IMPROVE- MENTS IN STEAM ENGINES, STEAM BOILERS, AND MACHINERY FOR PROPELLING VESSELS steam engines ste bo
Year: 1845

page_text: ddlesex, Engineer,
BLYTH, of the Farish of Saint Anne, in the ounty
for myself and on behalf of ALFRED BLYTH, of the same Place, Engineer, and
GEORGE PARKER HUBBUCK, of Ponders End, in the said County of Middlesex,
Engineer, send greeting.
WHEREAS we did by petition humbly represent unto Her present most
Excellent Majesty Queen Victoria that we had invented certain "IMPROVE-
MENTS IN STEAM ENGINES, STEAM BOILERS, AND MACHINERY FOR PROPELLING
VESSELS," which improvements in steam engines and steam boilers are for the
most part applicable to the purposes of steam navigation, but are also appli-
cable to other purposes for which steam engines or steam boilers are or may
be used, and Her said Majesty, being willing to give encouragement to all arts.
and inventions which may be for the public good, was graciously pleased, by
Her Royal Letters Patent under the Great Seal of the United Kingdom of
Great Britain and Ireland, bearing date at Westminster, the Thirteenth day
of March, One thousand eight hundred and forty-five, in the eighth year of
Her reign, for Herself, Her heirs and successors, to give and grant unto us,
the said John Blyth and Alfred Blyth and George Parker Hubbuck, our
executors, administrators, and assigns, Her especial licence, full power, sole
privilege and authority, that we or they, by ourselves or themselves, or by our
or their deputies, sevants, or agents, or such others. as we or they should agree
with, and no others, during the term of fourteen years from the date of the said
Letters Patent, should and lawfully might make, use, exercise, and vend our said

page_text: Invention within that part of. Her said Majesty's Dominions called England,
Her Dominion of Wales, and the Town of Berwick-upon-Tweed, in such
manner as to us, our executors, 'administrators, and assigns, shall seem meet,
and as that we or they shall enjoy the whole profit and advantage arising by
reason of our said Invention during the said term of fourteen years, and for
that end Her said Majesty requires and strictly commands all Her subjects
whatsoever, within England, Wales, and Berwick aforesaid, that they shall not,
neither directly nor indirectly, make, use, or put in practice our said Invention
or any part thereof, nor in anywise counterfeit, imitate, or resemble the same,
nor make any addition thereto or subtraction therefrom, whereby to pretend
himself or themselves to be the Inventor or Inventors thereof: And whereas
the said Letters Patent contain a proviso, obliging us, the said John Blyth
and Alfred Blyth and George Parker Hubbuck, particularly to describe and
ascertain the nature of our said Invention, and in what manner the same is to
be performed, by an instrument in writing under our hands and seals, or
under the hand and seal of one of us, and to cause the same to be enrolled
in Her Majesty's Court of Chancery within six calendar months next and
immediately after the date of the said 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 Blyth, for myself and on behalf of the said Alfred Blyth and George
Parker Hubbuck, do hereby declare that our said Invention is described and
ascertained in manner following, and by the aid of the three Sheets of Drawings
hereunto annexed, that is to say: -
As to our improvements in steam engines, part of those improvements is,
firstly, to arrange the several parts of what are commonly termed side - lever
marine engines, so that the great levers, which we substitute for the ordi-
nary side levers, will be situated above the cylinder, condenser, and air pump,
instead of being situated at the two sides of the lower parts of the engine. The
connecting rod, which is to impel the revolving crank (or cranks), is nearly
in the usual place of the ordinary connecting rod in a side lever engine, but
is actuated by intervention of two side rods, descending from the ends of the
great levers to the joint at the lower end of the connecting rod, and which
joint is guided in its up and down motion by any suitable means.
Sheet I. of the Drawings hereunto annexed represents a pair of marine
steam engines constructed according to this part of our improvements. The
same letters of reference are used to denote the same parts in each of the three
Figures; viz., Figure 1 being a side elevation of one engine; Figure 2, a
horizontal plan of both engines; and Figure 3, an end elevation of both

page_text: base plate F, at the
engines as they stand side by side in the vessel or ship, whereof a transverse
vertical section is also drawn in Figure 3; A, A, Figure 3, being the sides
of the vessel; B, the keel; C, the keelson; and D, D, the deck; E, E, and
E, E, are the sleepers, or long parallel beams, which are fastened down on
the bottom of the vessel horizontally; and parallel to the keelson, in 'order
to sustain the engines, two sleepers E, E, to each of the engines, all which
is' as usual in ordinary steam vessels; and as to the engines themselves, F, F,
in all the Figures, is the horizontal base plate, of cast iron, whereon all the
parts of each engine are supported and fastened. The lower part f of the con-
denser is formed in the same casting as the base plate F, and that lower
part descends into the space bétween the two sleepers E, E; and the under
side of the flat horizontal part of the bed plate F, F, is bedded upon and
fastened to the upper horizontal surfaces of the said two sleepers E, E. The
upper part G of the condenser is also formed in the same casting as the base
plate F, and stands up above the middle part thereof as high as the steam
cylinder H stands up therefrom, the cylinder H being applied and fastened
with its bottom upon one end of the base plate F. The air pump Q is
applied and fastened upon the other end of the same
opposite side of the condenser G to the cylinder H, but the lower part of
the air pump Q descends through the base plate F into the lower part f
of the condenser. The steam valve case h, for containing the sliding valve or
valves for admitting steam into and withdrawing steam from the cylinder H,
is fastened to the cylinder with a vertical joint, and the same valve case h is
fastened at its lower end to the base plate F with a horizontal joint, and
at its upper end it is fastened by a branch to the upper part of the con-
denser G with a vertical joint; the passage for eduction of steam from the
upper end of the cylinder H being through the said branch into the said upper
part of the condenser G, and the passage for eduction of steam from the
lower part
of the cylinder H being through the lower end of the valve case h
into the lower part f of the condenser beneath the base plate F. The upper
part of the condenser G is united to the upper end of the cylinder Hat
each side of the engine at i, so as to connect the parts very firmly. I, I, I, I,
are four upright pillars, erected on the extreme end of the base plate F
opposite to that end thereof whereon the cylinder is, and the upper ends
of the pillars I, I, I, I, sustain a cast-iron frame K, K, which contains the
bearings k, k, for the main axes J, P, of the revolving cranks M and O, the said
frame K, K, being in one piece for each engine, and containing two bearings
k, k, Figures 2 and 3, for the axes J, P, of the two cranks M, O, of that
engine, and the two such pieces for the two engines being firmly united
9

page_text: together, so as to form one frame containing four bearings for the three axes
of the cranks and paddle wheels. That conjoined frame K, K, K, K, is
included between and fastened to two horizontal cross beams of wood X, X,
which extend across the vessel, and are strengthened by bearings of wood
from two other larger cross beams N, N, called paddle beams, which pass
across the vessel, and extend over beyond each side thereof, in order to sustain
the paddle boxes which enclose the paddle wheels. The conjoined frame
K, K, K, K, of the two engines is sustained by eight of the upright pillars I, I,
videlicit, two such pillars beneath each bearing k, k, and four such pillars
for each engine. The said pillars I, I, are steadied by horizontal bars u,
Figure 1, and oblique braces 1, 1, Figure 1, and there are uprights from the
condenser G to the frame K, for further connection of the parts. J is the main
revolving axis, and M the main revolving crank, fastened upon one end of it
for one engine, and there is another such crank fastened on the other end of
the same axis J for the other engine. The crank pin m, Figure 2, is fastened
into the crank M, and projects out horizontally therefrom, for the joint at the
upper end of the connecting rod T to work upon; and the crank pin m also
extend further, so as to enter into the other crank O, which is fastened upon
the end of the axis P of the paddle wheel, and thereby the crank pin m con-
nects the two cranks M and O, so that they go round together as well as their
respective axes J and P. b, Figure 1, is the centric upon the main revolving
axis J; and d, d, is the excentric rod, extending from the hoop which encom-
passes the excentric b to the working lever e, for giving motion to the sliding
valve (or valves) in the valve case h. The excentric rod d is moved endways
backwards and forwards by the action of the excentric b, and gives angular
motion to the working lever c, which is fastened upon one end of a horizontal
axis g, g, on the middle of which is fastened the lever arms n, n, for actuating
the upright rod of the said sliding valve (or valves); and on the opposite
end of the axis g,g, a toothed sector is fastened, for being engaged by a toothed
pinion on one end of another horizontal axes, which has a handle wheel r on
the other end of it, to enable the said valve (or valves) to be moved by the
hands of the enginemen when required for starting or stopping the engines, the
end of the excentric rod d having been first disconnected from the joint pin of
the working lever e, by lifting up the end of the said excentric rods. The steam
is conveyed from the boilers by steam pipes, one of which joins by a branch to
the valve case h of each engine, with a throttle valve in the junction, but those
parts are not shewn in the Drawings. R is a hot water pump and S, Figure 2,
a bilge pump, applied on each side of the air pump Q, and either or both those
pumps are actuated (when required) by the air pump cross head s, s.. The hot

page_text: water, which is discharged by the air pump Q, is conveyed away through a
branch t, Figures 2 and 3, which is joined to an overflow pipe passing through
the side of the vessel, the upper part of the air pump Q, from which the branch
t proceeds, being so much larger than the air pump itself, as to serve for hot
well cistern, with the discharge valve interposed between the bottom of that
enlarged upper part and the upper part of the air pump; or the upper part
of the air pump Q might be joined by a branch to the condenser G, which
would in that case require to be formed with an internal partition, so as to
separate off a sufficient portion of the interior capacity of the upper part of
the condenser G to serve for a hot well cistern, the discharge valve being
at the end of the branch of the air pump within such cistern; and the said
internal partition must leave a free space for an eduction passage for steam,
entering, as already mentioned, from the upper end of the cylinder into the
upper end of the condenser, to descend therein to the lower part thereof.
w is a fixed horizontal axis, serving as a centre of motion for the radius rods
v, v, of the parallel motion. The said axis wis supported at each end by
uprights x, from the upper flange of the cylinder H, and kept firm by oblique
braces y. y.
All those parts of the engines represented in the Drawings which have been
herein-before described are nearly the same as are in common use, and form
no part of our improvements; and so of other more minute parts not repre-
sented or described, which are accessary to the said parts which have been so
described; but the new arrangement of parts which constitutes the first part
of our improvements is as follows:-The great levers 2, 2, (which of themselves
are not materially different from those in common use,) instead of being
disposed one on each side of the lower part of the engine on a main horizontal
axis at the lower part of the condenser G, are disposed over the condenser G
and cylinder H, on a horizontal axis 1, 1, which is mounted in bearings formed
at the upper ends of a pair of standards 3, 3, crossed and firmly fastened upon
the upper part of the condenser G. The piston rod A is connected to those
ends of the great levers 2, 2, which reach over the cylinder H by an inverted
parallel motion, whereof 4, 4, are the two head links, disposed one at each side
of the piston rod a, and jointed at their upper ends to the cross head 8 of the
piston rod a, their lower ends being jointed to the ends of the great levers 2, 2.
5,5, are the back links, jointed at their lower ends to the great levers 2, 2, and
at their upper ends to the horizontal cross rod 6, which is connected by the
parallel rods 7, 7, with the said cross head 8, at the upper end of the piston
rod a, and the two ends of the cross rod 6 are jointed to the radius rods v, v,
already described, which are moveable about the horizontal axis w, as their

page_text: fixed centres of motion. The said inverted parallel motion 4, 5, 6, 7, v.and w;
operates in the same manner as the parallel motions in common use for retain-
ing the cross head 8 at the upper end of the piston rod á to move up and down
with a correctly.vertical motion, and at the same time. to.connect the.said. cross
head 8 with the ends of the great levers 2; 2, which ends. move up and down
in arches of a circle. The air pump Q.is worked.from the great levers:2; 2,
by means of links 9, Figure 1,.from which the cross heads of the air-pump,rod
is suspended. And note, the disposition of the great levers-2, 2, with their
axis 1 over the condenser G, and their ends over the cylinder H, is a common
arrangement in steam engines which are used.in manufactories, and for steam
vessels such an arrangement has been used in some instances in Britain, and
in America it is very general.. The parallel motion being inverted (as, herein,
before described), the great levers 2, 2, and their axis 1, are situated much
lower down in the vessel then they could be if the parallel motion were not so
inverted. The opposite ends of the great levers 2, 2, which reach beneath the
revolving cranks M and O, instead of having the connecting rod T jointed to
them, as is the usual arrangement, have (according to this part of our improve-
ments) a pair of side rods 10, 10, jointed to those ends, and descending there-
from on each side of the 'connecting rod T tota horizontal cross tail 11, to the
middle part of which the lower end of the connecting rod T is jointed; and the
two ends of the cross tail 11; which are prolonged beyond the side rods,10, 10,
have brass sliders 12, 12, Figure 3, upon those ends, which sliders are fitted
into the spaces between the two pairs of upright pillars I, I, and I, I,.so as
to slide freely up and down in those spaces, which serve as grooves in order
to retain the cross tail 11, (and consequently the joint at the lower end of the
connecting rod T.) to move up and down without deviation from its intended
course, which is vertically. The connecting rod T itself is much the same as
usual, except that it's lower end is jointed to the cross tail 11 instead of being
fastened thereto; but that cross tail 11, instead of being jointed at its ends to
the ends of side levers, disposed at each side of the lower part of the engine, is
connected, by intervention of the two descending side rods 10, 10; with the ends
of the great levers 2, 2, which levers are disposed over the condenser, cylinder,
and air pump. The connecting rod T is in the space between the two side
rods 10, 10, and between those ends of the two great levers 2,2, to which the
upper ends of the side rods 10, 10,,are jointed, as may be. seen in Figure 3.
The connecting rod T moves within the space between those said ends of 'the
great levers whenever the upper end of the connecting rod is carried towards
the axis 1 of the great levers, by the motion of the crank pin' m in its circular
orbit. The two great levers 2, 2, are fastened side by side on their axis:1;1;

page_text: each lever is formed of two plates, disposed side by side and edgeway upwards,
with a narrow space between the two, in the usual manner of side levers for
marine engines, being made either of cast or of 'wrought iron (but wrought
iron is to be preferred), and the several joint pins extend across the space
between the two plates to form the several joints, by which the head links 4, 4,
the backs links 5, 5, the side rods 10, 10, and air pump links 9, 9, are con-
nected to the levers, the ends of those several links or rods which are so jointed
being received in the space between the two plates of each lever. The pair of
standards 3, 3, in which the two bearings for the two ends of the axis.1, 1, of
the great levers are formed, is one strong casting for the pair of standards, the
base of that casting being adapted to fit upon and fasten down to the upper part
of the condenser G, G; and the casting for the condenser is formed with pro-
jecting edges from each side of it, as is shewn in Figure 1, in order to give it
strength, and unite it more firmly to the base plate F, F. There are similar
projecting edges withinside of the condenser G, G, as well as on the outside
thereof, and the places of all the several said projecting edges in shewn in the
plan, Figure 2; they are beneath the places where the standards 3, 3, are
mounted upon the top of the condenser G. By these means, and by suitable
brackets. (where necessary) within the hollow angles of the casting, it is
rendered strong enough for sustaining the axis 1, 1, of the great levers, all
such bracket as well as the said projecting edges being in the same piece of
metal with the one large casting, whereof the condenser G, G, f, f, and the
bed plate F, F, is formed, as already mentioned. The two side rods 10, 10,
are very similar to the side rods of ordinary side levér engines, with joints at
each end of each of them; but it is the manner of their application which is
different, for they are applied at each end of the connecting rod instead of
being applied at each side of the cylinder. The spaces between the adjacent
edges of each pair of pillars I, I, forms a groove, as is shewn in Figures 1 and 2;
wherein the sliders 12, 12, move up and down. Those adjacent edges of the
pillars I, I, are made with broad flat surfaces to avoid wearing, and the brass
sliders 12, 12, must be provided with means of supplying oil copiously to their
several rubbing surfaces, which apply to and slide-up and down-against the
said surfaces of the pillars I, I. The same brass sliders 12, 12, have also pro-
jecting flanges, which apply to the edges of the pillars I, I, in order to retain
the cross tail 11 in due place, and thereby the lower ends of the side rods
10, 10, and the connecting rod T are prevented from deviating laterally from
their. proper vertical planes, as they appear in Figure 3. The pillars I, I, may
be made of wrought iron, with suitable tennons at their lower ends, fitted into
morticed openings in the bed plate, with proper shoulders to fit down thereon,

page_text: and held firmly down by horizontal cross keys, as shewn in Figure 1; and the
upper ends of the same pillars I, I, may be fastened in like manner to the
frame K, K. The upper parts of the pillars I, I, may be cylindrical rods (if
preferred); but the lower parts, whereof the adjacent edges are to form the
grooves for the brass sliders 12, 12, to move up and down in, must be formed
so as to possess lateral strength, which will be given by forming them as shewn
in the plan, Figure 2; and the flat surfaces of the adjacent edges, against
which the brass sliders 12, 12, are to apply, may be formed of steel, in order
to diminish friction and wear; such steel may either be solidly welded to the
iron, of the pillar when it is made at the forge, or else a steel plate may be
applied to the iron, and fastened thereto with pins or countersunk screws;
and
for greater strength, the two pillars I, I, of each pair should be unitéd together,
which may be done by short horizontal tye pieces 13, 13, which are curved so
much as to leave clear spaces for the brass sliders 12, 12, and the extremities
of the cross tail 11 to move up and down in their grooves; and the two ends of
each tye piece 13 may be formed with feet, which are fitted into suitable
sockets formed on prominent parts of the solid iron of the pillars I, I, so as to
retain the two pillars I, I, which form each pair thereof, at their proper intended
distance asunder, for forming a parallel groove between them, in order thereby
to unite the strength of both pillars for retaining the lower end of the connect-
ing rod T in due place whilst it is moving up and down. But note, the length
of that connecting rod being considerable in proportion to the length (or
radius) of the cranks, the deviation of the connecting rod T from the vertical
is not so great (when at its utmost) as to occasion any greater pressure of
the sliders 12, 12, against the pillars I, I, than they will be able to endure
without springing or yielding sensibly; and the said pressure of the sliders
12, 12, will be in a direction towards the same pillars I, I, when the sliders
12, 12, are ascending, and also when they are descending, that pressure being
greatest when the sliders are at the midway of their course or extent of motion
up and down, and diminishing to no such pressure when they arrive at the
highest or the lowest position in their said course. The direction of the said
pressure wherewith the sliders 12, 12, will apply to the pillars I, I, will be
towards the cylinder when the cranks and paddle wheels are turned round in
one direction, and away from the cylinder when the cranks and paddle wheels
are turned round in a contrary direction. And note, the ends of the great
levers 2, 2, to which the side rods 10, 10, are jointed, must (when those ends
are at their highest positions, keep clear of touching beneath the under parts
of the central bosses of the cranks; and the other ends of the great levers 2, 2,
to which the head links 4, 4, are jointed, must (when those ends are at their

page_text: lowest position) keep clear from touching the upper side of the cylinder cover;
and, if necessary, depressions may be formed in that upper side, in order to
avoid so touching; and, notwithstanding the description which has been
herein-before given of most of the principal parts of the pair of marine engines
represented in the Drawing, it is to be understood that the construction of those
parts may be greatly varied from what is so represented and described, for all
the said parts are very similar to the corresponding parts of marine engines
which are in common use, and as is well known to competent engineers; such
parts are constructed in different manners, but nevertheless answering the same
purposes; and it is not intended by the aforesaid description and Drawings to
recomend any one particular manner of constructing each part, but only to
explain the new arrangement of parts with the great levers over the condenser,
cylinder, and air pump; and with an inverted parallel motion, and with side
rods at each side of the connecting rod, by virtue of which new arrangement
the engines are comprized in a small space (and yet leave space around them
for the enginemen), and have long connecting rods, and the weights of the
moving parts tend to balance each other.
And another part of our said improvements in steam engines is, secondly,
an improved form of the disconnecting part of the working gear for
actuating the working valves of steam engines, being that part of the said
working gear which is to effect the requisite disconnection from the excentric.
rod whenever the said valves are required to be moved by the hand of the
engineman for the purpose of stopping or starting the engine. Sheet II.
contains a representation of this second part of our said improvements, the
same letters of reference being used in all the four Figures therein. d is the
end of the excentric rod; and e, the joint pin at the end of the working
lever, which is connected with the rod d by being received into a notch in the
under side thereof when the end of the rod is let down, in the manner shewn
in Figure 1; and the lever will then be actuated by the motion of the excen-
tric rod (in the manner already explained in reference to Sheet I.); but when
required, the said joint pine can be disconnected from the excentric rod d by
lifting up the end thereof so much as-to take the notch in the under side of
the rod d off the said joint pin e, as is shewn in Figure 2, Sheet II. The
guard c, c, which is fastened by screws to the under side of the end of the
excentric rod d, forms a groove, wherein the joint pin e is included, with its
enlarged head applying to the edges of the groove, and from which said groove
the pine cannot escape, although disconnected, and thereby the end of the
excentric rod d is retained laterally in due position over the pin e in readiness
for being connected again when required. A is the disconnecting handle, at

page_text: the end of a lever A, B, which is moveable about the horizontal pin B, that is
fastened into the end of the excentric rod d, and projects out therefrom late-
rally, so as to serve for, the centre of motion for the lever A, B, which applies
laterally, as is shewn.in Figure 4, to the upright side of the excentric rod d, in
the same plane with the enlarged head of the pin c. t, v, is an excentric curve
about the central part of the lever A, B, which curve is adapted to act upon
the enlarged head of the pin e when the lever. is turned round about its centre.
B by force of hand applied to the handle A, and if that handle A is turned
over or round about its centre pin B as far as it will go towards the extreme end
of the excentric rod d, as in Figure 2, then the said excentric curve t, v, will
have acted against the upper side of the said projecting head of the pin e, so
as to have lifted up the end of the excentric rod d until the notch. therein is
taken off from the joint pin e, as is shewn in Figure 2, in order thereby to
effect the required disconnecting; and the said excentric curve t, v, is continued
by a straight part w of the central' part of the lever A, B, which straight part
w applies itself over the projecting head of the pine and comes parallel to the
lengthway of the excentric rod d (and of the groove formed by the guard
c, c,) when the handle A is turned as far, as it will go towards the end of the
excentric rod d (as in Figure 2), and then the straight part w prevents the
rod a from connecting itself again with the pin e; as it would otherwise do by
dropping by its own weight whenever the notch in the under side of the rod d
might happen to be brought over the pin e, (or whenever the pin e might
happen to be brought beneath the said notch); but the said straight part w,
by bearing upon the enlarged head of the pin e, has the same effect as though
the notch were filled up; and such dropping of the end of the excentric rod
being thus prevented, the disconnection, (after having been effected by the
aforesaid turning of the disconnecting handle A into the position Figure 2,)
will continue so long as the said handle remains in that position. But when
that handle A is turned' over upwards away from the end of the excentric
rod:d, then the straight part of the central part of the lever A, B, and the
excentric curve t, v, of that part withdraw themselves from over the notch,
leaving the same open, as in Figure 3, and ready for the connection to take
place of itself (by the dropping of the end of the excentric rod d by its own
weight) whenever the said notch may happen to be brought over the pin e
(or the pin e-be brought under the notch). There is nothing but the weight
of the end of the excentric rod d to keep it connected; and thus far is a incde
of disconnecting, very commonly used, and containing no part of our improve-
ments; but we.form the central part of the disconnecting handle lever A, B,
with. a hooked curve 1, 2, 3, in continuation of the aforesaid excentric curve

page_text: t, v, in order to clasp round and beneath the enlarged head of the pin e by
the said hooked curve 1, 2, 3, (in the manner shewn in Figure 1) whenever the
excentric rod is connected, and thereby the said hooked curve will retain the
pin e securely within the notch of the excentric rod, and prevent the latter
from jumping up and disconnecting itself by accident, as frequently happens
with the ordinary disconnecting handle, particularly in cases where the excen
tric rod is greatly inclined from the horizontal, so that its weight has less effect
to urge the end d of the rod towards the pin e than when the rod is less
inclined, as well as in cases when the direction in which the excentric revolves
is such that the friction of the hoop around the excentric, will tend to coun-
teract the weight of the end of the. rod, and render the same still more liable to
jump and disconnect by accident. And when it is found by experience that the
working gear as commonly constructed is liable to disconnect itself frequently
by accident, so as to interrupt the regular working of the engines, it is a
common practice of enginemen in such cases to insert a piece of wood into
the space between the guard c, c, and the under side of the end of the excentric
rod d, so as to fill up that space, which will effectually prevent any disconnect-
ing, whether by accident or design, until such piece of wood is first withdrawn ;
but whereas that withdrawing is a distinct and additional manipulation which
is required to be perforined upon both engines before they can be stopped; the
same may be forgotten to be performed in case of sudden, and unexpected
orders being given to stop and back the engines for avoiding danger of. collision,
and may cause confusion and delay in executing such orders as promptly as
should and might otherwise.be. done. And according to this part of our im-
provements the hooked curve 1, 2, 3, prevents any accidental disconnecting
as effectually as the aforesaid insertion of a piece of wood can do, but no
additional manipulation is required to be performed, or any attention, for the
handle A of the disconnecting lever A, B, being in the position shewn in
Figure 1, when the working gear is connected; it only requires that the
said handle A and lever A, B, should be turned half round about its centre
B; into the position shewn in Figure 2, to effect the disconnection, for the
commencement of the motion so given-will remove the hooked curve-1,-2,-3,-
from-beneath the under side of the enlarged head of the pin e, thereby leaving
the parts at liberty to be disconnected, and then the further continuance of the
same motion will bring the excentric curve t, v, into action (in the usual manner.
of the ordinary disconnecting lever handle). against the upper side; of the
said enlarged head, so as, to lift up the end of the excentric rod in order to
bring the parts to the position shewn in Figure 2; and effect the disconnection,
as already explained. And note, the said hooked curve 1, 2, 3, has a straight

page_text: part 4, which will apply to the enlarged head of the pin e, as in Figure 3, to
prevent the handle A and lever A, B, being turned over into the position,
Figure 2, until after the connection has been effected, by the notch in the
excentric rod dropping over the pin e, and then the handle A and lever A, B,
being turned over into the position, Figure 2, the hooked curve 1, 2, 3, will
pass beneath the enlarged head of the pin e, so as to retain the parts securely
in duc connection. The motion of the handle A and lever A, B, is limited
each way to the two positions, Figures 1, and 2 by the nut or rivetted boss a
at the end of the handle A (behind the lever A, B,) coming in contact with
the upper part of the end of the exentric rod d, when the handle A and lever
A, B, are turned over into either of the positions, Figure 1, (for connected), or
Figure 2, (for disconnected), and small prominences may be formed upon (or)
fixed upon) the said upper part of the end of the rod d in suitable positions for
the end of the said nut or boss a to bear against laterally and obliquely. When
it arrives at either of those positions, Figures 1 or 2, so as cause lateral
friction between the surface of the central port of the lever A, B, and the
surface of the vertical side of the end of the rod d, where those surfaces are
in contact (as is shewn in Figure 4), in order that the lever A, B, may remain
firm in either of its said positions, Figure 1 or 2, without being liable to any
accidental motion by shaking; the mere weight of the handle A will also have
a tendency to keep it firm, as aforesaid.
And another part of our said improvements in steam engines is, thirdly,
an improvement in that class or kind of steam engines which are deno-
minated vibrating or oscillating, because the steam cylinder is suspended
on trunnions (somewhat like those of a cannon), and the upper end of the
piston rod is jointed upon the crank pin, in order that the cylinder may oscillate
or vibrate about a fixed central line or axis of motion (which is parallel to the
axis of the crank), so as that the central line of the cylinder may be at liberty to
direct itself towards the centre of the crank pin in all the varying positions
which the latter will assume during its revolution in its circular orbit. In
Sheet III., Figures 1, 2, and 3 represent part of an oscillating or vibrating
engine, which is constructed according to this third part of our said improve-
ments, with two piston rods instead of one piston rod, as commonly used.
The same letters of reference are used in all the three Figures to denote the
same parts.
Figure 1 is a vertical section of the cylinder through the central line of its
two trunnions, and shewing the axis for the revolving cranks; Figure 2 is a
vertical section of the cylinder, in a direction transversely to the said central line
of the trunnions and to the said axes of the cranks; and Figure 3 is a hori-

page_text: zontal plan. H, H, in all the Figures, is the cylinder; a, a, its cover; and b, b,
its bottom; B, B, the piston, fitted to move up and down within the cylinder:
d, d, are the two trunnions upon which the cylinder H, H, is suspended; they
are mounted in bearings e, e, which are firmly sustained by fixed framing L, L,
so that the the cylinder can oscillate freely about the horizontal central line f, f,
of the two trunnions, but the cylinder has no other motion. Each of the
trunnions d, d, is hollow within, one hollow being for the introduction of steam
from the boiler to the cylinder (either to the upper or to the lower end thereof),
and the other hollow being for the eduction of steam from either the upper or
the lower end of the cylinder to the condenser, or to the open air, in case
of the engine being high pressure, without condensing the steam.
The said
hollows through the trunnions d, d, connect with two passages 9 and r within
a belt around part of the outside of the cylinder, the said belt being part of the.
cylinder, and the trunnions being part of the belt; for the cylinder with its belt
and hollow trunnions are all cast in one piece. The passages g and r in the belt
connect with the nosels and valve box for the sliding valve (not represented),>
by which steam coming from the boiler through the hollow of one of the
trunnions e (and a part g of the belt) is admitted into the upper or into the
lower part of the cylinder by turns, and by which some valve steam is allowed
to escape from the lower or from the upper part of the cylinder by turns:
through another part r of the said belt, and through the hollow of the other
trunnion e to the condenser, or to the open air. J is the main revolving.
axis, and M the main revolving crank on the end of the axis J. m is the
crank pin, fixed into the main crank M, and projecting out therefrom for the
joint of the piston rods to work upon, and in case of the engine being for a
steam vessel, the pin m also reaches into another crank O, which is on the.
end of the axis P of the paddle wheel. The axis J and P revolve in bearings.
k, k, which are firmly sustained by the upper fixed framing K, K, and that i
framing may be secured between horizontal cross beams X, X, and connected.
by upright pillars I, I, with the lower fixed framing L, L, before mentioned,
with suitable bracings for strength, so that the bearings e, e, for the trunnions
d, d, of the cylinder will be kept firmly at an invariable distance from the.
bearings k, k, for the axes J and P of the cranks; and thus far is the same
as oscillating or vibrating engines in common use, and contains no part of
our improvements; but we apply two piston rods 1, 1, on opposite sides of
the central line of the cylinder, between that central line and the interior
circumference of the cylinder, which two piston rods are fastened into the
piston B, B, at their lower ends, and pass through two stuffing boxes 2, 2;
in the cylinder cover a, a, and the upper ends of the two piston rods 1, 1,

page_text: are fastened to a sort of cross head 3, 3, 4, from the middle part of which
a projecting part 4 descends in the space between the two piston rods
1, 1, and to the lowest part of that projection 4 the brasses for the joint
around the crank pin m are fastened by two bolts 6, 6, and nuts 7, 7. Aid
at the central part of the cylinder cover a, a, there is a depression 5, 5,
between the two stuffing boxes 2, 2, which depression 5, 5, when the piston
approaches towards the cylinder bottom b, b, will receive the joint around the
crank pin m, and also those parts of the two cranks M and O, which are then
the lowest, in the manner shewn in Figure 1, the said depression 5, 5, being
of a suitable size and depth for receiving the said parts without touching;
and the piston B, B, has a corresponding depression 8, 8, at the central part
of it, which depression 8, 8, when the piston approaches towards the cylinder
cover, receives so much of the depression 5, 5, of the cylinder cover as is below
the under surface of that cover, but without touching; and also the bottom
b, b, of the cylinder has a depression 9, 9, at the central part of it, which
depression 9, 9, when the piston approaches towards the cylinder bottom, will
receive so much of the depression 8, 8, of the piston as is below the under
surface of the piston, but without touching. The last-mentioned depression
9, 9, in the cylinder bottom b, b, also extends towards the branch s, by which
steam is to be admitted into and withdrawn from the lower part of the
cylinder by turns through the sliding valve, as already mentioned. And by means
of this improvement, of using two piston rods in an oscillating or vibrating
engine instead of one such rod, the main axis of the cranks can be brought
nearer to the cylinder than can be done if one piston rod is used; and that
circumstance will be advantageous in the use of such engines in steam vessels,
either by enabling the axis of the paddle wheels to be lower down in the vessel,
if the engine is constructed according to this part of our improvements with
two piston rods, than could be the case if constructed in the ordinary way
with one piston rod; that is, assuming the length of cylinder and of stroke of
the piston to be the same with two piston rods as with one; or else by enabling
the cylinder and length of stroke to be longer, if constructed according to this
part of our said improvements with two piston rods, than could be the case if
constructed in the ordinary way with one piston rod, that is, assuming the
height of the axis of the paddle wheels to be the same with two piston rods as
with one. And note, although the Drawing represents the cylinder cover with
a deep depression therein at 5, 5, that is only by way of example to shew how
near the axis J of the crank may be brought down towards the upper end of
the cylinder. In ordinary cases it will be sufficient to place the axis J of the
crank at such a height as that it will keep clear of touching the cylinder cover

page_text: without any depression therein, or with only such a little depression 5; 5, in
the cover a, a, as will not require the piston to have any depression 8, 8, below
its under surface, and consequently will not require any depression 9, 9, in the
cylinder bottom.b, b.. The projecting part 4, which descends from the middle
of the cross head. 3, 3, 4, will not in that case descend so low as represented in
the Drawing, but the said projecting part will be shortened as much as the
depth of the. depression at 5, 5, in the cylinder cover is lessened; and also the
centre line of the axis J of the crank M will be as much higher up than is
represented in the Drawing as the said part 4 is so shortened, and as' the said
depth at 5; 5; is so lessened; as aforesaid. The brasses forming the joint
around the crank pin'm are fastened to the lower: end of the said projecting
part 4 by two bolts 6, 6; which have heads at their lower ends, and their stems
pass up through all the depth of the said part 4 and the cross head 3, 3, and
have nuts 7, 7, screwed upon their upper ends, for the purpose of drawing up
the lowermost of the two brasses, and make the joint around the crank pin m
fit properly. And note; the two piston rods 1,1, are fastened into the piston
B, B, at each side of the centre thereof in the same manner as one piston rod
is usually fastened into..the centre of a piston; and the packing around the
circumference of the piston is, as usual, metallic packing, being represented in
the Drawing. The two stuffing boxes 2, 2, in the cylinder cover a, a, at each
side of the centre thereof are to be constructed in the same manner as one
stuffing. box is usually constructed at the centre of a cylinder cover. The
branch t at the upper end of the cylinder H, by which steam is by turns to be
admitted into and withdrawn from that upper end, must have as much width
in its horizontal direction as will compensate for any obstruction to the
passage of the steam which may be occasioned by one of the piston rods, and
the depression 5, 5, below the under surface of the cylinder cover a, a, being
opposite to the said passage. "And whereas two piston rods (and even four
piston rods) have been used in steam engines having fixed cylinders, this part
of our improvements is confined to engines which are denominate oscillating
or vibrating engines, because the cylinders are suspended so as to oscillate or
vibrate, as already explained;-and the piston rods of such engines-are jointed
to the crank pin; but according to this part of our improvements, with two
piston rods, and a cross head united to them both, it is a projection of that
cross head downwards into the space between the two piston rods, which is so
jointed to the crank pin.
And another part of our said improvements in steam engines is, fourthly, an
improvement in vibrating or oscillating engines by the application of water (in
the manner now about to be described) for the purpose of preventing leakage of

page_text: air into the stuffing box or turning joint, by which one of the hollow trunnion
whereon the cylinder is suspended is connected with the eduction pipe which
conveys the steam away from that hollow trunnion to the condenser; for the
said hollow trunnion turns partly round in its bearings backwards and forwards
alternately in consequence of the oscillating or vibrating motion of the cylinder
but the eduction pipe is motionless, and therefore the junction between the said
moving hollow trunnion and the motionless eduction pipe must be made by a
turning joint or stuffing box, containing packing confined in the stuffing box, sc
as to make a tight fitting. The usual mode of constructing the said parts is
explained by a vertical section, Figure 4, Sheet III., which is similar to a
small portion of the section in Figure 1, wherein one of the hollow trunnions d
and its bearing e is represented; but Figure 4 is drawn on a much larger
scale, and includes this fourth part of our improvements. H, H, Figure 4, is
a portion of the cylinder; d, d, one of its hollow trunnions; e, e, the bearing
in which that trunnion is mounted; and L is part of the fixed framing; r is
the passage in the belt around the cylinder, which passage r is part of the
eduction passage for conveying steam away from the sliding valve; G is a
portion of the condenser; and i, i, is the fixed eduction pipe, fastened by a
flange joint to the condenser G; and the eduction pipe i, i, enters into the
hollow trunnion d, d, within a stuffing or packing of hemp, flax, or cotton,
which is inserted into the interior of the hollow trunnion d, d, around the
exterior of the fixed eduction pipe i, i. The hollow trunnion d, d, is constructed
in the manner of a stuffing box for the reception of such packing, with a gland
or ring W, W, fitted into the hollow, for the purpose of retaining and com-
pressing the packing, the said gland W, W, being forced into the hollow by
nuts upon screws a, a, which are fastened into the projecting flange at the end
of the hollow trunnion d, d, and reach out from that flange; and thus far is
the same as in common use in oscillating or vibrating engines, and as is repre-
sented in Figure 1, and contains no part of our improvements. But we apply a
ring 12, 12, Figure 4, within the hollow trunnion d, d, in the space around the
eduction pipe i, i, along with and in the place of part of the usual packing;.
that is to say, a portion of packing is first inserted at w, w, and then the said
ring 12, 12, is inserted, and then more packing is inserted at y, y, so as to fill
up all the space, and then the gland W is inserted and forced inwards by the
nuts of its screws x, x, so as to retain and compress both portions of the pack-
ing into the intended places between the interior of the hollow.trunnion d, d,
and the exterior of the eduction pipe i, i. The ring 12, 12, is hollowed with a
groove all-round its interior circumference, which applies to the exterior..
circumference of the eduction pipe i, i, and there is a small passage 13, 13, (see.

page_text: also Figure 5) formed in the metal of the eduction pipe.at the uppermost part
thereof, for conveying à constant supply of water into the said groove within
the ring 12, 12, the water being introduced into the said passage 13, 13, from
a small pipe 14, which may connect with the injection pipe, so as to furnish
cold water freely to the said groove within the ring 12, 12; or the said pipe 14
may pass through the side of the ship or vessel if more convenient. The
water so supplied will tend to keep the packing in order at y, y, and w, w,.and
in case the said packing should, be loose, the water which is so supplied will be
drawn into the stuffing box, in consequence of the pressure occasioned by the
exhaustion within the condenser G and eduction pipe i, i, and the atmospheric
air, which, without the said supply of water would be drawn into the condenser;
will not gain admittance. The. quantity of water which will be so: drawn in
will be very small,-even although the packing should become so loose as: would
(without the application of water) admit a great quantity of air into the.con-
denser, and impair the vacuim therein; but the water which may enter being
cold will do no harm. Figure 5 is a transverse. vertical section of the eduction
pipe taken at the line, z, z,Figure 4, to shew how the passage +13, 13, is
formed in the metal of that pipe at the uppermost part of the circumference of
the pipe. !
+
And another part of our said improvements is; fifthly, an improvement in steam
boilers, for the purpose of causing a complete circulation of the water therein, and
is applicable for steam boilers which (in order to be compact and light) are
required to be constructed with narrow water spaces between and around and
beneath the internal flues. In such cases,, the circulation of the water through
these narrow spaces cannot be so complete as is desirable, and as would be the
case with wider water..spaces, and in consequence of the water remaining
stationary, or not moving sufficiently. and circulating effectually through such
spaces, depositions and incrustations are liable to be formed therein.from the
water, to prevent which, we apply a small auxiliary boiler, whereof the safety
valves are loaded somewhat more than the safety valves of the larger and prin-
cipal boiler or boilers, and the steam in such small auxiliary boiler is kept up
to a pressure of six or eight pounds per square-inch-stronger than the steam
in the said larger and principal boiler; and such stronger' steam is conveyed
from the said small, auxiliary boiler by a small steam pipe or pipes, and thereby
introduced into the lowest parts of the several narrow water spaces, in order that
the, steam, in the act of forcing its way into and amongst the water contained in
those spaces, may cause so much motion and agitation of the said water as will
cause the same to partake of the general circulation and motion of the whole of
the water contained in the boiler or boilers, and thereby prevent the tendency to

page_text: form deposits and incrustations within the said narrow water spaces. The steam
produced in such an auxiliary boiler, and so introduced into the lowest parts of
the said spaces in the larger and principal boiler or boilers, will rise up through
the water in those spaces, and mix itself with the steam produced in the said
larger and principal boiler or boilers, so as to constitute part of the supply of
steam for working the engine or engines, and on board steam vessels, the steam
in such small auxiliary boiler being of a stronger pressure, will be suitable for
working a small steam engine, such as is now commonly used for supplying
the boilers with water at times when the principal engines are not at work, but
when it is nevertheless desirable to pump water into the boilers. The said small
steam pipe or pipes from the said auxiliary boiler may proceed along the lower
parts of the larger and principal boiler or boilers, and join thereto with branches
entering as aforesaid into the lowest parts of the several narrow water spaces,
and there may be stop-cocks on such branches (or some of them), to admit the
steam into some of such spaces and stop it from others, or to regulate it, as
may be found most suitable for preventing depositions and incrustations from
the water within such spaces; and such branches (or some of them) may be
continued withinside of the larger and principal boiler or boilers along the
lowest parts of the narrow water spaces therein, and have holes perforated
in such branches for the emission of the steam into the water in the said
spaces, so as to effect a general distribution of the said steam in such water.
And another part of our said improvements is, sixthly, an improvement in the
form of the paddles of paddle wheels for propelling steam ships or vessels, in
order to remedy or diminish a defect in the action of the paddle wheels most
commonly used, videlicet, those wheels whereof the paddles or paddle boards
are fastened to the radial arms of the paddle wheels, and are commonly called
radial paddles. In such wheels, the exterior edges of the paddles being much
farther from the centre of motion than the interior edges of the same paddles,
and describing a larger scale in revolving, those exterior edges must move
much quicker when they are acting in the water than the interior edges of
the same paddles can move, and in consequence the said exterior edges act
with greater rapidity in the water than is desirable for the intended propelling
of the vessel, whilst the interior edges of the same paddles do not act with so
much rapidity in the water as it is desirable that they should act for the said
intended propelling. The said difference of rapidity of motion of the exterior
and interior edges is a condition necessarily, attendant upon radial paddles, or
paddles which are fastened to the radial arms of the wheel; and this sixth part
of our improvement is to obviate or diminish the difference of propelling action
that is exerted by the exterior edges and by the interior edges of the paddles

page_text: notwithstanding the difference in their rapidity of motion. For this purpose,
the paddles are to be so formed that at their exterior edges the length-
way of those edges horizontally will be at an oblique angle or angles with the
horizontal axis of the paddle wheel, but at the interior edges of the same
paddles the lengthway of those edges horizontally will be parallel to the said
horizontal axis of the paddle wheel. The action of the said paddles at their
interior edges will be to meet the water at right angles to the lengthway of
those interior edges, but the action at the exterior edges will be to meet the
water somewhat obliquely to a right angle with the lengthway of those exterior
edges; and in consequence of such obliquity of action, the effect of the rapidity
wherewith the said exterior edges are moving will be somewhat modified as to
the result of propelling the vessel, in order that the propelling action of the
rapidly moving exterior edges may, in consequence of the obliquity thereof,
concur with the propelling action of the interior edges, which are at the same
time acting with a less rapid motion, but in a direction at right angles to the
lengthway of those edges; wherefore the obliquity of action of those parts of
the paddles which are further from the centre of the wheel, (and are therefore
moving with a greater rapidity), and the direct action of those parts of the same
paddles which are nearer to the said centre, (and are therefore moving with less
rapidity,) causes the resulting action of both such parts for propelling the vessel,
to come nearer to uniformity than is the case in ordinary radial paddles. The
form which should be given to the paddles for producing the aforesaid effects
may be varied.
The most convenient mode will be to make the paddles
of iron plate, which may by hammering be wrought into the curved shape
which is required; because, as the inner edge of such paddle is to have its
lengthway horizontal and parallel to the axis of the wheel, whilst the exterior
edge of the same paddle is to have its lengthway horizontal, and somewhat
oblique to the same axis, it follows, that the paddle cannot be a flat plane or
surface, such as the paddle boards of ordinary paddles; but the surface which
the paddle will present to the water will be twisted, which may be easily done
in iron plate. For instance, suppose the paddle wheel to be constructed with
three sets of arms and rings fastened upon the horizontal axis of the paddle
wheel, as is usual in large steamers, then the inner edge of each of the iron
plate paddles, according to this part of our improvements, will apply to all
three sets of arms in the usual manner, because the said inner edge is to be
straight in its lengthway and horizontal and parallel to the axis of the wheel,
as is the case with common radial paddles. But as to the exterior edge of the
same paddle, it is, although horizontal in its lengthway, to be oblique to the axis
of the wheel. Wherefore one end of the said exterior edge, for instance, that end

page_text: thereof which is nearest to. the side of the vessel, must precede or be advanced
in the direction in which the wheel revolves, so that in moving in the water it
will be more forward therein than the same end of the inner edge will at the
same time be; but the middle part of the length of the said exterior edge will
bė neither more nor less-forward in the direction in which the wheel revolves
than the middle part of the length of the intérior edge will 'at the same time
be, and the other end of the said exterior edge, which is farthest from the side
of the vessel, must be backwards in the direction in which the wheel revolves,
so that in moving in the water it will be less forward therein than the same
end of the inner edge will at the same time be; and the three sets of arms of
the paddle wheel which are to sustain the said inner and exterior edges of the
paddles must be formed to suit the above conditions: The 'middlemost set of
arms, which will sustain the paddles at the middle of their lengths, will be just
as usual'in ordinary radial paddle wheels, with the arms radial, that is to say,
with their foremost edges; against which the middles of the lengths of the
paddles are to be applied and fastened, pointing to the c centre of the axis of the
wheel; and the other two sets of arms will be exactly the same; or radial, as
far out from the centre as the places where the inner edges of the paddles are
to apply to, and be fastened against those arms, but the continuation of the said
arms beyond those places, and further out from the centre, must be bended to
an angle with the radial lines from the centre of the wheel. The direction of
such bending: being contrary in the two sets of arms; viz, in that set of arms
which are nearest to the side of the vessel, the extremities of those arms
(which extremities are to sustain the exterior edges of the paddles) will by
the said bending precede or be advanced before the said rádial lines of the
inner portions of the same arms, that is to say, precede in the direction
in which the vessel is to revolve; but in the other set of arms, which are
farthest from the side of the vessel, the extremities of those arms (which
extremities are to sustain the exterior edges of the paddles) will by the said
bending be backwards, or following after the said radial lines of the inner
portions of the same arms, that is to say, follow in the direction in which the
wheel is to revolve. The angle of the said bendings of the arms must depend
upon circumstances, but in genéral the said extremities of the bended arms
may precede or follow as much before or after the radial line of the same
arm as about one-third of the breadth of the paddle, which is to be affixed to
the said arms. The iron plates are to be bended or twisted to suit the above
conditions, with easy curves, the nature of which may be understood by sup-
posing the flat plate, which is to be bended, to be set edgeway up vertically
with the lengthway of the plate, horizontal and uppermost. Then supposing

page_text: the said upper horizontal edge to be held fast between a pair of straight edge'
clamps, also supposing the middle part of the length of the lowermost edge to
be held fast in a clamp or vice; then, if one of the lowermost 'extreme' corners
of the plate is forced laterally in one direction from the original vertical plane
of the plate, and the other lowermost corner in a contrary direction, the 'dis-
tance of such deviation of each corner each way from the said vertical plane
being about one-third of the width or vertical height of the plate; then the
result will be an approximation towards the required twisted form, but which
must be dressed to bend with an easy curvature of twist. But all this is by
way of illustration for explanation of the form that is intended; but the paddles
may be made of two or more plates put together: As
Having now described our said improvements, I, the said John Blyth, for
myself and on behalf of the said Alfred Blyth and George Parker Hübbuck,'
do hereby declare that the new Invention, whereof the exclusive use is granted
to us by the Letters Patent 'herein-before recited, consists in the following
particulars des integr
Firstly, in the improvement, herein-before described in reference to Sheet I.,
Figure 1; 2, & 3 of the Drawings hereunto annexed, of combining the parts
of marine steam engines with the great levers over the condenser, cylinder,
and-air pump, with an inverted parallel motion for 'connecting the ends of those
levers with the piston rod, and with side rods jointed to those opposite ends of
the said great levers which are beneath the cranks, those side rods descending
at each side of the connecting rod to the cross tail, upon which the lower ends
of the said two side rods and connecting rod are all three jointed, and which
cross tail is guided in its up and down motion by any suitable means. "And
note, no claim is made to the- placing of the great levers over the condenser,
cylinder, and air pump, and of an inverted parallel motion, except as part of
the aforesaid combination, which is new, and advantageous as a whole; and the
particular portion of that whole combination which is new is the two side rods
descending from the ends of the great levers at each side of the connecting rod
to the cross tail, upon which the lower ends of all three rods are jointed,' and
which cross tail is guided in its up and down motion, as aforesaid, the said
combination being particularly applicable to the purposes of steam navigation,
but is also applicable to other purposes for which steam engines' are or may be
used.
Secondly, in the improvement, herein-before described in reference to Sheet
II., of forming the disconnecting lever of the working gear with a hooked
curve, which will keep the excentric rod connected with the joint pin of the
working lever of that working gear, so as to prevent disconnecting by acci-

page_text: dent, but which will release of itself when motion is given by hand to the
disconnecting lever by its handle in the usual manner for disconnecting.
Thirdly, in the improvement, herein-before described in reference to Sheet
III., Figures 1, 2, and 3, of constructing vibrating or oscillating steam engines
with two piston rods instead of one, and two stuffing boxes for them in the
cylinder cover, and with a cross head fastened to the upper ends of those two
piston rods, having a middle part descending from the cross head in the space
between the two piston rods to the joint around the crank pin of the main
revolving crank, the cylinder cover having (if required) such a depression
at its central part between the two stuffing boxes as may be necessary for
allowing the said joint and part of the two cranks to descend into without
touching, also the piston and the cylinder bottom having such corresponding
depressions at their central parts as may be requisite to avoid touching by the
motion of the piston up and down within the cylinder. And note, no claim
is made to the use of two piston rods, as aforesaid, in any other description of
steam engines than those denominated vibrating or oscillating, because the
cylinder is mounted on trunnions sustained in fixed bearings so as to vibrate
or oscillate about a fixed central line or axis of motion, as herein-before
explained.
C
Fourthly, in the improvement, herein-before described in reference to Figure
4, in Sheet III., of supplying water to the packing of the stuffing box, whereby
the eduction pipe is united to one of the hollow trunnions of the cylinder in
such vibrating or oscillating engines as aforesaid, in order by such application
of water to prevent the entrance of air by leakage at such packing.
And note, the aforesaid second, third, and fourth articles of our improve-
ments, although particularly applicable to the purposes of steam navigation,
are also applicable to other purposes for which steam engines are or may
be used.
Fifthly, in the improvement, herein-before described, for preventing depo-
sitions and incrustations from the water contained in steam boilers which are
constructed with narrow water spaces between, around, and beneath the internal
flues of such boilers, by introducing currents of stronger steam from an auxiliary
boiler into the lowest parts of such narrow spaces, so as to give motion to and
agitate the water therein contained, and cause that water to participate in the
general circulation of the whole of the water contained in the boiler or boilers,
as herein-before described.
And note, this fifth article of our improvements, although particularly appli-
cable to the purposes of steam navigation, is also applicable to other purposes
for which steam boilers are or may be used.