conveying gas for illumination, must be laid underground at
one side of the railway, and is furnished at equal distances (principally at
the stations) with small branch pipes projecting a little above ground, and
closed by cocks. The tender of each locomotive must carry one or more
cylindrical reservoirs of sufficient capacity and resistance to contain at a
pressure of several atmospheres the supply of combustible gases necessary
for feeding the locomotive during its transit from one station to another.
These reservoirs would be filled in the following manner :-By means of
suitable apparatus in the gas works the combustible gases would be compressed
to several atmospheres in the main supply pipe laid down by the railway.
At each station the reservoirs placed upon the tenders would be put in com-
munication with one of the branch pipes. The gases would immediately rush
into the reservoirs until they there attain the same pressure as in the pipe.
The communication being then cut off, the locomotive would proceed provided
with the necessary fuel to the next station. A pipe must communicate from
the tender to the furnace of the locomotive, and the flow of the gases would
be regulated by any convenient apparatus.
Lastly, as this method of supply is attended with inconveniences, I have
considered that, by combining the two modes above described, the one may be

page_text: made to correct the faults of the other. In this compound system the tubes
with the longitudinal valve would be retained, but only laid down at certain
distances (every two or three miles, for example), and in short lengths, (that is
to say,) about thirty or forty yards. These sections of pipes might be united
by a main pipe without a longitudinal valve laid down under the whole line of
railway. The gases would be compressed, as before, in this pipe by suitable
apparatus at the works. A strong cylindrical reservoir, placed upon the tender
of each locomotive, would carry a feed pipe, disposed so as to work easily in the
longitudinal valve of the sections of pipes; this feed pipe would be furnished
internally with a valve opening inwards. During the short time when the feed
pipe of the tender is in communication with the interior of the pipes laid down
upon the line of rails, the gases compressed in these latter will raise the valve
in the feed pipe, and rush into the reservoir upon the tender, until they attained
the same pressure as that in the main pipe. On the feed pipe of the tender
leaving one of the segmental tubes upon the line, the valve will close, and the
gases contained in the reservoir be prevented from escaping, except to the
furnace of the locomotive. The flow of the gases might also be regulated by a
valve adapted to a manometric or other regulator. Before the supply of gas
thus accumulated in the reservoir is exhausted, the feed pipe of the locomotive
will come in contact with another section of the supply pipe, and by that means
will be provided with a fresh quantity of gas, as before.
My improvements in the means of condensing the steam in locomotives are
as follows: A continuous pipe, which I shall call the condensing pipe, similar to
the propelling pipe of an atmospheric railway, but of much smaller diameter
(say, from four to six inches in diameter), is laid down between the rails by the
side of the main gas pipe. The escape pipe of the locomotive, instead of being
directed into the flue or chimney, is made to lead down into the condensing
pipe by means of its longitudinal valve. Communication being thus esta-
blished between the steam cylinders of the locomotives and the interior of the
condensing pipe, a vacuum must be formed in this latter (which must of course
be perfectly air tight). The steam, after having acted on the pistons of the
locomotive, will escape into the pipe, and become instantaneously condensed to
the same temperature. Now, as the tension of steam at the ordinary tem-
perature is only from four to five inches, there will (theoretically speaking)
be formed behind the piston a vacuum equal to twenty-one inches of mercury.
It will be necessary from time to time to draw off the water which is condensed
in the condensing pipe. The employment of this system of condensation is
not absolutely necessary; but I have thought it as well to describe it, leaving it
to the engineer to adopt it or not, as he may see fit.

page_text: Having now described my Invention, and the best means with which I am
acquainted for carrying the same into effect, I would observe, in conclusion,
that I do not mean or intend to confine myself to the precise arrangement or
construction of parts herein shewn and described, as they may perhaps be
varied without departing from the nature and object of my Invention; but
that which I consider to be new, and thereforo wish to claim as the Invention
secured to me by the herein-before in part recited Letters Patent, is,-
First, generating steam in locomotive engines by the combination of gases
generated or produced in suitable apparatus detached from the engine, such
gases being conveyed to the engine by pipes or other suitable means.
Second, I claim the means herein-before described for condensing the escape
steam of locomotive engines.
In witness whereof, I, the said Edward Gabriel Leroy, have hereunto
set my hand and seal, this Seventeenth day of January, in the year
of our Lord One thousand eight hundred and fifty-one.
EDWARD GABRIEL (L.S.). LEROY.
Taken and acknowledged by Edward
Gabriel Leroy, (party hereto,) at
Paris, in the Republic of France,
the Seventeenth day of January,
One thousand eight hundred and