CERTAIN IMPROVEMENTS IN LOCOMOTIVE STEAM ENGINES AND CARRIAGES TO BE USED UPON RAILWAYS; IN MARINE ENGINES AND VESSELS, AND IN THE APPARATUS FOR PROPELLING THE SAME; AND ALSO IN STATIONARY ENGINES, AND IN APPARATUS TO BE CON- NECTED THEREWITH
Year: 1844

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
GEORGE BODMER, of Manchester, in the County of Lancaster, Engineer, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Third day of July, in the eighth year of Her reign, and in the
year of our Lord One thousand eight hundred and forty-four, did, for Herself,
Her heirs and successors, give and grant unto me, the said John George
Bodmer, Her especial licence, full power, sole privilege and authority, that I,
the said John George Bodmer, my executors, administrators, and assigns, and
such others as I, the said John George Bodmer, my executors, administrators,
and assigns, should at any time agree with, and no others, from time to
time and at all times during the term of years therein expressed, should
and lawfully might make, use, exercise, and vend, within England and
Wales, and the Town of Berwick-upon-Tweed, and in all the Islands of
Jersey, Guersey, Alderney, Sark, and Man, and also within all Her Majesty's
Colonies and Plantations abroad, my Invention of "CERTAIN IMPROVEMENTS
IN LOCOMOTIVE STEAM ENGINES AND CARRIAGES TO BE USED UPON RAILWAYS;
IN MARINE ENGINES AND VESSELS, AND IN THE APPARATUS FOR PROPELLING
THE SAME; AND ALSO IN STATIONARY ENGINES, AND IN APPARATUS TO BE CON-
NECTED THEREWITH;" in which said Letters Patent is contained a proviso,
that I, the said John George Bodmer, shall cause a particular description
of the nature of my said Invention, and in what manner the same is to be

page_text: performed, 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.
NOW KNOW YE, that in compliance with the said proviso, I, the said
John George Bodmer, do hereby declare that the nature of my said Invention,
and the manner in which the same is to be performed, is particularly described
and ascertained in and by the Drawings hereto annexed, and the following
explanation thereof (that is to say):-
In Sheet 1, Fig. 1 and 2 represent, in a longitudinal section and ground
plan, a locomotive engine upon my compensating system, with outside cylinders,
and which is to be used without a tender, as it carries its own water and coke.
The fire-box, a back view of which is also shewn at Fig. 3, is cast of a metal
generally called brass; its principal features are the same as those of the fire-
box which I am now going to describe, with reference to Figs. 4 and 5, and
which is made of copper plates rivetted together. In the upper part of the
inside fire-box five partitions 1, which serve at the same time as stays, are
rivetted to the roof 2, and back plate by the brass angle pieces 3; and in the
lower portion of the box there is another partition 4, extending from the back
plate 5 to the front plate 6, and fixed to them both by similar angle pieces,
as above mentioned, thus forming a communication between the back and
front water spaces projecting below the outer casing of the fire-box, and, being
the lowest part, serving as a receptacle 7 for any accumulation of deposit from
the boiler, which deposit can be either blown out by the discharge cock 8, or
removed with a scraper at the plug 9. The partitions 1 in the upper and the
partition 4 in the lower part of the box, and the interior and exterior casings,
are stayed in the usual manner by copper or iron screws, rivetted so as to
enable them to resist the internal pressure, and brass nuts a are rivetted
between the front parts of those partitions, for the purpose of staying that part
of the iron casing which is just opposite. I prefer this construction of the fire-
box to those in ordinary use, not only because the partitions 1 and 4, and the
angle pieces and rivets whereby they are fastened, and which are entirely
immersed in the water, very greatly increase the heating surface, and con-
sequently the evaporating power of the boiler, but also because they afford a
great protection to the roof of the fire-box and to the tubes, by absorbing the
greatest portion of that heat which must otherwise be taken up by the tubes,
and by that small quantity of water which covers the roof of the fire-box, to the
great prejudice of both, and to the grate bars, owing to the intense degree of
heat existing in the centre of the fire-box. The engine which I am now

page_text: describing, having cylinders of eighteen inches in diameter, or thereabouts,
and being intended to be worked with steam at a pressure of from one hundred
to one hundred and ten pounds per square inch, expanded by means of my
variable expansion gear to the greatest possible extent, will consume a very
small quantity of steam; and although the blast in the chimney and the
intensity of the fire will decrease in proportion, the boiler will nevertheless raise
a sufficient quantity of steam owing to the increased heating surface, thus
effecting a great saving in the wear of the boiler, and particularly so in the
consumption of fuel.
Another improvement relates to the forcing of atmospheric air into the
boiler, a process which will enable me to increase the expansive action of
the steam, and thus to effect an additional saving of fuel. The air pump
10 and force pump 11 (see Fig. 6), are worked by the shaft 12 and levers
13, 14, and 14ª, and are connected with the crank 15 by means of the con-
necting rod 16; and both the air and water are delivered into the boiler
through the pipe 17 (see Fig. 2), the valves 18 and 19, and 18 and 19", and
the perforated pipe 20, which latter is placed in the partition 4 in the fire-
box, and can be cleaned by removing the cap 21. The force pump and air
pump are fixed to the tank 22, which is placed between the engine frames
behind the fire-box, and the coke is placed partly upon the tank and partly
upon the two projecting plates which form the bottom of the coke box, and
by which the air and water pumps are covered.
Another improvement relates to the grate bass 25 (a cross section of which
is shewn at Fig. 7), to which a rocking motion is given by the bars 23
and 24, which are supported by the brackets c, fixed to the fire-box, and
into the notches b of the bars 23 and 24 the grate bars take (see Fig. 8).
The bars 28 and 24 are connected by the bent rod 26, motion being given to
them by the link 27, which is connected to the lever 28, fixed on the upright
shaft 29, upon which also a handle 30 is fixed, for the engine driver to give
motion to from time to time for the purpose of loosening the clinkers from the
bars, and getting them through the grate, thereby preserving the bars, and
keeping up a more regular fire. A portion of the rocking bar and grate bars
in section are clearly shewn on a large scale at Fig. 8.
A further improvement relates to the construction and material of the
wheels, which are shewn in section in the ground plan of the engine,
Fig. 2.
The rim, spokes, and nave of the leading wheels are cast of
brass, of one piece, the spokes being tubular and the nave hollow, with
partitions between the spokes. The driving wheels are of the same material
and construction, except that there is a cast-iron nave 31, upon which the
©

page_text: inner rim 32 of the wheel is fixed; for the purpose of adding strength to
the inner rim 32, small webs 33 are cast between the tubular spokes, see
Fig. 1. I consider these wheels to be almost equal in strength to those made
of wrought iron, and having this advantage over them, that after they
become useless as wheels, that portion of them which is composed of brass
is still worth nearly half its original value as old metal. The wrought-iron
tyer is put on as usual.)
Another improvement relates to the application of the double crank (as
shewn in my former Patent, dated the 24th of May 1834,) to locomotive
engines with outside cylinders (as shewn in Figs. 2 and 6), and also
to the coupling rods for coupled engines. The double cranks 34 are
pressed into the naves 31, and keyed fast by two keys, and the two pairs
of driving wheels are connected with the two pairs of coupling rods, 35 and
36, one of them working on the stronger crank pins 37, which are fitted
into the naves, and the other upon the outer crank pins 38 and 15. The
coupling rod 35 is linked to the cap of the connecting rod 39, and the coupling
rod 36 to the forked end of the connecting rod 40, which is bent, for the
purpose of clearing the crank; these two connecting rods being again con-
nected with the slide blocks 41 and 42 of the piston rods, in a similar manner
to that mentioned in my former Patent, dated 10th of June 1841. The
coupling rods 35 and 36 are split longitudinally, and bow-shaped, so as to
render them to a certain extent clastic, that they may yield to the occasional
strain caused by the inequalities of the rails. The diameters of the cylinders b
of this engine are so large as to be powerful enough to draw a heavy train at
any practicable speed up an ordinary incline when the steam is cut off at
rather less than one-fourth of the stroke, so that the expansion gear might be
made in such a manner as never to admit the steam to a greater extent, but for
the chance of the cranks being sometimes in such positions that the engine
could not be started unless the steam could be admitted beyond one-half
of the stroke. The expansion gear is therefore so constructed that it can
be regulated from that point at which it admits no steam whatever to
that at which it admits it to a little beyond half stroke. In order that
the expansion gear may act beneficially, it is essentially necessary that the
steam regulator should be fully open, but as the admission of the steam to
beyond one-half of the stroke at starting would act too powerfully on the
driving wheels, thereby causing them to slip on the rails, I have for the work-
ing of the slide valves adopted the well-known link motion, by means of which
the effect of the steam upon the piston can be regulated, causing it to enter
the cylinder through a smaller aperture, and thus wire-drawing it, and

page_text: diminishing the effective pressure upon the piston. In my former Patent,
dated June Tenth, One thousand eight hundred and forty-one, for the com-
pensating engine, I make use of three steam ports in the slide valve as well as
in the cylinder. In this engine, however, the steam port c not only admits the
steam to one end of the cylinder, but also, by a passage d, shewn in dotted
lines, it admits it to the other end, so that when the steam is cut off, the
pressure upon the two pistons is almost equalized, the long passage d compen-
sating in some measure for the surface occupied by the hollow piston rod. The
steam port e admits the steam between the two pistons, and the eduction port f
is in connection with the blast pipe, in the usual manner.
For the purpose
of giving steadiness to the expansion slides 9 & h, a steel bar i is fixed to the
slide h, and extends to rather more than half the length of the slide y, when
the two sides are fastened apart, for the purpose of keeping them steady and
parallel with the ports. This bar also prevents the slides from binding when
they are brought together or asunder by the right and left screw. This arrange-
ment is better seen in section, Fig. 11. As there is no tender attached to this
engine, I apply a brake k, similar to that described with reference to the
tender in my Patent, dated Twentieth April, One thousand eight hundred and
forty-three, between the two pairs of driving wheels, and I couple them by
means of the bar 1, drawn in dotted lines in Fig. 2. On the bar the levers
m work, which are coupled at one end to the links n, hinging on the lower part
of the axle box, and on the other side of the levers o, which are fixed to the
shaft p. This shaft is supported by the links q, which are again suspended to
the lower part of the axle boxes. A continuation of the lever o is connected
with a prolongations of the screw t, which works in a nut u, fixed to the
partition v. The break itself, when in the position in which it is now shewn,
is held by the piece w, which is shewn in dotted lines, and which fits
between two iron brackets fixed to the connecting bar of the axle frames.
This arrangement differs only in so far from that shewn in the tender as it is
conneted with the axle boxes, and therefore acts upon the springs when the
break k is pressed down upon the rails, instead of acting upon the frame of
the engine directly.
Another improvement refers to another combination of slides, forming a vari-
able expansion gear, similar in principle, but different in construction, to that
contained in my former Patent, dated Tenth June, One thousand eight hun-
dred and forty-one, and shewn at Figs. 9 and 10. 43 is a cylinder, adapted
to my compensating system of engines, which is cast of one piece with the
valve cylinder 44, and into which a brass tube 45 is fitted. The cylindrical
slide valve 46, which works easily in the said tube, and the expansion tube 47,

page_text: are cast of one piece, the latter being placed eccentrically within the former, so
as to leave room for the induction ports 48 and 49 and the eduction port 50,
in a similar manner to the ordinary flat side valves. For the purpose of
making the cylindrical slide valves 46 work easily in its tube 45, the valve is
pressed against the surface of the tube by the packings lodged in the packing
boxes 51, and thereby kept tight at the back and also at the face. The slide
valve rod 52 is tubular, and is fitted with its T end 53 into a slot in the valve 46-
In my Patent datent Tenth June, One thousand eight hundred and forty-one, I
have described a variable expansion gear with two slides, which are brought
together or asunder while the engine is working by means of a right and left
hand screw. In this case, however, the expansion valve rod 54, supposed to be
connected, as in the other case, with an eccentric, or any other suitable motion
of the engine, working through the tubular valve rod 52, is fixed to the single
expansion slide 55, working with its opposite end in the tube of the brass
wheel 56, with which it is connected by means of a groove and feather. I
shall best explain the construction of this expansion slide by saying that it
consists of a plate cut out in the shape of an isosceles truncated triangle, wound
up in the shape of a tube, in such a manner that the base and truncated end
thereof meet in a line running parrallel to its centre line; the steam ways
being openings cut through the shell of the expansion tube, according to lines
running respectively parallel to the sides, and limited circumferentially by lines
running parallel to the base of such triangle. Suppose, now, the expansion
slide to be placed (as in the Drawings) in such a position that a line running
parallel to the base of the triangular plate at one-half of its perpendicular
height intersect the steam ways 48 and 49 at one-half of their circumferential
length, the steam will be cut off at one-third of the stroke; if the truncated end
of the triangle be brought in a line with the nearer limits of the steam ways
48 and 49, the steam will be cut off at a little more than one-half of the stroke;
and if it be brought in a line with the further limits of the same, it will be cut
off entirely. When the amount of expansion requires to be increased or dimi-
nished, all that is requisite is to turn the expansion slide 55 cither in one
direction or the other by means of the brass bevil wheel 56 by any convenient
connection within reach of the engine driver. The steam is admitted into the
valve cylinder through the branch 58, and from thence into the cylinder
through the steam ways 59 and 60, and is expelled into the blast pipe through
the opening 50 and 50°.
A further improvement relates to the construction of the pistons and piston
rods, shewn on a larger scale with the guide blocks at Figs. 12 and 13. The
piston is constructed in the usual manner, except that the rings extend over the

page_text: whole depth of the piston, preventing the accumulation of any deposit between
the cylinder and the piston; by the set screws k, the piston is prevented from
weighing down the piston rod. The hollow piston rod is cast of brass, with its
trunion or stud m, and the metallic packing n is screwed down by the screwed
bush or gland o, which is made in two halves, so that it can be removed from
the piston rod; a small set screw p presses upon a steel or brass angle piece q
which is screwed in a similar manner as the hollow piston rod, and thus
prevents the screwed bush or gland from coming loose. The steel piston
rod has a conical nut s, well fitted into its slide t, and the nut u at the
end of the piston rod draws up the conical nut into its place, and fixes the
piston rod into the slide. The stud v is made of iron or steel, well fitted and
pressed into the slide, being bored through with it, to admit the end of the
piston rod.
"
Fig. 14 is a sectional elevation, & Fig. 15 a ground plan, of an inside fire-
box, cast of brass, but instead of being cast entire, as that shewn at Fig. 3,
would be cast in pieces, rivetted together by means of projecting flanches 1. The
back part 2 would be cast with the partitions 3, similar to the partitions 1 in
Fig. 3. The lower partition 4 would be cast by itself, and rivetted to project-
ing flanches 5 on the front and back part, or the front and back part rivetted
to the flanches 6, cast to the partition 4. The corner joints below are made
tight either by flanches or rivets, similar to the other corner joints, or by over-
laps in the inside of the fire-box frame. Instead of copper screw stays, which
I have employed at Figs. 4 and 5, I would cast cross-shaped stays 8 into the
partitions 3, but I would use the ordinary mode of staying the outer fire-box to
the inner one. I consider these fire-boxes to be safer in many respects, and
cheaper than those constructed of wrought copper. Fig. 16 shews part of the
link motion which I apply to my locomotive engines, and to which I adapt a
different apparatus for reversing which I consider an improvement. On the
end of the shaft 1, I fix a spur wheel 4, into which the rack 2 takes, being in
connection with the starting levers in the foot board, which is held in gear by
the box 3, which works loose on the shaft 1, incloses the spur wheel 4, and
guides the rack 2. The valve rod 5 is suspended by the link 6, in the slot of
which it works, and the steel pin which connects them carries also the two
steel blocks, which work in the segments 7. The excentric rods 9 and 10 are
forked at the ends, which work on projections on the segments. The bent
lifting links 11 support the segments, and are connected at the top end with
the lever 12, which is fixed to the reversing shaft 1. When the engine is to
be reversed, the engine driver draws, by means of a strong lever, on which one
end of the rack bar 2 hinges, the rack in the direction of the arrow, causes the

page_text: spur wheel 4 to make half a turn, and raises the lever 12 from its present
into the opposite vertical position, thereby bringing the excentric rod 10 into
action, instead of the excentric rod 9. I consider the last-described arrange-
ment an improvement, because the position of the short lever 12 prevents
the link motion from shaking or vibrating, which it does with the usual
arrangement.
In respect to Sheet 1 of the Drawings, and with reference to my "im-
provements in locomotive steam engines and carriages to be used upon
railways," I claim, as to Figs. 3, 4, and 5, 14, and 15, the partitions 1 and 3,
whether constructed as shewn at Figs. 4 and 5, or as in Fig. 3, 14, and 15,
of whatever shape or number they may be. I do not claim the partition 4,
but I claim the method of first admitting the feeding water into that par-
tition. I also claim the arrangement of the lower portion 7 of this partition 4
as not being exposed to the fire, and serving as a receptacle for the deposit
from the water. I claim, with reference to Figs. 7 and 8, rocking or vibrating
bars as applied to locomotive engines, and the mechanism by which this
motion is performed. I claim, with reference to Figs. 2 and 6, the adaptation of
my double cranks to engines with outside cylinders; and I also claim the use of
four cylinders, of which two would be inside the frames, working on a cranked
axle, and two outside, working on crank pins, the two cylinders being cast or
firmly bolted together, and worked by the same slide valve and expansion
valve, the two pistons of each pair moving in opposite directions. I also claim
the adaptation of two pairs of coupling rods to two sets of driving wheels, and
of four pairs of coupling rods to three sets of driving wheels. I also claim the
adaptation of air pumps worked by the engine, supplying the boiler with a
certain portion of air to be mixed with the steam, for the purpose mentioned
in this Specification. I claim the construction of brass locomotive engine
wheels, as shewn in the Drawing, or otherwise. With reference to Figs. 9
and 10, I claim the cylindrical slide valve 46 in combination with the
expansion slide 55, working in the expansion tube 47; and I claim this
combination, whether the slide valve and expansion slide be cylindrical or
developed, and applied to a level surface, whether applied to locomotive,
marine, or stationary steam engines. With reference to Figs. 12 and 13.
I claim the application of a hollow piston rod cast of brass, as applied
to my compensating engines, being in one piece with the slide block and
the pin m. And I claim the mode of fixing the steel or iron piston rod
into the slide block t. With reference to Fig. 16, I claim (as applied
to the link motion) the rack 2, box 3, and wheel 4, with the lever 12,
fixed upon the shaft 1, the shaft being the fulcrum of the link 6, to which the

page_text: eccentric rods 9 and 10 and valve rods 5 are suspended. With reference to
Fig. 1, I claim the peculiar mode of applying my improved break to locomotive
engines.
In Sheet 2, Fig. 1 is a longitudinal section, and Fig. 2 a ground plan,
of a tender for locomotive engines, containing at the same time the feed
pumps; Figs. 3, 4, 5, 6, and 7 shewing the pumps partly in detail on a
larger scale. On the axle 1 of the middle wheel a pinion 2 is cut or fixed,
see Fig. 8 and 9, which works into a toothed wheel 3, fixed on the shaft 4, on
the outer extremities of which are fixed two cranks 5, for giving motion to
the feed pump 6 and 7, by the rods 8 and 9, which are in connection with the
levers 10 and 11, and can be lifted out of gear when the pumps are not
required to work by the crank lever 12 and rod 13, and thrown in gear again
by the same means. Upon the same axis as the levers 10 and 11 the levers
14 and 15 are fixed, in connection with the plungers 16 and 17, by the links
18 and 19; the pumps are similar to ordinary feed pumps, as fully shewn in
the detached Figures. The center part 20 (see Fig. 8) of the shaft 4, upon
which the wheels 3 and cranks 5 are placed, is made spherical, and the boss
or nave 21 of the wheel forms a spherical socket fitting the same, and is
provided with thic four swivel keys 22, to cause it to revolve with the shaft,
but allowing the wheel 3 to yield to the rise or fall of either end of the axle 1,
from inequalities in the rails, without causing the teeth to bind or to be frac-
tured from the shocks. It is owing to this arrangement that the valves or
clacks will work more efficiently from the reduced speed of the plungers,
which in this instance will, for every three hundred revolutions of the driving
wheels, make only one hundred and ten strokes. There is also the advantage
of the great facility of removing any obstruction from the pumps during the
time the engine is in motion. The water is delivered to the engine from the
feed pumps through the brass connecting links or tubes 24 and 25, which are
represented at Figs. 10, 11, 12, and 13 on an enlarged scale. The spherical
ends, 26 and 27, of these connecting or tube links are respectively placed within
their corresponding brass sockets 28 and 29 on the tender and engine (each being
in two halves), and embraced by the cast-iron caps 30 and 31, into the conical
opening of which the feed pipes are fitted, the cap 31 being further fitted with
the swivel key 32, which prevents the link 25 from turning round, whilst the
5 link 24 on the tender remains perfectly at liberty to turn in either direction.
The apertures in the spherical ends, 26 and 27, for the passage of the water,
are left somewhat larger, to allow for the motion of the links. The links 24
and 25 are in Figs., 10, and 11 represented as coupling the engine and tender
together, for the purpose of keeping the joints water-tight. The conical end

page_text: 33 of the link 24 is ground into the conical recess of the link 25, the joint
being provided with an ordinary packing. The flanches 34 of the links present
large surfaces, so that by screwing them together by means of the strong bolts
35, they will be kept perfectly steady and water-tight. An iron guard or guide
36 is fixed to the link of the tender, for the purpose of guiding the link of the
engine when the two are brought together; and for uncoupling the two, a
stop-cock in the feed pipe of the engine is first shut, after that the nut 37 of
the bolts 35 are slackened a little, and thrown out in the direction of the
arrows. Two springs 38 take into the toothed rims of the nuts, to prevent
them from getting loose. Fig. 12 shews an end view of the link 25, and
Fig. 13 an end view of the caps 30 and 31. I do not consider it necessary to
give a full description of my improved break on the tender, as it is already
described in my former Patent, dated Twentieth April, One thousand eight
hundred and forty-three, with the exception that in this instance I apply direct
levers instead of knees, and a right and left screw a and b, for the purpose of
pressing the breaks against the rails. The cocks for admitting the steam from
the engine into the tender, and also for regulating the feed, have nothing
peculiar in them. The ploughs 39 are fixed to the cross piece of the tender,
and are provided with a piece of wood 40, which fits the wheel within one-
fourth of an inch, so that in case the engine should run with the tender before
it, and the plough should meet with an obstacle, it may bear against the wheel
for support, the same being also applicable to the engine. The buffers are of
the ordinary construction. The foot plate 41, which works on hinges and rests
upon the foot plate of the engine, must be thrown upwards when the engine
is to be uncoupled, and this can be done from the foot plate of the latter.
In Sheet 2, with reference to Figs. 1, 2, 3, 4, 5, 6, 7, 8, and 9, I claim the
system of feeding locomotive engine boilers, by pumps placed on their
tendend, and worked by the running wheels of the tenders; instead of affixing
them to the engines, as usual; and also the novel arrangements for working
the breaks. I also claim, with reference to Figs. 10, 11, 12, and 13, the mode
of feeding the boilers through the drag links or connecting tubes.
Figs. 14 and 15 represent a plan and side view of my double-crank axle for
locomotive engines, with inside cylinders cast of brass, that is to say, a mixture
of copper, tin, &c., combining the greatest possible degree of strength, with suffi-
cient hardness to offer a minimum of friction; I prefer such metal to wrought
iron, as its soundness is more to be relied on, and it is not liable to lose its
strength after having been in use for a length of time. There is also the advan-
tage of the excentrics being cast in one piece with the cranked axle, and that,
like the brass wheels, it is worth nearly one-half the original value of the metal

page_text: when it becomes useless as a cranked axle. I do not consider the wear and tear
of such axles to be greater than that of wrought-iron axles when the bearings
are made of soft metal, or of steel hardened and well polished.
With reference to Figs. 14 and 15, I claim the manufacturing of locomotive
engine cranked axles of a metal generally called brass; also the manufacturing
locomotive engine cranked axles of brass of one piece with the eccentrics.
Fig. 16 is a longitudinal, and Fig. 17 a transverse, section of a steam cylin-
der, valve box, &c. The steam cylinder 1 and the valve box 2 are cast in one
piece, and into the latter a brass tube 3 is fixed, having ports in it, correspond-
ing to those marked 4, 5, and 6 in the cylinder, the last mentioned being the
éduction port. Into the brass tube 3 the cylindrical valve 7 is fitted, which is
cast in one piece with the expansion tube 8. Its ports are similar to those
in the ordinary slide valve, and it only differs from A in this, that instead
of sliding upon a plane surface it has a circular reciprocating motion.
This motion is given to it by the eccentric rod 9, which works on a
stud 10, which again is fixed to the valve. The steam is admitted by
the pipe 11 into the valve box 2, and through the openings 12 in the cylin-
drical valve into the expansion cylinder 8, whence it passes through the port
13, the passage 14, and port 4. into the steam cylinder, until the expansion
valve 15, which is worked by the lever 16. similarly to the slide valve, has
covered the port 13 and cut the steam off. The shape of this expansion valve
is similar to that explained with reference to Figs. 9 and 10, Sheet 1, with
this difference, that in the former the triangular plate was wound up in the
tubular form, with the base parallel to the center line of the tube, whereas in
this the base stands at right angles with the center line of the tube, for the pur-
pose of regulating the amount of expansion; the rack 17, in the elbow end of
which the expansion valve rod 18 turns, is worked by the pinion 19, either in
the direction of the arrow or in the contrary direction, the effect of which in
cutting off the steain sooner or later is similar to that of the right and left
screw acting upon the two expansion slides. 20 is a lid, by which the packing
21'is pressed against the cylindrical valve, and which answers the purpose of
keeping it tight.
With reference to Figs. 16 and 17, I claim the peculiar construction of
a variable expansion gear, as described, the expansion valve forming either
a complete or a truncated triangle when developed, and whether applied to
locomotive, marine, or stationary steam engines.
18.01
Fig. 18 is a longitudinal, and Fig. 19 a transverse, section of another improve
ment in my variable expansion gear. The steam cylinder 1 is cast in one piece
with the valve cylinder 2, and into the latter a brass tube 3 is fixed, having ports

page_text: corresponding to those in the former. The cylindrical slide valve 4 is worked by
the hollow or tubular valve rod 5, through which also the expansion valve rod
6 passes, which is attached to the cylindrical expansion valve 7. Now, instead
of applying the right and left screw to the two expansion slides, I apply them
in this case to the two tubes 8 and 9, which contain the steam ports 10 and 11.
The rod 12, on which the right and left screw thread are cut, has a collar
upon it at 13, which compels it to move with the steam valve 4, and as the
right-hand thread works in the nut 15, which is cast on the tube 9, and the
left-hand thread in the nut 14, which is cast on the tube 8, it is evident that
if the rod 12 is turned in either direction, the expansion tubes 8 and 9 will
either approach to or recede from each other, and thus bring the two steam
ports 10 and 11 nearer together or further apart, the opening 16 and 17 in
the slide valve being large enough to allow the steam to enter, in whatever
positions the expansion tubes 8 and 9 may be. The steam ports 18 and 19
and the eduction port a are the same as those described in Figs. 9 and 10,
Sheet 1. The cylindrical expansion valvo 7 is in one piece, and has always
the same travel; it is cut out as shewn in Fig. 19, for the purpose of clearing
the nuts 14 and 15. Motion is given to the screwed rod 12 in the manner
before described, by means of the wheel 20, which is connected to one end of
it by means of a groove and feather.
With reference to Figs. 18 and 19, I claim the peculiar arrangement
described, and also the application of moveable steam ports to locomotive,
marine, and stationary steam engines, whether applied to cylindrical or flat
valves, the upper or under face of the slide valve, or to the face of the
cylinder, and whether varied by means of the left and right hand screw, or
by other means.
Fig. 20 is a longitudinal, and Fig. 21 is a transverse, section of another
of my improved variable expansion gears. The cylinder 1 and the valve
cylinder 2 are cast in one piece as before, and the construction of the brass
tube 3 and that of the cylindrical slide valve 4 is also similar to those before
described with reference to Figs. 9 and 10, Sheet 1. The cylindrical expan-
sion slides or tubes 5 and 6 are, however, in this case longer, and the
expansion valve rod 7, upon which the right and left hand screw threads are
cut, is connected to the piston rod slide block 8 by means of the bracket 9,
to which it is attached by two set screws The arrangement for turning the
rod 7 may be made in a similar manner to those already described under
analagous circumstances. I consider this is an improvement, on account of
its simplicity and the still more sudden cutting off of the steam.
With reference to Figs. 20 and 21, I claim the arrangement described,

page_text: whether applied to tubular or flat valves to locomotive, marine, or stationary
steam engines.
Another improvement in railway carriages, and in apparatus to be connected
with stationary steam engines, is represented in Fig. 22, which is a longi-
tudinal section; Fig. 23, which is part of a ground plan; and Fig. 24, which
is a transverse section of an improved method of connecting the carriage to
which the train of an atmospheric railway is limked with the pistons, and also
an improved valve for the air tubes. To the tube 1, which is provided with a
slot 2, as usual, the two flanges 3 are cast, extending along the tube throughout
its whole length; there are brackets 4 cast to it, for the purpose of fixing, by
means of pieces of wood 5, and wooden wedges, the leather flaps 6, which are
supported by pieces of wood 7, and so made that they form an air-tight joint
at a. The pistons 8, see Fig. 22, may be constructed in the usual manner,
except that the flange 9, somewhat broader than the slot in the tube, is cast to
the upper part and front plate of the piston, being connected by screws with
the plough 10, the seam of the leather which forms the elastic part of the piston
being placed between the part 11 of the plough and the flange 9. I consider the
plough to to answer the purpose best if cast of brass. Two round bars 12,
strong enough for the purpose of dragging the train, pass through the brackets
or frames 13, which are fixed to the timbers of the carriage 14. Two square
blocks 15, with a round hole fitting the pins or bars 12, slide in the frames
13, but have sufficient play sideways for the side motion of the carriage, two
spiral springs being placed round the bars or pins 12, and covered by the
boxes 16, which are secured by regulating nuts resting upon plates which
fit the bars 12, and which follow their motion, and are so regulated as to be
just strong enough to carry the weight of the pistons 8 and connecting bars,
&c., and high enough to yield when the carriage is jolting, thus preventing
any strain upon the pistons or plough. The brass plough The brass plough
at either end nearly fits the slot 2 in the tube, but between the two pistons,
beginning some inches behind them, a little more space is left for going round
a curve. Suppose, now, the carriage to move in the direction of the arrows,
and the air to be exhausted on the side marked a, and to follow the pistons on
the side marked b, it will at once on starting press against the valve 17, and
move it with its tube 18 in the direction of the arrow, and close up the open-
ing 19 in the piston; and as the plough has a slot 20, which is connected
with the space between the two pistons, the air will rush through the funnel
21, which is cast in one piece with the plough, and will supply the space
between the two pistons with air from above. For the purpose of preventing as
much as possible the dust from the road entering into the tube, the funnel 21

page_text: may be lengthened to any required height, and may reach above the carriage.
As soon as the vacuum in the tube 1 is to a certain extent established, it is
evident that the atmosphere will press the leather flaps 6 down upon the
flanges 3 of the tube and timber 7, and closing the upper edges, which must be
cut very regular and smooth, thus preventing the air from entering the tube 1.
But as the plough 10 moves in the direction of the arrow with the pistons,
it will with its thin but somewhat rounded edge, which extends from c to d
separate the leather flaps at the top, when they will make room for the plough
to pass along, and immediately behind it, by the action of the atmosphere
or by the pressure of a pair of slides or pullies, close again. A receptacle for
tallow warmed by a lamp may be placed in the carriage, and through one or two
small tubes at each side of the plough supply it with melted tallow. The plough
of course must be so shaped that no space is left in front of it for the atmosphere
to enter between it and the leather, except that little portion which may enter
between that part of the plough which fills up the slot in the tube directly
above the pistons. And as I would propose for atmospheric railways to have
tubes of a larger diameter, and to work at a pressure of no more than five or
six pounds per square inch, 1 would form the vacuum by means of my im-
proved fan, connected with my compensating engines, giving at once a speed
of one hundred or one hundred and twenty revolutions to a fifty horse power
engine, more or less, and thus making the connection between the engine
and the fan extremely simple and easy. With the application of my variable
expansion gear, connected with the governor and my travelling grates, I could
regulate the consumption of steam and fuel according to the power required.
I could have several fans to one engine, and by means of my improved breaks,
hereafter described with reference to Figures 13, 14, 15, and 17, in Sheet 4,
I could work them either jointly or singly, and start or strap them; and with
the application of the sledge breaks (claimed in my Patent, dated the Twentieth
day of April, One thousand eight hundred and forty-three,) to the carriages I
could retard or stop the train.
With reference to Figures 22, 23, and 24, I claim, as to Figure 24, the
valves 3, being flexible flaps, composed of leather or any other suitable sub-
stance, and also the mode of fixing the same to the tube. I also claim, as to
Figure 22, the plough 10 for the purpose of opening the valves for admitting
air into the tube, whereby also the plough is kept cool; I also claim the method
of exhausting the air from the tube by means of revolving fans.
In Sheet 3, Figure 1 is a side elevation, and Figure 2 a ground plan, of a
pair of marine engines of three hundred horse power each, constructed on
my compensating system, and fitted with my variable expansion gear, as

page_text: applied to work a screw propeller. Figures 3 and 4 are sections through
parts of the same. Before I enter into a more detailed descriptions of these
engines, I think it necessary to premise that the principal objects which I
bave in view are, first, to reduce the consumption of fuel to a minimum, by
using steam of an effective pressure of 90 pounds per square inch, or even
more, which I consider quite practicable, and the carrying out the expansive
action of it to the greatest possible extent; secondly, to obtain a volocity of the
crank shaft equal to that required by the propeller, which in this instance
is calculated to be one hundred and twenty revolutions per minute; thirdly,
to avoid, on the one hand, the straining of the ship by the action of the
machinery, and on the other, the binding of the machinery resulting from
the straining of the ship; fourthly, to effect the greatest possible reduction in
the weight and bulk of the machinery; fifthly, to distribute the weight of the
machinery over a more considerable surface of the ship's bottom, &c.; sixthly,
to keep all the machinery and boilers beneath the water line.
It is unnecessary to repeat what has already been explained with regard to the
general features of my compensating engines; I therefore enter at once upon
those parts, the construction and application of which requires a more detailed
description. The condenser consists of the lower part (1), through which a
constant circulation of cold water is kept up, and of the upper part (2), into
which the steam enters from the eduction port (3). In the valve box (4)
there are three slide valves (5, 6, and 7), coupled by the valve rod (8), which
are better seen at Figure 4. These valves slide upon the face of the cylinder
over the steam ports (9), and also upon the bottom of the valve box (4),
which forms the top of the condenser, and which is kept warm by the air
confined within the spaces (10), or by filling them up with timber. The
arrangement of these valves is similar to what I shew at Figure 18 and 19,
Sheet 2, exept that in this instance the steam is discharged directly into the
.condenser through the eduction port 3. The steam is admitted by the pipe
11, and enters into the spaces between the valves through the passage 12.
The cylindrical expansion slides 13, 14, and 15, are regulated by the rod
16, which has two right and one left hand screw threads cut upon it. In
consequence of the very great velocity at which these engines are worked,
it is essential that the operations of stopping and reversing, and all the
requisite changes of the injection and other valves, should be performed
easily and quickly. I have, therefore, in this case adopted the link motion,
which is well known in its application to locomotive engines; as well as
an arrangement by means of which the injection valves are closed and re-
opened simultaneously with the stopping, reversing, and starting of the

page_text: engines. The link motion is connected with the valve rod 8, and by
means of the shaft 17, and levers, &c., receives its motion from the
eccentrics 18 and 19, and can be easily managed by one or two men by
means of the spoke wheel 20; the shaft 21 and pinion 22 gearing into the
segment 23 upon the shaft 24, which is connected with the sliding segment 25
by certain links and levers, a lever being attached to the shaft 24, and con-
nected with a piston injection valve in the bottom of the vessel; by these
means the injection valve is immediately closed upon the stoppage of the
engines, and re-opened upon their starting in either direction. Although the
link motion allows of the steam being throttled to any extent by means of
the slide valve on starting the engine, so as to prevent its receiving so severe
a shock from the sudden admission of the steam into the cylindar, I never-
theless connect the expansion valve 16 with the throttle valve 26, which is
placed directly above the steam chest, in such a manner that it closes in pro-
portion as the expansion geer is set to admit more steam into the cylinder.
This is effected by means of the wheel 27 (see the enlarged view, Fig. 5),
through the boss of which the expansion valve rod works the worm 28, which
is cut on the boss of the wheel 27 and the worm wheel 29, working on a stud
on the bracket 30. Upon this worm wheel a plate 31 is placed, which is
furnished with a radial groove, into which takes a pin, which is fixed to the
end of the link 32; and the lever 33, on the spindle of the throttle valve, is
connected with the pin on the link 32 by the rod 34. Suppose, now, that the
greatest power which is required can be produced by cutting off the steam at
four inches of the stroke, and the wheel 27, which is worked by the engineer,
has to make, say eight revolutions, in order to bring the expansion slides into
the position which corresponds to that amount of steam admitted, the pin in the
link 32 will by this time have come to the end of the radial groove, and dropped
towards the centre of the worm wheel, and by means of the rod 34 shut the
throttle valve, or nearly so. The moment the engine is going, the expansion
valves will be placed in their proper position again, and the throttle valve 26 be
fully opened by the same means. The proportions of these engines are such
that by admitting rather less than one inch of steam to each piston of ninety
pounds pressure on the square inch in the boiler, and working by expansion
during the remainder of the stroke, the power of the two engines will be equal
to six hundred horses, or nearly so; but as by this arrangement the pressure of
the steam at the beginning of the stroke amounts to seventy-five tons upon
each piston, and after a little more than half the stroke has been performed is
reduced below the atmospheric pressure, it is evident that were it not for the
great velocity of the engines; and that the engines work in a contrary direction,

page_text: whereby the power is more equally divided throughout the stroke, the
engines would not work regularly. This working of the engines in contrary
directions is effected by means of the bevil wheel 35 on the propeller shaft A,
the bevil wheel 36 on the right-hand engine, and the bevil wheel 37 on the
left-hand engine, an arrangement which has also the advantage of removing a
great portion of the strain from the crank shaft, and still more from the frame,
the propeller shaft, and its bearings. As it would be difficult to work the
air pumps at so great a speed, on account of the valves, which would soon
wear out, I reduce the speed of the air pump to about forty strokes per
minute, by means of the pinions 38 and 39, which are placed on the
extremities of each of the crank shafts 40 and 41, and gear into the wheels
42 and 43, which are fixed upon the shafts 44 and 45; and at a convenient
distance from the centre of each of those wheels are fixed the crank pins 46
and 47, by means of which the air pumps 48 and 49, the hot water pumps
50 and 51, and the force pumps 52 and 53, are worked. The Drawing
clearly shows how the air pump, piston rod, and the plungers are connected
with the slides 54 and 55, which work between the guide bars 56 and
57, the slides being connected with the pins 46 and 47 by the connecting
rods 58 and 59. As I should consider it dangerous, or at least a waste of
power, to expel the water from the condenser by means of the air pump,
the plungers 50 and 51 are placed in such positions to receive the water
from the condenser, the air pumps being only connected with the upper part
of the condenser by means of the pipes 60 and 61 to receive the air and
uncondensed vapour, the air being expelled through the pipes 62 and 63,
either through the sides of the vessel or into the valve boxes 64 and 65, through
which the condensing water is expelled. The vales of the air pumps are
placed between the air pump and the lid of the air pump. The pistons of the
air pumps are solid, similar to those described in my Patent, dated Twentieth
day of April, One thousand eight hundred and forty-three. As it is most
important to keep the steam in the pipes, valve boxes, &c., at the full pressure,
I construct the pipes of wrought copper, or other suitable material, strong
enough to resist the pressure of the steam, and connect them with flanges of
brass, to which they are brazed or revitted. I envelope these pipes. in a
cleading of light copper, perfectly air and steam tight, leaving space throughout
between the pipes and the cleading of about one quarter of an inch, more or
less, and causing oil, heated to about four hundred degrees, to circulate through
it. To allow the oil to pass through the flanges from one pipe to the other, I
place two small tubes, 66 and 67, see Figs. 6 and 7, between the flanges of
the pipes; corresponding. with the holes in the flanges. When the steam is
D

page_text: cut off at so early a part of the stroke it is necessary that the piston of the
engine should almost touch the lids of the cylinders; but as this would be
dangerous if at any time water should get into the cylinders, I apply a loose top
or piston lid 68 (see Fig. 8) between the piston 69 and the cylinder lid 70,
and leave sufficient room for the loose top or piston to yield to the piston of
the engines under such circumstances. Through the pipe 71, which passes
through the stuffing box 72, I also introduce oil, heated to about four hun-
dred degrees, more or less, into the hollow part of the piston lid 68, which
circulates through the spiral passage a in the piston lid 68, and returns
through the central pipe 73, which also passes through the stufling box 74.
Through the pipe 75 I introduce steam, either directly from the boiler, or
froin the valve box between the piston lid a and the cylinder lid, for the
purpose of keeping the piston lid down to its place, and counteracting the
pressure from within; and it is evident that as long as the oil is kept up to a
temperature of 400 degrees or thereabouts, neither the steam between the
cylinder top and the piston lid, nor that between the piston lid and the
engine piston, can lose its temperature in any degree. As I believe that an
alternate increase and decrease in the velocity of the propeller would effect an
increase of speed of the vessel and a saving of fuel, I connect my variable
expansion gear by means of any convenient alternate motion with the crank
shafts or air pump shafts of the engine in such a manner that the propeller
shall be worked during 40 or 50 revolutions, more or less, at the speed of
about, say 16 knotts per hour, and during 8 or 10 revolutions, more or less, at
a speed of about twenty or twenty-two knots per hour; and I believe that the
impulse given to the vessel during these 10 revolutions would accelerate its
speed to such an extent that the consumption of fuel during the 40 or 50
revolutions at the reduced speed would be much less than if the engine
worked at a uniform velocity. I have already, in my Patent dated 3rd of April
1841, shewn a kind of coupling or universal link, and I now apply them to
the shafts which connect the screw propeller with the engine; one of these
couplings is clearly shewn at Fig. 9 as connecting the propeller shaft 76 with
the shaft 77. In cases where very great power is to be exerted, the spherical
end 78 of the shaft 77, which works in the spherical box 79, has six connecting
pins 80 instead of four, and of course these, as well as the spherical ends and
the box, must be proportionately strong. The lid 81 is in two halves, and fits
into the recess 82, which is turned in the box 79, and is fixed to it by six bolts
83. The box 79, into the bottom of which a plate 84 of suitable metal is
placed, fits the end of the propeller shaft 76 easily, and is connected with it by
means of the four keys 86, space being left between it and the shoulder 87 of

page_text: ค
the propeller shaft, so that when the vessel is worked ahead, the extreme end
85 may press against the plate 84, and when it is backed the shoulder may
press against the cap 88, which is in two halves, and abuts against the nut 89
of the stuffing box. The shaft 76 works in a series of conical alternate brass
and soft metal rings, which can be screwed up by the gland 90; thus the stuffing
box forms at the same time the bearing for the shaft. For the purpose of oiling
the shaft 76, throughout the whole length of the stuffing box a groove is cut
longitudinally upon the inside of the latter, into which the oil may be be forced
by a small pump when required, and small openings may be left between the
brass and soft metal rings at certain distances, that the oil may find its way to
the shaft. Figs. 10 and 11 represent different views of the same stuffing box.
The bracket 91 is intended to strengthen the timber where it has been
weakened by the hole through which the stuffing box passes; the plate 92 and
the bolts 93 bind the timber of the vessel in the other direction.
My improvement in the ordinary screw propeller consists simply in the
mode of fixing the wings to the shaft, and removing them while at sea.
The method of attaching them to the shaft is to lower the first pair of
wings from an opening in the vessel perpendicularly above the projecting
propeller shaft, then to disengage the horizontal shaft next to the propeller
shaft from the coupling, and to drawn it back, so that the boss of the said
pair of wings may be brought in a line with it, and the shaft pushed
through the boss from within, which can be done with facility, because the
other pair of wings is working loose upon the shaft; the boss of the other
pair of wings is closed at the end, and a screw thread is cut in it, which
fits a similar thread on the propeller shaft; it is also lowered from the vessel
similarly to the first pair, and the shaft is turned round from within, for
purpose of screwing it into the boss. Those parts of the bosses which are
turned towards each other are cut out in the shape of clutch boxes, but with
one tooth or projection only, so that the outer pair of wings which is fixed
upon the shaft being turned in either direction carries round the other pair
with it, an arrangement which allows of the two wings being placed in a
perpendicular position, so as not to interfere so much with the sailing of the
vessel. To prevent the outer pair of wings from unscrewing when the vessel
is backed, a strong key is put both through the shaft and the boss, and this
can be done under the water by holding and driving the key through with a
suitable instrument.
the
In Sheet 3, with reference to Figs. 1, 2, 3, 4, and 5, I claim, as applied to
marine engines for the purpose of driving screw propellers, as regards Figs. !
and 2, the peculiar connection between the engine cranks and shaft for

page_text: driving the screw propeller by means of the bevil gearing 35, 36, and 37; also
the connection between the engine cranks 40 and 41 and the air pumps
by gearing, for the purposes mentioned; as regards Figs. 3 and 4, in their
application to horizontal condensing engines, the peculiar construction of the
slide and expansion valves; as regards Figs. 1, 2, 3, in their application to
horizontal condensing engines, the peculiar combination of the air pump 49,
hot water pump 51, force pump 53, and slide 55; with reference to Figs. 2 and
5, the connection between the variable. expansion gear and throttle valve. I
also claim the method of connecting the variable expansion gear with any of
the moving parts of the engine, for the purpose of alternately increasing and
diminishing the velocity of the same, as described. I claim, with reference to
Figs. 6 and 7, the method of preserving the steam in the pipes at the same
temperature as in the boilers; and with reference to Figs. 8 and 8*, the
yielding cylinder, top and bottom, and the mode by which the steam in the
cylinder is kept to the required temperature. I claim, with reference to Figs.
9, 10, and 11, the construction of the screw propeller shaft stuffing box, being
at the same time its bearing; also, with regard to Figs. 12 and 13, the mode
of fixing the screw propellers upon the shaft, and the manner in which the
two pairs of wings are coupled. I also claim, with reference to Fig. 9, the
method of coupling the propeller shaft with the engine.
Figs. 14, 15, and 16 represent a front and side elevation and ground plan
of one of my improved stationary condensing steam engines of three hundred
horse power. The improvement consists of the application of a double outside
crank (already explained with reference to my locomotive engine in Sheet 1)
to the fly wheel shaft of a stationary engine, and in the application of an
improved air pump worked by gearing, and also in an improved application
of the governor to an expansion valve, similar to that described with reference
to Figs. 9 and 10, Sheet 1. Suppose a very powerful stationary engine
required to be coupled to the end of a shaft, and the fly wheel placed at
a certain distance from the engine, I would fix a wrought-iron double crank
1 to the end of the shaft 2, and couple the long and short connecting rods
3 and 4 to the cranks, exactly in the same manner as before described.
The pedestal 5 is placed upon the bottom frame 6 of the engine, and the
eccentrics for working the slide and expansion valves immediately behind
the pedestal, so that the connection of the valve rods would be direct and
simple. A pinion 7, placed as near the frame as convenient, gearing into
the wheel 8, fixed on the small crank shaft 9, for working the air pump 10,
(the construction of which is hereafter explained at Figs. 31 and 32, Sheet 4,)
the plunger 11, and the feed pumps. I adopt gearing in this large engine

page_text: (which is intended to work at the speed of one hundred and twenty strokes per
minute) for the same reason as above explained with reference to the marine
engine. The governor in this case is placed directly over the centre of the
expansion valve rod 12, and as the expansion valve to which I have above
referred requires no more than about half a revolution to alter it from admitting
no steam at all to the admitting it to a little more than half stroke, the heavy
balls 18 are made to act directly upon the valve rod by means of the rod 14
and bush 15, which latter has a spiral groove on the outside, in which a pin
fixed into the frame or bracket 16 works, and a feather in the inside working
into a groove cut in the valve rod. It is therefore evident, that when by the
motion of the balls the rod. 14, which is connected to the bush 15, is either
raised or depressed, the latter will be compelled by its spiral groove to turn
either in one direction or tho other, and thus regulate the amount of expan-
sion. It is unnecessary to give any further explanation as to the construction
of the cylinder slide valves and expansion valves, as this has, already, been
done with reference to Figs. 9 and 10, Sheet 1.
!!
With reference to Figs. 14, 15, and 16, I claim the mechanism by which
the governor acts upon the expansion valve, also the peculiar construction of
the crank 1; also the mode of diminishing the speed of the air pump, hot
water pump, &c. for engines running at high velocities by wheels and pinions
and separate cranks.
Fig. 17 is a longitudinal, and Fig. 18 a transverse, section of another
improved variable expansion gear. In this case also the slide valve 1 is
cylindrical instead of flat, and is worked by a hollow valve rod 2; the
steam ports, &c. being similar to those already described with reference to
Figs. 9 and 10, Sheet 1. The expansion slides are similar in construction
to those explained with reference to Figs. 19, 20, and 21, Sheet 2, being
also placed within a tube cast of one piece with cylindrical slide valve,
instead of in a tube placed above the valve box, as shown in my Patent,
dated the Tenth of June, One thousand eight hundred and forty-one. By
this arrangement, I have the advantage of an easy motion of the expansion
valve, combined with a more sudden cutting off of the steam. The expan-
sion valve rod 3 having a right and left screw thread upon it, works through
the hollow valve rod 2, and the slide valve is pressed down upon its face
and kept steam-tight by the packings 4 and 5. To prevent any dangerous
consequences from ensuing from any water which may get into the cylinder,
I place the safety valve 6, which is kept to its face by spiral springs, in
the middle and at both ends of the cylinder, so that by means of a shaft,
levers, &c., the,engineer may open them on starting the engine.

page_text: With reference to Figs. 17 and 18, I claim the peculiar form and con-
struction of the cylindrical slide valve 1, and the cylindrical expansion slides
being placed within the slide valve, as applied to locomotive, marine, and
stationary steam engines.
Fig. 19, 20, and 21 are a front and side elevation and a ground plan of
part of one of my patent high steam engines, provided with a governor,
which regulates the steam of the engine by throttling the steam in the
exit pipe, which arrangement is particularly useful in bleach works, and
other places where the steam is made use of after it has worked the
engine. The governor shaft 1 is driven in the usual manner, the upper part
of it being hollow, so that the balls 2 on the elbow lever 3 can be connected
by means of the rod 4 with the bush 5, in which the end of the lever 6 works;
this lever has a toothed segment 7 at its other end, which gears into the pinion
8, fixed on the shaft of the throttle valve 9. Thus, in proportion as the balls 2
expand by the increased velocity of the engine, the lever 6 is depressed and
the throttle valve shut by means of the segment and pinion, thereby increasing
or diminishing the pressure of the steam in the contrary direction to the motion
of the piston, proportionable as the weight of the engine is taken off, or vice
versâ.
With reference to Fig. 19, 20, 21, I claim, as applied to high-pressure
engines, the governor connected with a throttle valve applied to the exit or
off-passage of the steam.
Fig. 22 is a side elevation of one of my patent engines, shewing the
application of my improved governor to the expansion valve, which latter is
regulated by a right and left screw. This is an improvement upon my
former Patent, of 10th June 1841, and consists in the application of a
longer governor shaft 1, which extends beyond the cylinder, and thus allows
room for a larger governor and heavier balls. The construction of the
governor in this case is similar to that described with reference to Figs. 19
and 20, with the exception that the rod 2, which is connected to the bushes
3 and 4, is provided with expanding friction segments lodged within the rims
5 and 6 of the bevil wheels 7 and 8, which, when the balls expand, will depress
the bush 3, and connect the rim 5 ou the bevil wheel 7 with the revolving
shaft 1, and thus by means of the bevil wheel 9, the shaft 10, the pinion 11,
and the bevil 12, in the bush of which the valve rods works by means of a
groove and feather, will turn the valve rod 13 in one direction, and cause the
expansion slide to recede and cut the steam off sooner.
When the governor
balls assume that position which they occupy on the engine working at its
usual speed, the rod 2 will be lifted up, and the bevil wheels, &c. will remain

page_text: at rest; and if, by the speed of the engine diminishing, the balls collapse still
more, the bevil wheel 8 will begin to move round with the shaft 1, and the
expansion valve will admit more steam.
With regard to Fig. 22, I claim the improved connection of the governor
with the expansion valve.
Fig. 23 is an improved boiler for stationary engines made to suit my im-
proved travelling fire grate, as described in my Patent, dated 5th October
1843, and in which I produce both high and low pressure steam at the
same time.
1 is a cylindrical boiler, set in brickwork as usual. The
smaller boilers or tubes 2 and 3 are connected with the boiler 1 by two or
three pairs of pipes 4 and 5, and with one another by a hollow partition 6,
holes being left in the boilers 2 and 3 for the water to circulate through; iron
bars or stays 7 are introduced also for the purpose of preventing the partition
from giving way; also screwed rivets 8, for connecting the upper and lower
parts of the partitions 6. As I have already described my travelling screw
fire grate in a former Patent, I shew here only the positions of the screws 9
and 10, between which the grate bars travel. The coal which is deposited
upon the grate bars is confined by the pockets 11, which are stayed as usual in
such cases, and revitted to the boilers 2 and 3, and the water from these
pockets circulates through a series of holes at (a); the brickwork flues, &c.
are made in the usual mane". but so that the greatest amount of circulation
of heat may be obtained. As it is evident that the pockets 11 and the boilers
2 and 3 will receive the greatest heat, the steam will force its way into the
upper boiler through the pipes 4 and 5; but as it is my intention to produce
steam of a much higher pressure in the former than in the latter, I place
safety valves 12 upon these pipes, which valves will only open at a pressure of
90 lbs. per square inch, more or less, and discharge the surplus steam and
water into the upper boiler. As the smaller boilers 2 and 3 will always be
kept as full of water as possible by the force pumps, room must be made for
the high-pressure steam, which is accordingly admitted into a dome at the side
or end of the boilers; the high-pressure steam from these domes and the
low-pressure steam from the boiler 1 being conducted by separate pipes to an
engine, the slide and expansion valves of such engine being so arranged as
to admit into the cylinder, at the beginning of the stroke, a quantity of high-
pressure steam, and upon that being expanded, low-pressure steam, to complete
the stroke. This arrangement applies more particularly to engines of a slow
motion and long stroke, which could not be advantageously worked by the
expansion action of high-pressure steam alone. The same system of boilers

page_text: would answer equally well in any other case where high and low pressure
steam might at the same time be required.
With reference to Fig. 23, I claim the peculiar construction of the boiler
with my patent travelling grate applied to it; also the arrangement for pro-
ducing in the same combined boiler at the same time high and low pressure
steam, and to work steam engines with such high and low pressure steam
admitted through the same slide valve, as described.
Fig. 24 represents a boiler provided with small tubes, to which my last-
mentioned patent fire grate is applied. After the smoke has been consumed
between the pockets 1, which are similar to those already described, the
heat would pass into a chamber or box, similar to those also described in
the above-mentioned Patent, with this difference only, that there would
be two partitions at 2 and 3 to separate the 3 sets of tubes. The heat,
in coming out at the back of the boiler between the pockets, would return
through the middle set of tubes, and then in front of the boiler enter
the front chamber, and proceed through the outer sets of tubes into the two
partitions of the back chamber, and from thence into the chimney.
With reference to Fig. 24, I claim the adaptation of the pockets 1 to
tubular boilers for marine or stationary engines in combination with my
patent travelling grates.
Fig. 25 is a longitudinal section, and Figure 26 a ground plan, of a
cylinder of a stationary engine to which my expansion gear is applied. In this
case, the slide valve 1 which works on the face of the cylinder 2 has three
steam ports, two of which, 3 and 4, admit the steam through the steam
ways 5 and 6 to the top and the bottom of the cylinder, and the steam way 8
through the steam port 7 into the middle of the cylinder between the two
pistons. There is a slot 9 between the valve box 10 and the expansion
cylinder 11 for the purpose of connecting the pistons 12 and 13 with the
expansion slides 14 and 15, and the nut 16 with the expansion slide 17, so
that in the present case the pistons 12 and 13 only serve as guides to the
expansion valve rods 18 with right and left hand screw threads. The eduction
port 19 is in this valve connected with the eduction port 20 by two passages
21, and with the eduction port 22 by the space 23.
With reference to Figure 25 and 26, I claim my patent slide valve, with
three steam ways in combination with three expansion slides, as applied to
locomotive, marine, and stationary steam engines.
Figure 27 is a section of plates 11, for building ships or boilers, and
represents the method of joining them by means of an internal ring or band

page_text: with a projecting rib 2 rolled upon it; this rib must project a little above
the plates, so that after the plates have been rivetted to it the outer edges of
the rib
may
be hammered up or caulked, and thus made air-tight; Figure 28
being a portion of a circular boiler so constructed, which peculiar method of
forming joints for such purposes I claim.
In my Patent dated Tenth day of June, One thousand eight hundred and
forty-one, I have described my improved system of propellers in a horizontal
position, as connected with a pair of compensating engines by means of bevil
wheels. I am now going to describe these propellers with some further im-
provements, as working vertically, and in direct connection with the crank
shaft.
In Sheet 4, Figure 1 is an elevation, Figure 2 a ground plan, and Figure 3 a
cross section, of part of a vessel to which my improved propellers are applied,
connected with a pair of 300 horse power compensating engines. As I have
already described various modifications of these engines I shall confine myself
solely to the description of the propellers. There are two propellers 2, each
about 12 feet diameter by forty feet in width, consisting of 16 wings, three
cast of brass or other suitable metal in one piece with the disc 4, which has a
nave 5 in the centre, and fits tightly upon the end of the crank shaft 1, sec
sectional view, Figure 4. The extreme ends of the wings are of one piece
with the rim 6, by which they are connected together. The ribs 7, which are
cast on the back of the disc 4, are merely for the purpose of adding stiffness
or strength. Each of the propellers works in a box, the lower part 8 of which
is fixed to and partly reaches through the bottom of the vessel, the two
parts
being fixed to each other by bolts through the flanges 10, and the joint
perfectly water-tight. The crank shaft 1 works in a stuffing box 11, the lower
part of which is cast to the propeller box, whilst the upper part is screwed to
the same, and so arranged that it can be removed, and the metallic packing
(as described in my Patent of 5th October 1843) of the stuffing box, which
forms at the same time the bearing or step, exchanged. This part of the
propeller box, as well as the mode of fixing the propeller to the shaft, is better
seen at Figs. 4 and 5 on a larger scale. When the propeller is in its place, as
shewn at Figures 2 and 3, it is completely enclosed in its box, its wings
reaching through the bottom of the vessel, but being not only protected by the
disc 4 and rim 6 of the propeller, but also by the partitions 12 and 18, which
might again be protected, if found requisite, by pieces of timber. Into the
recess 14, which is turned, the feed box 15, more clearly shewn at Figs. 6°
and 7, is fitted. The feed box 15 is cast. of brass, with a large opening 16 in it,

page_text: see Figure 6, and turned both inside and outside, and contains the regulator 17,
on the rim of which internally a number of teeth are cast, for the purpose of
varying its position, by means of a pinion. The regulator is also turned both
inside and outside, fitting the feed box, better seen at Figures 8 and 9. The
lower portion of the propeller box extends also over another hole in the vessel,
which I call the feed hole, and through which the water is admitted into the
regulator. Suppose now the vessel to be going ahead, the opening 19 of the
regulator 17 will be in the position in which it is shewn in Figure 1, by dotted
lines, admitting the water, which enters through the opening 18 in the vessel
in the direction of the arrow, between the wings of the propeller, which is now
supposed to be in motion. As the propellers are working at a velocity at
about 120 revolutions per minute, it is evident that the water enters between
the wings will be expelled through the opening 20 in the bottom of the vessel,
and will offer a resistance to the wings nearly equal to the pressure of a column
of water about from 40 to 50 feet high.. Owing to the construction of the
propeller and the regulator box 17, the water which enters below the centre,
and which is expelled. by centrifugal force, will hardly pass beyond the red
line a, see Figure 1, and will not, like the air in an ordinary fan, meet with
any resistance arising from friction against the circumference of the casing,
and it is prevented from touching the side of the box on one side by the
disc 4, and on the other by the rim 6. I consider these propellers an
improvement upon those described in my former Patent, because they do
not alter the shape of the vessel, nor offer any resistance to the water, neither
do they offer any material impediment to the sailing of the vessel.
Having shewn the action of the propellors when the vessel is going ahead,
it now remains to shew the use of the regulator when it is to be backed.
The contact pulley 22, which is fixed on the shaft 23, working in a fork or
any other moveable bearing, is pressed by the engine man against the contact
pulley 24 on the crank shaft (see Figure 2); and the shaft 23 being connected
with the shafts 25 and 26 by universal links, will give motion, by means of the
pinion 27, the carrier wheel 28, the spur wheel 29, the shaft and pinion 30,
and the internal segment 31, to the regulator, and thus place the opening 19
of the regulator in a position opposite to that in which it is now represented
in Fig. 1, thereby causing the water to be expelled in the direction of the
blue lines, and the vessel to be backed. It is, however, evident that the
position of the propellor is not favourable to the backing of the vessel, and
therefore the speed in backing would probably not be even half that it is when
the vessel is going ahead.. Figure 10 is a ground plan of the lower part of

page_text: the propellor box, and clearly shews its construction, which, however, may vary
according to convenience; it also shews the shape of the opening 20 through
which the water is expelled, and the construction of the canal 32, which is
firmly fixed by its broad flanges and by copper bolts to the timber over the
opening 18, forming with the lower propeller box a complete and perfect
connection between the timbers, through which the holes 18 and 20, see
Figure 3, are cut. Figure 11 is an elevation of the propeller box in con-
nection with the opening 20; and Figure 12, an end view of the same in
connection with the canal.
With reference to Figures 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, and 12, I
claim the direct connection of my compensating engine with my improved
propeller; also, as to Figures 4, 5, 6, 7, 8, 9, 10, 11, and 12, the peculiar
construction of the propeller 2, of the feed box 15, and regulator 17, by
which the admission of the water is regulated, and of the boxes which contain
the propeller; and as to Figures 1 and 2, the mechanism by which the relative
position of the opening 19 of the feed box is altered in reversing the engines.
Figure 13 shews the application of my improved breaks or starting motions
to the crank shaft of an engine, by which, for instance, one part of the machinery,
or, in vessels with paddle wheels, one paddle wheel, might be disengaged while
the others were working; or, for screw propellers, for the purpose of quickly
disengaging the propeller from the engine, or other similar purposes. Suppose
1 to be the crank shaft between two engines, connected by the crank pin 2 to
the crank 3, which is fixed upon the bush 4, which bush works in a bearing;
on the other end of the bush 4, the disc rim or box 5, and upon the shaft 7
the disc 6, is fixed the bush 4, which may be made of wrought iron or hard
brass, and lined with soft metal, would turn loose upon the end of the shaft 7,
and therefore when the bush 8 is drawn in the direction of the arrow, so that
the segments 9, which slide in grooves of the disc 6, are disengaged from the
box 5, the shaft 7 would stand still, and the bush 4 with the box 5 on it would
revolve with the crank shaft 1; as soon as the bush 8, however, is pushed in
the contrary direction to that of the arrow, the segments 9 would take hold of
the box, and the shaft would start again.
With reference to Figure 13. I claim the peculiar construction of the break
as applied to the cranked shafts of marine or stationary engines, and also its
peculiar connection with the same.
Figures 14 and 15 shew an application of my improved breaks or starting
motions to the end of the shaft, for the purpose of connecting another
shaft therewith by means of a universal link or coupling.
In this case
the shaft 1 would be cast with a flange or collar 2, and the disc rim 3

page_text: secured to it by bolts. The slide disc 4 would be cast of one piece with the
bush 5, which would be lined either with soft metal or brass, and work
loose upon the end 6 of the shaft 1; and the bush 7 would slide partly upon
the bush 5, and partly upon four or six ribs cast with the bush 5; the segments,
set screws, &c. being similar to those explained in my Patent, dated Twentieth
April, One thousand eight hundred and forty-three. Suppose now the bush 5
to be coupled with some machinery, and the shaft 1 to be in inotion, it is
evident that by the pressure of the segments 8 all would revolve together; but
the moment the bush 7 is drawn in the direction of the arrow, the segments
would loose their hold, and the bush 5 with all its appendages would stand
still, while the disc rim and the shaft 1 would revolve.
With reference to the Figure 14 and 15, I claim the peculiar construction
of the break, as applied to the end of a shaft or to a line of shafting.
Figures 16, 16 a, and 16 b, represent ball-shaped bearings, similar in
principle but different in construction to those which I have before described,
fitted into pedestals which are finished altogether in the lathe, and which are
particularly useful for heavy shafting, the bearings of which cannot be placed
upon a solid foundation, as, for instance, all the shafting on board a vessel,
particularly when the shafts are coupled by my improved universal links.
With reference to Fig. 16, 16, 16b, I claim the peculiar construction of the
ball-shaped pedestal and bearings as applied to screw propeller shafts, and
also as applied to shafting of any description.
Fig. 17 represents one of my large breaks as directly applied to the
fly wheel of a large steam engine, for instance, to that of a rolling mill
of other heavy machinery which may require to be adopted suddenly. The
shaft 1, which is provided with a universal link coupling 2, similar to that
described with reference to the screw propeller, would work near that coupling
in a spherical pesdestal, as described with reference to Fig. 16, and near the
break in an ordinary or even in open pedestal 3, which would not be touched
by the shaft 1 when connected with the fly wheel, but merely when disconnected.
Suppose now the fly wheel 4 to be about 26 or 27 feet in diameter, the rim 5
attached to the fly wheel would be about 15 feet in diameter by 20 inches or
2 feet broad; and the friction segments 6, of which there are be any convenient
number, say, for instance, six, would be of the same width as the rim, and
would be connected with a disc plate 7 by means of ribs on the segments
and corresponding grooves in the plate, similar to those which I have already
described. The links 8 and the bush 9 are also similar to those already
described in my former Patent, proportionate to the power exerted upon them.
The fly wheel 4 and shaft 1 are now connected, but the moment the bush 9 is

page_text: drawn back in the direction of the arrow, by means of a lever and keys, or a
screw, rack, or other contrivance, the segments 6 come out of contact with
the rim 5, and the shaft 1 will rest upon the pedestal 3 and stand still; in
fact, the arrangement is nearly the same as those already described, only on
a larger scale. Fig. 18 shews the application of my improved breaks to a
rolling mill for rolling iron plates of large dimensions and heavy iron bars.
Where it is desirable to reverse the motion of the rollers, instead of passing
the plates or bars to the front over the top rollers, a bevil wheel 1 is fixed
to the fly wheel 2 (or to the end of the fly wheel shaft at a distance from
the fly wheel), which gears into the bevil pinion 3, which is fixed upon the
shaft 4, and works in bearings fixed to the foundation; a similar bevil
wheel 5, which works loose upon the shaft 6, gears also into the bevil
pinion 3, so that when the fly wheel 2 with the bevil wheel 1 runs in
one direction the bevil wheel runs in the contrary direction. The inside
of each of these bevil wheels 1 and 5 forms a box or rim 7 and 7, which
with regard to the bevil wheel 5, is strengthened and connected with the
boss 8 by means of the arms 9. Upon the shaft 6 the discs 10 and 11
are fixed, and those are provided with segments, as already described; the
links 12 being in this case connected with a long bush a, extending from one
bevil wheel to the other, and working in the brass step of the pedestal 13.
Suppose now the fly wheel to revolve in one direction, and the shaft 6 to be
connected with the bevil wheel 1 in the way already described; the shaft 6 will
of course revolve in the same direction as the fly wheel, and will work the
rolling mill, with which it is supposed to be connected, in one direction; but
the moment the plate or bar under operation has passed the roller, the pedestall
13, which must be supposed to be supported and sliding on a frame, is moved
by a rack and pinion underneath, and by the shaft 14 and the spoke wheel 15,
in the direction of the arrow; the shaft 6 will thereby be disengaged from the
bevil wheel 1, and will be connected with the bevil wheel 5, when the rolling mill
will instantaneously begin to revolve in the contrary direction; and the plate or
bar, instead of being first passed over the top roller, may be at once again
introduced between the rollers, and so on from side to side, until it is reduced
to its proper thickness, thus effecting great saving of time and labour.
This mechanism may be usefully adapted to a great many purposes, as the
machinery to be worked may also be connected with a prolongation of the
shaft 4. Fig. 19 represents a section, and Fig. 20 an end view, of another
construction of my improved break. This box 1, in which the segments 2
work, is loose upon the shaft 3, and the machinery which is to be driven is
supposed to be connected with the prolonged bush 4 of the box 1, which bush

page_text: works in the bearing 5 ; or it may also be connected by means of a spur or
bevil wheel cast on or fitted to the outside of the box 1. The disc 6 with
the bush 7 is in this case also keyed upon the shaft 3 as well as the rim 8,
in which the studs 9 are fixed, upon which the bevil pinions 10 work. The
bush 11, the bevil wheel 12, and the rim 13, are of one piece, and the bevil
wheel 12 gears into the pinion 10 as well as the bevil wheel 14, which is of
one piece with the bush 15 and therein 16, which altogether work loose on the
shaft 3. Suppose the shaft 3 to be in motion, and a break applied to the rim
13, the bush 11, which with the links 17 are connected, will force these links
against the tappets 18 on the disc 6, and will press the segments 2 against the
inside of the box (1), and compel it to move with the shaft (3). It must,
however, be understood that as soon as the links (17) abut against the tappets
(18), the break must be slackened again, as the links, on account of their
present position, have no tendency to get slack of themselves. When it is
required to disengage the box (1) from the shaft, the break is applied to the
rim (16), by which the links (18) are thrown into the position as shewn in
red, and the segment (2) withdrawn from contact. Instead of the links,
screws and bevil wheels might be applied, in a similar manner as described
with regard to my turning chucks to my Patent, dated the Third day of April,
One thousand eight hundred and forty-one.
With reference to Figures 17, 18, 19, and 20, I claim the peculiar con-
struction of the breaks; and as to Figures 17 and 18, also their application.
to the purposes mentioned.
Figure 21 is a longitudinal section, and Figure 22 an end view, of a marina
boiler for high-pressure steam, to which the travelling grate described in my
Patent, dated Fifth day of October 1843, is applied. Figure 23 is a ground plan
of the inside box. (1) is the inner part of a fire-box, cast of brass, the roof (2) of
which is corrugated, and connected by copper stays (3) to the roof of the outside
fire-box. The two partitions (4) are made in a similar manner as those in my
locomotive boilers, and are either cast of a piece with the corrugated roof or
rivetted to it. The sides of the fire-box are also cast of brass, and may be
either corrugated or plain. They are fixed to the roof, front, and back of the
fire-box by projecting flanges (5), rivetted together by means of copper rivets,
and the outer and inner fire-box are stayed, like those in locomotive engines.
The door (6) in front of the fire-box is merely for the purpose of clearing the
tubes and looking at the fire, the coal being deposited upon the travelling
grate bars (e) by the hopper (7) passing underneath the front part (8) of the
fire-box, the depth. being regulated by a slide or other suitable contrivance.
The bridge (9) is in connection with the two sides of the inner fire-box, and

page_text: the water circulates through it; it is also at the distance of a few inches from
the back partition (10) of the fire-box, an opening being left there for a
certain portion of air coming up through the tubes (11) (which pass through
the bridge in a diagonal direction) for the purpose of supplying the heated gas
with a portion of warm air, for the better combustion of the same. The
whole grate is surrounded by a box (a), which prevents any air from coming
in except that which is supplied by the fan (12), the speed of which can be
regulated by any suitable arrangement, as required. At the top of the fan
flue (13) there are a number of unconnected lids of the width of the grate,
which may be opened or shut more or less to direct the blast to any part of
the grate for the purpose of regulating the combustion of the coal. This
arrangement, combined with the travelling grate bars, will effect a perfect
combustion of the gasses, and save fuel to a considerable extent, because the
boiler may be extended to a great length, and provided with a series of tubes
of a proportionately small diameter, and the diameter of the chimney materially
reduced. Boilers constructed according to this plan can be made to stand
almost any practicable amount of pressure without any danger. The bottom
of the air flue also is composed of trap doors (14), which are all connected with
each other by an iron bar, in a similar manner as Venetian blinds. These trap
doors are to be occasionally opened by the stoker, to allow the heavier cinders
which fall from the grate bars through the upper lids into the box (b), the
ashes and light cinders being blown forward into the partition (c). A bent
plate (d), which forms at the same time the cover of the partition (c), receives
the small coal which falls through the grate bars directly under the hopper
and front partition of the fire-box before the combustion commences. Instead
of the trap doors, slides might be adapted, which would produce a similar
effect. Figure 24 shews part of the lower partition of the fire-box, besides
a portion of the grate bars and rails, and the screws f, for propeiling the grate
bars, in section. For marine purposes, partitions (15) would be placed at short
distances, in order to prevent the water from rushing suddenly from one end of
the boiler to the other on the vessel pitching. These partitions would, however,
be perforated with small holes to allow the steam to pass through. The steam
required to supply the engine would be taken from a dome placed in the middle
of the boiler. Atmsospheric air can also be supplied for the better combustion
of the gas through a series of small tubes passing through the side partitions of
the fire-box, taking the supply from pipes (16) in connection with the fan,
and which supply can easily be regulated by a throttle valve, as well as by four
holes in the front partition 8 of the fire-box.

page_text: With reference to Figures 21, 22, 23, and 24, I claim the peculiar con-
struction of the inside fire-box with the corrugated roof and sides; also
the bridge (9), as applied to tubular boilers for marine or stationary steam
engines; also the peculiar constructions of the fan flue (13), and the mode of
directing the current of air, and of getting clear of the cinders and ashes;
also the application of my travelling grate to this fire-box.
Figure 25 is a longitudinal section through part of the stern of a vessel
to which my improved stuffing box, the screw propeller, and an improved
rudder, are applied. The rudder consists of a cast-iron, wrought-iron, or
brass tube (1), with flanges standing out on each side, to which the wooden
wings (2) are attached (see Figure 26) either by rivits or sunken bolts.
On the top of the tube a spun wheel (3) is fixed, into which gears the
pinion (4), which is in connection with the spoke wheel (5), whereby
the rudder is worked. Through the tube (1) passes the wrought-iron
turned shaft (6), which is screwed at the bottom into the brass footstep (7),
the latter being firmly fixed to the keel of the vessel by long straps,
which are in one piece therewith, whilst at the top it is furnished with a
square end (8), (see Figure 27), which rests against the beam (9), and is
secured in ist position by the wrought-iron strap (10), which is fixed to the
beam (9) by bolts, the square end (8) serving also the purpose of applying a
suitable wrench in order to screw the shaft (6) into its place. Now, in case
of the rudders requiring to be unshipped, it is only necessary to remove the
strap (10), to shift back the beam (9), and to hoist the rudder up through
the hole (11). On replacing the rudder, the shaft (6) serves as a guide,
and the operation is therefore comparatively easy. (12 and 13) are the wings
of the screw propeller, which have been before explained, and which may be
unshipped in the manner described through the whole 14. As it has become
an almost general opinion that an engine of comparatively small power applied
to a submarine propeller would be extremely useful on board war vessels, and
even to merchant vessels, I believe that my improved engines would be par-
ticularly useful for such a purpose, on account of the little space they occupy,
their comparative lightness, and the very reduced consumption of fuel. These
engines would not only be very useful for propelling the vessels at a moderate
speed in contrary winds, or when becalmed, but they would also be of great
service in manuvering war vessels, besides being applicable, in conjunction
with my improved breaks, to weigh the anchors, work the pumps, and to do
any other heavy work which would admit of being connected with the engine.
With reference to Figures 25, 26, and 27, I claim the mode of securing

page_text: the rudder to the vessel, and of unshipping and replacing the same; also the
metallic tube to which the wings of the rudder are fixed, and do not claim a
rudder with double vanes.
Figure 28 is a front view, and Figure 29 an elevation, of a pair of well-
known vibrating engines to which my compensating cranks are applied.
In this case, however, instead of one piston being fast to the shaft 1, and
occupying the whole extent of the box 2, there is another piston 3 fixed
to or cast in one piece with the, hollow shaft 4, and therefore when the
steam enters at the thoroughfare 5 it causes the pistons to recede from
one another in the direction indicated by the arrows, the steam on the
reverse side of the piston making its exit through the passages 7 and 8, into
the condenser; the steam being admitted alternately through the passage 5,
and the passages-7 and 8,-will produce an alternate vibrating motion of the
pistons and levers 9 and 10, to which they are attached, the vibration of
the levers being equal to the whole throw of the crank; the levers 9 and 10,
which might also be placed on one side of the cylinder, are connected to the
cranks 11 and 12 by the connecting rods 13, 14, 15, and 16. The slides
and expansion valves are of a similar deception to those described at Figure 4,
Sheet 3, and requiro no further explanation, such engines being already in
use, but with one piston only.
With reference to Figures 28 and 29, I claim the adaptation of my system
of double cranks and double pistons as applied to the well-known vibrating or
pendalum engines, and also the adaptation of of my variable expansion gear
to the same.
Figure 30 is an elevation of one of my compensating engines, somewhat
differently constructed to those which I have previously described; Figure 31
is a section through the improved air pump and part of the condenser,
which is peculiarly adapted to engines working at high velocities; Figure 32
is a front view of part of the crank shaft, and the air pump in Figure 30.
The inner cylinder 1 is let into a groove 2, turned in the upper lid 8,
and bears against suitable packings, which are placed at the bottom of the
groove 2, and which make it steam-tight, and also allow for the expansion.
The other end of the cylinder 1 fits with the flanch into the lower lid 4,
to which also the stuffing boxes are cast. To the outside cylinder 5 the
lids 3 and 4 are fixed in the usual manner. The hollow piston rod 6 is
cast to one part of the piston 7, and is wide enough in one direction to
allow the connecting rod 8 to play in it, and in the other direction for the
motion of the crank. The connecting rod 8 is linked to the crank rod 9 of

page_text: the air pump) see Figure 31, which is on the middle crank (a), better seen in
Figure 32, in a similar manner to what I have already described my Patent,
dated April Twentieth, One thousand eight hundred and forty-three, with
respect to marine engines, and it is connected with the piston by means of
the socket 10. The annular piston 11 works with its interior packing on the
outside of the cylinder 1, and with its exterior packing on the inside of
the cylinder 5, the connecting rods 12 being connected with the crank bin
the usual manner. There are two hollow piston rods on the piston 11, which
work in stuffing boxes, like the piston rod 6, and in which the connecting
rods 12 play, in the same manner as the rod 8. The cylinders are fixed to the
condensers 13 and 14, in a similar manner as described with reference to
Figure 3, Sheet 3, and require no further description; nor is it necessary
to describe the slide valve, &c., as they are also of the same construction as
those described throughout, except that the steam pass over the lids 3 and 4.
and the steam enters at the top and bottom instead of at the sides.
The air pump 15, which I am now going to describe with reference to
Figure 31, is placed between the condensers 13 and 14. The piston 16 is
constructed in a similar manner to those in the steam cylinders, viz., with the
hollow piston rod 17 cast to the upper half of it, and the crank rod 9 works in
two bearings C in a socket at the bottom of the piston. The crank rod 9 is
connected with the middle crank a, as already stated, and as the connecting
rods 8 of the steam cylinders work on the pins 18, fixed into the eyes of the
pedestal caps 19, it is clear that the connecting rods of the inner cylinders, which
are fixed at an angle of 35 degrees, act upon the crank a, while the connecting
rods 12 of the outer cylinders act upon the cranks b; the two opposite connect-
ing rods working in every instance on the same crank. Suppose, now, during
the up-stroke of the piston 16 of the air pump, the water has entered from the
two condensers 13 and 14, through the passages 20 and 21, and also a small
portion of air through the passages 22, into the cylinder of the air pump; the
air will by the return stroke of the piston re-enter through the passages 22, with
the exception of a small portion which remains between the water, marked by
blue lines, and the passages 21, and forms an elastic medium between the
piston 16 and the water, which latter will be expelled from under the piston,
and returned through the passages 20 into the condenser. As soon, however,
as the upper part of the piston has passed beyond the passages 22, the air
from the condenser will enter the vacuum which is formed above the piston,
and when the latter has passed the passages 21, which it will do to a certain
extent, the water which has been expelled from the air pumps just before will
re-enter through the passages 21. Now, on the piston 16 re-ascending, the

page_text: water and air, except a small portion of the latter, which may have time to
escape through the passages 22, will be be lifted up, until the piston arrives in
the position where it is now represented, when the pressure within being now
about equal to that of the atmosphere, the piston 23 is quickly raised, by the
inclined plane 24 on the rollers 25 coming in contact with the small rollers
26, both of which work and are held between the guide plates 27, and thereby
and by the links 28 connected with the piston 23. As soon as the piston 23
begins to rise beyond the lower part of the passages 29, the air which was
confined between the two pistons 16 and 23, as before said, will first escape
through the said passages, the piston 16 at the same time proceeding in its
upward course, and expelling a portion of the water through the same channel
until its upper surface stands about level with the lower part of the passages
29, by which time the piston 23, after having been raised to a level with the
upper part of the passages 29, will have returned to its present position, the
lower surface of the piston 23 and the upper surface of the piston 16 meet-
ing and expelling the water and air through the pipe 30 into the hot well, and
the water remaining in the passages 29 keeping the upper one air-tight. It
is evident that as the piston 16 moves at its slowest speed on arriving near the
passages 29, the process of expelling the water and air must be noiseless, and
unaccompanied by any violent strain upon the pump. And it is also clear,
that on the return stroke of the piston 16, a complete vacuum will bo
established between it and the piston 23, and that the air and water will rush
into the air pump as soon as the piston 16 has passed below the passages 21
and 22. In order to provide for the event of the pressure upon the valve
piston 23 being greater than that of the atmosphere before the inclined
planes 24 have arrived at the rollers 26, the piston 23 is so connected with
the rollers 25 that it can yield without the aid of the inclined plane 24.
With reference to Figures 30, 31, and 32, I claim the peculiar construction
of the cylinders 1 and 5, with the pistons, piston rods, and crank rods as
applied to my double crank; and I also claim the construction of the air pump
with two pistons, one of them acting in the place of a valve, and the peculiar
arrangement of the air and water passages forming the connection between
the condenser and the air pumps, and also the mechanism by which the valve
piston is worked.
In witness whereof, I, the said John George Bodmer, have hereunto set
my hand and seal, the Second day of January, in the year of our Lord
One thousand eight hundred and forty-five.
JOHN GEORGE (L.S.) BODMER.
C 2

page_text: AND BE IT REMEMBERED, that on the Second day of January, in the
eighth year of the reign of Her Majesty Queen Victoria, the said John George
Bodmer came before our said Lady the Queen in Her Chancery, and acknow-
ledged the instrument aforesaid, and all and every thing therein contained and
specified, in form above written. And also the instrument aforesaid. was
stamped according to the tenor of the Statuté made in the fifty-fifth year of
the reign of His late Majesty King George the Third.
1