CERTAIN IMPROVEMENTS OF LOCOMOTIVE ENGINES, AND THE APPARATUS CONNECTED THEREWITH
Year: 1827

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, GOLDSWORTHY
GURNEY, of Argyle Street, Hanover Square, in the County of Middlesex,
Surgeon, send greeting.
WHEREAS His present most Excellent Majesty King George the Fourth
did, by His Letters Patent under the Great Seal of Great Britain, bearing
date at Westminster, the Eleventh day of October, One thousand eight
hundred and twenty-seven, in the eighth year of His reign, give and grant
unto me, the said Goldsworthy Gurney, His especial licence that I, the
said Goldsworthy Gurney, my executors, administrators, and assigns, and
such others as I, the said Goldsworthy Gurney, my exors, admors, and
assigns, should at any time agree with, and no others, from time to timé
and at all times during the term of years therein mentioned, should and
lawfully might make, use, exercise, and vend, within England, Wales, and
the Town of Berwick-upon-Tweed, my Invention of "CERTAIN IMPROVEMENTS
OF LOCOMOTIVE ENGINES, AND THE APPARATUS CONNECTED THEREWITH;" in which
said Letters Patent there is contained a proviso that I, the said Goldsworthy
Gurney, shall cause a particular description of the nature of my said
Invention, and in what manner the same is to be perforined, to be inrolled
in His said Majesty's High Court of Chancery within six calendar months
next and immediately after the date of the said in part recited Letters Patent,
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
Goldsworthy Gurney, do hereby describe the nature of my said Invention,
and in what manner the same is to be performed and carried into effect
(reference being had to the Drawing annexed), that is to say :-

page_text: My Improvements in Locomotive Engines, and the Apparatus connected
therewith, consist in a certain arraugement and modification of the various
essential parts of locomotive high-pressure steam engines, whereby such parts
are adapted to each other, and combined together in a suitable manner for
coaches or travelling carriages,so as to impel the same forward upon common
roads and highways without the aid of horses, and with a sufficient speed for
the conveyance of passengers and goods. And whereas it is by virtue
of particular combinatious of all the essential parts of locomotive engines,
and of certain apparatus connected therewith, and by the adaption thereof
one to another, that I have been enabled, after long study and repeated
trials, at great expence, to produce a locomotive engine, applied in a stage
coach, which is capable of advancing itself in an efficient manner along
a common road when loaded with passengers; hence my chief claim to
improvement consists in the totality of that particular combination of parts
one with another which constitutes the locomotive engine or steam coach
which is herein-after described by the aid of the Two Sheets of Drawings here-
unto annexed; and by such description competent mechanicians may construct
and execute locomotive engines for steam coaches after that manner which I
have found to perform properly for carrying passengers on common roads.
The previous attempts by other persons to attain that object have proved
unsuccessful for want of knowing how to combine the parts of locomotive
engines with each other and with the apparatus of travelling coaches in
a. suitable manner for the purpose; but I have succeeded in finding out the
particular means necessary to be used for attaining the desired, result.
And after having described the said steam coach, with its locomotive engines,
I shall point out those particulars in the total combination to which I make
no claim, except when used in that total combination,which is my chief claim;
and I also shall point out other particulars which I do claim as specific
improvements.
1
.

page_text: principal weight, and two small wheels Z, Z, called the two pilot wheels, are
added to the front end of the pole Y in place of the wheel horses. By these
pilot wheels the coachman guides the coach in its progress along the road.
The coach is advanced forward along the road by mechanical power exerted
by high-pressure steam, which is generated in the boiler C, C, situated at the
back part of the body of the coach. The steam acts against two moveable
pistons contained within two steam cylinders E and F, which are fixed to the
framework beneath the body of the coach in a horizontal position; and the
said pistonsact in concert (by the intervention of suitable connecting rods and
cranks) to turn round the hinder wheels Q, Q, in order to propel the coach
forwards upon the road. There is another smaller steam cylinder H, wherein
the high-pressure steam also acts to impel a moveable piston, which by
suitable intervening machinery is made to turn a revolving fanner D with a
great velocity, in order to blow a continual current of air into the furnace B
within the boiler C, and thus maintain a vivid fire therein without a necessity
for a tall chimney. The piston of the small cylinder H also works the feeding
pump S, by which the boiler is kept supplied with water so as to replenish
the continual waste by evaporation into steam.
Figure 1, of the Drawing Sheet 1, is a horizontal plan of the machinery,
and Figure 2 is a vertical section of the steam coach. In Figure 1 the body
of the coach and the boiler are supposed to be removed, in order to expose the
machinery beneath.
Figure 3, in Sheet 2, is another horizontal plan, shewing the boiler and
the various pipes which are at the bottom part of the body of the coach.
Figure 4 is an elevation of the hinder end of the coach, and Figures 5
and 6 are a plan and section of the small steam cylinder H and the feeding
pump S, drawn to a larger scale. The framework of the coach consists of
three longitudinal perches U, U, U, placed parallel to each other, and extending
all the length of the coach; the two steam cylinders E aud Fare fixed
horizontally between them. There are also two other longitudinal pieces X, X,
disposed close to the hinder. wheels Q, Q. All the five longitudinal pieces are
firmly united together by transverse rails V, V, so as to form a frame
X, X, U,U, U, V, V, the hinder end of which is sustained horizontally by the
main axis P of the hinder wheels Q, Q, and the fore end is sustained by the
under carriage belonging to the fore wheels R, R. The hinder end of the
ple Y extends beneath the middle perch U, and is attached thereto by the
perch boltg, around which the pole and the whole of the under carriage can
be turned as a centre of motion, in order to give the fore wheels R, R, any
direction that the coach is required to follow in advancing along the road.

page_text: The axletree of the fore wheels R, R, bears the pole Y by means of horizontal
under springs L, L, which are fastened crossways by their middles to the
under side of the pole Y, and their extremities are suspended from two other
short springs W, W, which are fastened crossways by their middles upon the
axletree of the front wheels R, R. These four springs act in concert to
sustain the weight of the front part of the coach, and by their elasticity
they yield and ease the jolts which the fore wheels receive in passing
over a rough road. The front end of the pole Y rises up in a curve,
and is sustained by the axletree 2 of the pilot wheels Z, Z. This
axletree is firmly fixed by its middle to the lower end of an upright
axis 3, which passes through a bar of iron fixed horizontally beneath the curved
part of the pole Y and also through a socket in the pole itself, and to the
upper end of the axis 3 the liver p is fixed, which extends backwards within
reach of the coachman, with a handle at the end. Whenever the coach is in
motion the coachman holds the handle at the end of the lever p in his left
hand, and he guides the coach to direct its course along the road by turning the
lever p to one side or the other, for the axletree? of the pilot wheels turning
at the same time, the direction of the planes of those wheels is altered, and
then they take an oblique course upon the road, so as to run towards one side
or the other as they advance along the road, whereby they lead the pole Y,
together with the fore wheels R, R, to one side or the other, and thus conduct
the coach, which will always follow the course that the pilot wheels Z, Z, and
the fore wheels R, R, have previously gone over. The perch bolt I, which
unites the under carriage to the middle perch U, is situated a little more forward
than the fore axletree, in order to lay such a portion of the weight of the fore
part of the coach upon the pilot wheels as is requisite to make them run
steadily upon the road, but without overloading them. The axletree 2 of the
pilot wheels has a continual tendency to keep at right angles to the pole Y, in
order that those wheels may in all cases conduct the coach straightforwards
upon the road, uuless the coachman forcibly turns them to one side or the
other by the handle of the lever p. For this purpose a spring is applied
beneath the pole Y at 43, in order to draw back a chain 46, which extends
forwards beneath the pole, and is divided into two branches. The extremities
of those branches are fastened to the axletree 2 of the pilot wheels at equal
distances from its vertical axis 3, so that the force with which the spring 43
draws the chain 46 is equally divided between the two branches, and is thereby
exerted upon the axletree 2 in such manner as will tend to retain it at right
angles t the pole Y; but whenever the coachman turns the lever p to one
.side or the other, in order to change the course of the coach, one of the brauches

page_text: of the chain becomes slack, as shewn in Figure 1, and the other branch extends
the spring 43, which then exerts all its force upon the axletree 2 at one side
of its vertical axis 3, and consequently that force acts in opposition to the hand
of the coachman all the time that the coach is turning about, and the force of
the spring tends to restore the axletree of the pilot wheels to a right angle with
the pole Y the instant that the coachman permits it to do so, and then those
wheels will advance the coach straightforwards on the road. The chain 46
passes between two guide pullies 40 situated beneath the pole Y, in order to
conduct it to the spring 43, which is a spiral spring coiled up into a box, and
mounted in a similar manner to the mainsprings of watches and clocks, except
that the chain does not wrap round the circumference of the box, but the end
of the chain 46 is joined to the end of a lever which projects outwards from
that circumference, so as to remove the action to a greater distance from
the centre of the spring. The lever and the chain make an acute anglè
with each other when the pilot wheels are directed straightforwards, and
thereby the spring draws the chain more forcibly than it does when the
pilot wheels are turned to either side, because as the chain is drawn the
lever of the spring approaches more and more towards a right angle with
the chain, as is shewn in Figure 1, and consequently draws the chain
with less force. The body of the coach resembles that of ordinary stage
coaches, which are adapted to carry four or six passengers inside. The
front boot is reserved for baggage, and the coachman's seat is fixed upon
that boot, with room for one passenger by his side. Three other seats are
provided for outside passengers in the usual manner of stage coaches, and a
seat 48 is fixed behind the framing for the engineman, who also officiates as
guard to the coach. The boiler C of the engines occupies the place of the
hinder boot beneath the two hinder seats for outside passengers. The weight
of the boiler being thus placed immediately over the axis of the hinder wheels
Q, Q, (to which the power of the engine is applied) the circumferences of
those wheels will adhere sufficiently to the ground to cause the coach to
advance forwards upon a common road when the wheels are turned round.
The weight of the body of the coach is sustained in front by iron branches
fixed to the perches U, U of the framing, and the hinder part rests upon two
strong springs, O, which are fixed by their middles upon the longitudinal
pieces X, X, of the framing immediately over the axis P of the hinder
wheels Q, Q. The extremities of these two springs bear the weight of the
hinder part of the body, and nearly all the weight of the boiler. The fire-
place for the burning fuel is contained within the boiler C. The revolving
fanuer D to blow the fire is situated beneath the tore boot of the coach, and

page_text: the current of air which is caused by the motion of the fanner
passes through
a wind trunk e, e, which extends beneath the body of the coach, and the air is
thereby conveyed into the ash pit beneath the fireplace within the boiler.
The boiler C, C of the steam engine is an assemblage of small tubes combined
ogether upon the same principle and operating in the same manner as the
boiler and apparatus which is described as the second and fourth improvements
in my former Specification, dated the Twenty-first day of April One thousand
eight hundred and twenty-six, but the tubes of my present boiler are arranged
in a more simple form, and the parts are put together in a suitable manner for
locomotive engines for coaches. The small tubes of which the principal part
of the boiler is composed are made of wrought iron welded in the manner of
gun barrels or gas pipes; they are about one inch bore; about 30 (or other
suitable number) of these tubes are bended into loops of the form represented
at C, C, Figure 2, and are disposed side by side in parallel vertical planes, the
ends of all the tubes being joined lateraly to two larger tubes 4 and 5, which
are placed horizontally one above the other, and extend across all the width of
the boiler, so as to connect all the long curved tubes C, C together. The two
large tubes 4 and 5 are united togeth er by ten small upright tubes 77, which
together with the fire door, from the hinder end of the furnace. Two of the
long curved tubes which join to each extremity of each of the large tubes are
bended into narrow loops 10, 10 and 11, 11, which are disposed one within
the other in the same vertical plane in order to form the two sides of the fire-
place A; the assemblage of tubes C, C, C, 4, 5, 7, 10 and 11, constitutes a
sort of cage, the interior of which is the fireplace for the burning fuel. The
interior capacities of all the various tubes of which the boiler is composed
join together with free communication, so as to form an enclosed space capable
of containing water and steam, which is at liberty to pass and repass freely
throughout all the tubes, and distribute itself uniformly through every part of
that enclosed space. The fire is made with coke which is contained within
the cage of tubes, and rests upon the lower parts of the loops of the long
curved tubes C, C, which serve in lieu of the bars of a fire grate. l'he current
of fresh air which is blown by the fanner D through the mid trunk E, E into
the ash pit beneath the boiler passes up through the spaces between the
tubes C, C, and enters amongst the burning cokes to support their com-
bustion. The heat thus excited acts by the contact of the ignited
cokes against those parts of the tubes C upon which they rest, and the
metal of the tubes being thin, the heat communicates rapidly to the water
which is contained within those tubes, and converts a portion of that water
into steam.
The heat also acts by radiation against part of the surfaces

page_text: of all the tubes which from the cage for the fireplace. The combustion of
coke produced very little if any smoke, but only a small quantity of heated gas
and air, which ascends through the spaces between the upper parts of the
tubes C, C, and passes away to the chimney 62, which is erected at the back
part of the boiler. The tubes which form the boiler are filled with water to
the level of the centre of the upper tube 4, and the steam which is generated
within all the small tubes C ascends through them in bubbles, which collect
together in the upper half of the large tube 4; but as those bubbles of steam
carry up some water intermixed with them like froth,it is necessary to separate
that water from the steam before it is conveyed to the engine. A great part
of the water which is thus carried up into the upper tube 4 runs down through
the vertical tube 77 into the lower tube 5, and returns immediately into the
lower ends of the curved tubes C, C; but to render this effect more complete,
two separating vessels are added to the boiler in the manner described in the
fourth article of my atoresaid Specification,dated the Twenty-first day of April,
One thousand eight hundred and twenty-six. The separators 12,12, are large
tubes of iron plate, of the same dimensions as the horizontal tubes 4 and 5,
but placed vertically; they are situated near to each end of the horizontal
tubes 4 and 5, immediately behind the same. The separators communicate
near the middle of their heighth, by elbow branches 14, with the upper tube 4
of the boiler, in order to receive the steam and the water which is intermixed
with it. That water separates from the steam by its own weight, and falls to
the bottom of the separators, from whence it returns into the lower tube 5 of
the boiler through the elbow branches 15, which join the bottoms of the
separators to that lower tube. By this arrangement, although much water
may be mixed with the steam which is produced within the small curved
tubes C, C, so as to pass at the upper ends of those tubes in drops along with
the steam into the upper tube 4, and thence by the branches 14 into the
separators, nevertheless all that water will be restored to the lower part of the
boiler, so as to enter again into the lower ends of the tubes C, C. A continual
circulation of all the water that is contained in the boiler is thus produced,
and the small tubes C, C, cau never fail to be fully supplied with water from
the lower ends, however fast it may be carried out at the upper ends by the.
rapidity of the ebulition. The steam which rises to the top of the separators
is conveyed away to the steam cylinders E and F by the steam pipes A, which
proceed, as shewn in Figures 2, 3, and 4, from the upper end of each separator
and enter into the chimney 62, where they join together into one pipe, which
passes down the chimney and over the top of the boiler, then down behind the
same,and along within the wind trunk e,e, beneath the body of the coach into

page_text: the fore boot, where the steam pipe rises up again and extends near to the
coachman's seat, and there the throttle cock z is applied in the pipe to stop or
regulate the passage of the steam through it at pleasure. The coachman
always holds the handle or lever of this cock in his right hand, whilst lie holds
thehandle of the lever p in his left hand, and byraisingthehandle he can open the
throttle cock z, or by depressing it he can close the cock, in order to regulate
the passage of steam from the boiler to the cylinders E and F.. The safety
valve 28 is situated upon the steam pipe A, near to where it joins to the
separators. The valve is kept closed by the force of a spring, which is
applied by means of a steelyard lever, so as to confine the steam sufficiently to
work the engine; but if the elasticity of the steam becomes too great it will
overcome the force of the spring and open the valve to allow the super-
abundant steam to escape through a branch pipe into the upper part of the
chimney 62. The water which is forced into the boiler by the feeding pump S
to supply the place of the water which is evaporated from the boiler in steam
is conducted from the feeding pump S by the pipe 8, 8, which passes along
the bottom of the wind trunk e, e, beneath the body of the coach, and then
rises
up at the end of the boiler to the top thereof, when the pipe 8 is bent
into a coil, as shewn in Figure 3, so as to cover over all the upper part of the
curved tubes C, C, in order that the heat from the fire which passes up
through the interstices between the tubes C, C, may heat the coiled pipe 8
and the water which is forced through it. The pipe 8 continues from the
central part
of the coil, and joins to the upper tube 4 of the boiler, in order to
deliver the water into the same; but during its passage through the coiled
part of the pipe 8 (which is kept very hot) the water becomes so much heated
as to convert a portion of it into steam, which passes along with the water into
the tube 4. To know when the boiler contains a proper quantity of water,
two small gage cocks are fixed in the separators near to the proper level for
the water, and on opening these cocks one of them ought to give out water
and the other steam. The external casing for the boiler is made of thin iron
plates attached to the small curved tubes 10, 11, 8, and 7, which form the
exterior of the cage of tubes, and to protect the plates from the heat their
interior surfaces are lined with tire clay, applied in the spaces between the
tubes,and the clay is kept firm by interweaving small bands of iron and strong
wire between the tubes before the clay is applied in its soft state. The ten
vertical tubes 77 leave an open space between them in the middle of the
breadth of the boiler for the fire door through which the fuel is introduced. See
Figure 4. The ash pit 15 beneath the boiler is a close shallow chamber
which receives the current of air blown by the fanner D through the

page_text: The
trunk e, e, distributes that air beneath every part of the fire, so as to supply
every part every part equally. The bottom of the ash pit 15 is a large
flat plate of iron fixed at a small distance beneath the lower parts of the
tubes C, C, which serve instead of bars to sustain the fire. The edges of this
bottom plate were turned up like the sides of a tray, and are closely joined to
the plates which from the exterior case of the boiler. The hinder end of the
ash pit is a trap door which closes the space between the bottom plate 15 and
the under side of the large tube 5 to confine the air to pass upwards into the
fire. The trap door can be turned down upon hinges to draw out the ashes
which drop down between the tubes from the furnace and accumulate in the
ash pit beneath the same. The boiler is fixed behind the body of the coach
by means of two longitudinal bars of iron 24, which extend backwards beneath
the boiler in prolongation of the bottom rails of the body of the coach, to
which the bars 24 are firmly fastened, and their hinder ends turn up with
branches which are adapted to lodge the two extremities of the large tube 5
at the bottom of the boiler. The weight of the cage of curved tubes C, C, is
borne upon a bar 25, which extends across beneath the tubes C, C, from one
of the bars 24 to the other; hence those bars sustain all the weight of the
boiler. They are situated at the two sides of the ash pit 15, and they join
to the edges of the bottom plate thereof where they are turned up.
bars 24 rest upon two horizontal cross bars, which extend across beneath
the bottom of the ash pit between the two longitudinal wooden rails which
rest upon the hinder springs O, O. These cross bars also sustain the bottom
plate of the ash pit. The junctions of the ends of the small tubes C, C,
with the sides of the large tubes 4 and 5, are made by means of hexagonal
nuts applied upon screws, which are formed at the extremities of all the small
tubes by tapping them with spiral threads. Upon each of those screws a hex-
agonal nut is applied, and it is screwed up a small distance along the screw
to leave the end thereof projecting through the nut. A washer or collet (which
is concave) is also slipped along the end of the screw after the nut, its con-
cave side being towards the end of the screw, which when thus prepared is
inserted into a hole in the side of the large tube, and then another hexagonal
nut is screwed upon the extreme end of the small tube withinside of the large
tube, in order to retain the end of the tube from withdrawing through the hole.
A soft packing, consisting of fibres of asbestos smeared with white lead, is
wound about the small tube, close to where it enters into the side of the large
tube. This packing makes n close and fire-proof joint when it is forcibly com-
pressed around the screw, and between the outside of the large tube and the
concavity of the washer, which is done by screwing the outside hexagonal nut

page_text: hard up against the washer. The large tubes 4 and 5 ot the boiler are each
made of a single plate rolled up, and the edges rivited together. The plate is
turned up at each end of the tube to form projecting flanges, by which the end
covers are bolted on, as shewn in Figure 3 and 4. These covers are exposed
at the outsides of the boiler, and can be removed to clean out the interior of
the great tubes, or to get at the internal nuts, which retain the ends of the
small tubes. The separators 12 are constructed in the same manner as the
tubes 4 and. 5, but are fortified by fitting hoops of iron on the outside. Note,
the interior surfaces of all the tubes of which the boiler is composed may
be cleaned out from time to time by means of a chemical solvent, in the
manner described as the sixth improvement in my aforesaid Specification,
dated the Twenty-first April, One thousand eight hundred and twenty-six.
.The tanner D is constructed in the same manner as those commonly used in
winnowing machines for cleaning corn, with five wings radiating from the
central axis, which is placed vertically. The fauner is enclosed within a box
suitably formed at the lower part of the fore boot; thewings of the fanner move
very close to the horizontal surfaces which form the top and bottom of that box.
There is a large circular opening through the bottom around the axis to admit
the air to enter freely, and one side of the box is open to the wind trunk e, e,
which extends beneath the body of the coach to convey the current of air to the
furnace. The fanner D isturned round with great rapidity by the power exerted
by the piston of the small cylinder H, which is fixed upon the framing U, U
beneath the fore boot, and its piston rod is adapted to turn a crank formed
upou a vertical axis, which also carries a fly wheel, to regulate the motion, and
a large pulley 20 to receive an endless band, which turns the fanner by a small
pulley fixed at the lower end of the axis of the fanner. The air which gets
between the wings of the fanner is wheeled round within the box by their
rapid circular motion, whereby that air requires a centrifugal force which
causes it to pass away in a continual current to the furnace through the
wind trunk e, e, that being the only opening by which it can escape from
the sides of the box. The air thus driven out of the box is replaced by
fresh air, which passes up into the box through the opening at the bottom
around the axis of the fanner, and by entering between the revolving
wings thereof it is in turn put in motion, and flies off through the wind
trunk e, e, so as to blow a perpetual current of air into the ash pit,which enters
up through the grate into the furnace to support the combustion of the
burning cokes. By turning the fanner quicker or slower the rapidity of that
combustion cau be regulated in order to adapt the production of steam from
the boiler suitably to the force and rapidity of motion which that steam is

page_text: required to give to the pistons in the cylinders E and F, in order to impel the
coach properly in every different state of the road along which it is to travel.
The feeding pump S which supplies the boiler with water through the pipe
8, 8, is a plunger forcing pump, the plunger of which is attached to the
extremity of the piston rod of the small cylinder H, consequently when that
piston is made to work quicker or slower in order to turn the fanner with
more or less rapidity, the supply of water to the boiler will be the greater or
less in the same degree as the evaporation into steam is increased or
diminished by the greater or lesser activity of combustion. The motion of
the piston in the small cylinder H is regulated by means of a throttle
cock 2 in the small steain pipe 53, which conveys the steam from the
boiler C to the small cylinder H. This throttle cock is situate at the hinder
part of the coach, where it is with reach of the engineman or guard, who sits
behind the coach at 48, in order to attend to the fire and the boiler. The
small steam pipe 53 stands withinside one of the separators, and is open at the
upper end to receive the steam; the pipe passes through the bottom of that
separator, and the throttle cock 52 is place beneath. The pipe then turns
horizontally with an elbow turn to pass within the ash pit and along the wind
trunk e, e, then passes by the side of the fanner D. to the front of the fore boot,
where it turns backwards and downwards to pass around the rim of the fly
wheel 26, and finally joins to the small cylinder H beneath the fore boot. By
opening or closing the throttle cock 52 the engineman give more or less
steam to the cylinder H in order to work its piston, and consequently the
fanner and the feeding pump S quicker or slower. The pullies 20 and 21
which turn the fanner D have three or four grooves of different sizes to receive
the endless band, and give different rates of motion to the fanner in respect to
that of the plunger of the pump S, as may be found necessary, in order that
the fanner may blow as much air as is requisite to produce such an intensity
of combustion as will cause the boiler to evaporate all the water that the
supplies in the same time. With a view to attain the same regulation more
completely, a small cock and pipe 54, Figure 2, is applied to the pump S, to
communicate between the interior of the barrel thereof and the water
tank T, from which the water is drawn into the pump. When this cock is
opened it allows a portion of the water which is drawn into the barrel by
suction to escape and return again into the tank instead of being forced
through the pipe 8 into the boiler; hence this cock when open has the same
effect as if the suction valve were leaky, by opening the cock 54 more or less,
30 as to allow a considerable of the water to return, and at the same time by
opening the throttle cock 52 to give more steam to the cylinder H.. The fanner
pump

page_text: may occasionally be driven more rapidly than usual in order to blow up the
fire very suddenly without encreasing the supply of water to the boiler in the
same degree. A regulator valve (not seen in the Drawings) is fixed across the
wind trunk e, e, to intercept the passage of the air from the fanner to the
furnace. It is a thin plate, mounted upon a horizontal axis, which passes
across the centre of it, and the plate can be turned about by a handle at the
outside, so as to place the plane of the plate horizontally, and then it will make
scarcely any obstruction to the passage of the air through the wind trunk,orif
the plate is turned vertically it will present its flat surface to the air, and close the
passage entirely. By setting this regulator more or less obliquely the current of
air blown by the fanner D can be suppressed or moderated whilst the fanner D
and the feeding pump S are worked by the piston of the smally cylinder Hata
very quick speed whenever it is required to supply a great quantity of the water to
the boiler without making an equivalent intensity of the fire. The steam pipe a
descends from the throttle cock z, as shewn in Figure 2, and turns back along
the inside of the fore boot, through the bottom of which it descends, and then
divides into two branches, as shéwn in Figure 3, to communicate with the two
cylinders E and F; the steam passes through two small sluice valves which are
contained in the boxes d, d. They open or shut by sliding horizontally and
admit the steam into the steam boxes b, b, which are situated over the middle
of each cylinder E and F, and contain box sliding valves of the ordinary con-
struction, which slide horizontally upon the bottoms of the boxes b, b, over the
apertures of three passages which open in each of those bottoms, in order by
that motion that the valves may open and shut these passages in a suitable
manner to effect the alternate distribution of the steam (which proceeds from
the boiler into either end of each cylinder, and thus impel their pistons
therein; and the same sliding valves also open the eduction passages, which
allow the waste steam from the cylinders to escape into the open air after it
has performed the office of impelling the pistons. The steam thus discharged
from the cylinders passes through the eduction pipe g, g, which is common to
both cylinders, and passes through the middle perch U to convey the steam
into the horizontal waste tank I, which is contained within the water tank T,
in order that the waste steam may communicate some of its heat to the water
in that tank previous to its being pumped into the boiler by the feeding
pump S.
From the hinder extremity of the water tank I the waste steam
ascends by an upright tube 30 into the bottom of a large flat box 29, which is
placed vertically across the coach between the end of the boiler and the body
of the coach, and which serves to prevent the heat of the boiler passing through
to the inside of the coach as well as to convey the waste steam which passes

page_text: out of the top of the box 29 by a horizontal trunk or flat tube 55, which
extends over the top of the boiler C, and conducts the waste steam into the
chimney 62, where it mixes with the heated air and gas proceeding from the
fire, and is thereby rendered almost entirely invisible as it escapes from the
top of the chimney into the open air. The waste trunk I being of a large
capacity the waste steam dilates itself therein immediately that it is discharged
from the cylinders, and becomes so feeble as to make but little noise, and that
noise is entirely suppressed by the contact of the water in the tank around the
waste trunk I. The water tank I is made of iron plate or of wood, and sus-
pended beneath the cylinders E and F by iron bands attached to the perches
U, U, of the frame. The feeding pump S draws water from the water from
the water tank T by its suction pipe 32, whereof the extremity opens at the
bottom of the tank near to the middle of the length thereof, in order that the
pump may be able to draw the last of the water, whatever the position of
the coach may be. The water tank T contains a sufficient quantity of water
to supply the evaporation from the boiler during the time that the coach
travels one stage, and the coach must stop at appointed stations to refill the tank
with water, as well as to throw a fresh supply of fuel into the furnace. The
steam cylinders E and F are constructed in the usual manner of high-pressure
engines, with moveable pistons filled very correctly with their interiors and
packed round their circumferences with hemp in the usual manner, or else with
any suitable metalic packings, as is practised in small high-pressure engines.
The two ends of each cylinder are closed by covers, the centre of one of which is
perforated for the stuffing box for the piston rod n to pass through. Along
the top of each cylinder a passage e, f, extends all its length to communicate
between each end of the cylinder and the sliding valve at the bottom of the
steam box b. The sliding valve resembles a small drawer or box placed with
the bottom upwards, its edges being accurately fitted to the bottom of the
steam box b. A small rod, which is attached to the sliding valve, passes
horizontally through a stuffing box in one end of the steam box, to give motion
the valve from the outside, and slide it backwards and forwards within the
box. The aperture of the two passages e and fopen in the bottom of the
box, and that of the eduction passage g opens between them. The orifices of
these three passages form three parallel slits, side by side, across the width of
the bottom of the box. The sliding valve extends over so much of the bottom
of the box as to cover all the three openings when it is at the middle of its
course, and then it edges close the two outside apertures of the passages e
and f, which go to the extremities of the cylinder; but if the valve is moved
either way in the box it will uncover one or other of the outside apertures,

page_text: so as to admit the steam to pass from the box 6 through e orf, to one end of
the cylinder or the other, in order to impel the piston from that end of the
cylinder towards the other. At the same time the hollow beneath the valve
makes a communication between the other of the outside apertures and that
of the eduction passage, which is the middle one, and this allows the steam to
escape (and pass into the open air) from that end of the cylinder towards
which the piston is to be impelled. The chief motion of the sliding valve
takes place when the piston arrives near to the termination of its course, so
that the two passages e and f may be closed a little before the piston reaches
that termination, and then opened again in the opposite direction as quickly
as possible, in order that the steam which has already impelled, the piston
through all the length of the stroke may be allowed to escape into the open
air, and leave the cylinder empty, in preparation for the return of the piston
at the very commencement of that return. Hence the motion of the sliding
valve must precede the return of the piston, and is in the same direction that
the piston will move in returning. The two steam cylinders E and F are
placed horizontally within the spaces between the three longitudinal perches
U,U, U, and each cylinder is firmly fixed to the wood by four bolts. The
piston rods n, n, of the pistons carry rollers at their extreme ends, which run
between horizontal guide bars K, to retain the end of the piston rods t move
in straight lines. The guides K are fastened to the covers of the cylinders, and
are sustained by iron braces extended across between the perches. The ends
of the piston rods n, n, are jointed to the connecting rods M, M, by the same
pins which pass through the centre of the guide rollers, and the opposite ends
of connecting rods M, M, are jointed to the pins of the cranks. N, N, which
are formed in the axis P of the hinder wheels Q, Q. The connecting rods
M, M, are made each with two branches like forks, as is shewn in Figure 1,
in order that they may pass on each side of the ends of the guide rods K, K,
and the two branches of each forked rod unite into one at the end, where they
are jointed to the crank pin. The two cranks N, N, upon the axis of P,
are formed at right angles to each other, in order that one of the cranks
may be in
a favorable position to receive the force of its piston, when
the other is in an unfavourable position; for if one of the piston's is near
to the end of its course, and its crank is come nearly into. a line with
the connecting rod, then the other piston will be near to the middle of its
course, and its crank will be nearly at right angles to its connecting rod;
consequently, the force exerted by that piston will be applied in an efficacious
manner to turn the axis and the wheels Q, Q, round, whilst the other piston.
cannot act efficatiously. The sliding, valves within the steam boxes b, 6, are.

page_text: moved backwards and forwards at the proper intervals to distribute the steam,
so as to produce the alternate motion of the pistons in their cylinders by means
of two executric circles t, t, fixed upon the axis P; and the rings which
surround those circles are attached to two rods u, u, which extend towards
the ends of the cylinders, and there act upon levers s, s, fixed at the extreme
ends of short horizontal axes, which are mounted in brackets fixed to the
covers of the cylinders; and to the woodwork on these axes other short levers are
fixed to move the sliding valves by means of shorthorizontal rods jointed to the
stems which pass through the stuffing boxes into the steam boxes b, b, where the
sliding valves are contained. By these parts the alternate motions which are
given by the executric circles t, t, to the rods u, u, are transmitted to the sliding
valves within the steam boxes b, b, to move them backwards and forwards, in
order to distribute the steam alternately to the two ends of the cylinders.
The executric circles t, t, are fixed upon the axis P in such positions in
respect to the cranks N, N, as to carry the sliding valves half way through
their motions backward and forward (and to close both the passages e and f)
a little before the pistons to which they belong arrive at the ends of their
respective courses, in order that the valves may re-open the passages e and f
in a reverse direction by the time that the pistons reach those terminations,
and thus allow the steam to escape from the cylinders before the pistons set
out to return. The levers s, s, which receive the alternating motion from the
rods u, u, of the executric circles t, t, are fixed on the extreme ends of their
axis, in order that the joint pins at the ends of the rods u, u, may be applied
either at the lower end of the lever s, s, beneath their centres of motion, as is
shewn in Figure 2, or else at the upper ends thereof above those centres.
In the latter case the motion which will be given to the sliding valves will be
in opposite directions to their ordinary motions, and will cause the pistons to
turn round the cranks and the axis P, together with the great wheels Q,Q, in
reverse, in order to back the coach. The pins which form the joints at the
end of the rods u, u, to act upon the levers s, 8, are received within the
openings of elliptical rings which are fastened vertically against the levers 8,3,
and suitable notches are made at the highest and at the lowest parts of
each of those ellipses to fit the joint pine at the ends of the rods u, u.
Those ends are received within the spaces which are left within the
spaces which are left between the levers s, 8, and the elliptical rings.
Whilst the coach is to advance forwards, the joint pins of the rods
U, U, are lodged in the notches at the lower parts of the ellipses; but to run
the coach backwards, the ends of the two rods U, U, must be lifted up
suddenly, so as to lodge their joint pins in the notches at the tops of the

page_text: ellipses, and whilst they are so rising up those pins will act against the
insides of the elliptical curves, so as to give the requisite positions to the
levers s,s, and to the sliding valves, in order that the motions of the executrics
will reverse the distribution of the steam and turn the cranks and the
wheels backwards. The coachman can reverse the motion of the wheels
in an instant by drawing back the handle of the lever 60, Figure 2, which
is fixed on the end of an axis that passes horizontally into the fore boot, and
has a shorter lever fixed upon it, from the end of which a cord 61 proceeds,
and is conducted over pullies into a suitable direction for the end to be
connected with the two rods U, U, in such manner that it can lift up the ends
of both rods at once, and raise their joint pins from the notches at the bottom
of the ellipses s, s, to those at the top thereof whenever the lever 60 is drawn
back by the coachman in order to back the coach. To diminish the expendi-
ture of steam by the cylinder E and F, and to obtain as much power from the
steam as can conveniently be done, the passages by which the steam enters
from the boiler to the cylinders are closed when the pistons have moved
about half way through their strokes, and consequently, when the cylinders
are about half filled with dense steam from the boiler,, the pistons are
impelled through the remaining halves of their courses by the expansive force
which the charge of steam thus admitted into the cylinders will exert in the
act of dilating itself to occupy greater spaces. The small sluice valves which
are applied in the boxes did, of the steam pipes a, a,.are provided to cut off
the supply of steam. They are opened every time that the pistons commence
their reciprocating motions, but they are shut again when the pistons are
moved about half way through their courses. The sluice valves d, d, are
opened by moving them horizontally by the small rods 63, which are attached
to the upright arms of two small elbow levers k, which are moveable about
horizontal axes borne by the frame, and they have other shorter arms to apply
against the circumferences of small camms i, i, fixed upon the axis P of the
great wheels. In turning round with the axis the prominent parts of those
camms lift up the ends of the short arms k, and draw the rods 63 so as to
open the sluice valves d, d, at the instants when the pistons begin their
motions, and they allow the steam from the boiler to enter into the steam
boxes b, b, and thence into the cylinders; but by the time that the pistons
arrive at the middles of their courses the camms i, i, present notches in the
circumferences to the levers k, and allow the sluice valves d, d, to close
suddenly by the actions of springs 64, and thus stop the entrance of any more
steam into the boxes b, b, and the cylinders until the pistons arrive at the ends
of their courses, and after the sliding valves b, b, have reversed the distribution

page_text: of the steam to impel the pistons back again, then the prominent parts of the
camms i, i, open the sluice valves d, d, to admit the steam again. The small
steam cylinder H, whereof the piston gives motion to the fanner D and to the
feeding pump S, is constructed in the same manner as the two large steam
cylinders E and F. See the enlarged Plan and Section, Figures 5 and 6.
It has a box sliding valve contained within a steam box to distribute the
steam which proceeds from the boiler by the small steam pipe 53 through its
throttle cock 52, so as to cause that steam to act alternately within the
opposite ends of the cylinder in order to impel the piston backwards and
forwards therein. The waste steam is conveyed away from the small cylinder
by a pipe 65, which joins into the boxes 29 at the end of the boiler. The
piston rod of the small cylinder H is prolonged to join to the plunger of the
feeding pump S, and the rod is formed like a cross, 66, with a parallel slit or
cross groove cut through it, the length of that slit being at right angles to the
direction of the motion of the piston, in order to receive the pin of a crank
formed in an upright axis 67, upon which the fly wheel 26 and the pulley 20
are fixed. The alternate motion of the piston rod backwards and forwards
forces the crank to turn round together with the fly wheel 26. and the
pulley 20, the pin of the crank travelling transversely in the cross groove
from one side to the other, whereby its lateral deviation from the rectilinear
motion of the piston rod is allowed for. The fly wheel 26 regulates the
rotatory motion, and that motion is transmitted to the fanner D by an endless
band, which produces a sufficient multiplication to give the fanner the requisite
velocity to blow a steady current of air. The small cylinder H and the barrel
of the pump OS are both fixed to a light frame 68, which is fastened down upon
the perches U, U, U, and brackets 69 are erected from that frame to sustain
the bearings for the upright axis 67 of the crank and fly wheel. The con-
struction of the feeding pump S is the same as that of ordinary plunger forcing
pumps, except that instead of common valves it is fitted with a sliding valve,
which is enclosed within a box 36, and is moved backwards and forwards by a
rod passing through a stuffing box to the outside, where the end of that rod is
connected by another rod with the ring of the small excentric circle 39, which
is fixed upon the upright axis 67, in order to give motion to the box sliding
valve for distributing the steam to the small steam cylinder H. The bottom
of the box 36, upon which the sliding valve of the pumps S is fitted, has two
openings in it (as is shewn in the section Figure 6). One of these leads into
the end of the barrel of the pump, and the other is the orifice of the suction
pipe 32, which draws the water from the tank T, as shewn in Figure 2. The
force pipe 8, to convey the water from the pump S to the boiler, joins to the
top of the box 36, in which the slide valve is enclosed, and that valve prevents

page_text: any
direct communication between the force pipe 8 and the suction pipe 32.
When the slide valve is pushed back away from the steam cylinder II, as in
Figure 6, it uncovers the passage from the barrel to the force pipe 8, in order
to allow the plunger to force the water before it through that pipe to the
boiler; but when the piston and the plunger have run through their stroke
the sliding valve is drawn by the excentric circle 39 to the other end of the
box 36, in which position the hollow within that valve forms a communication
between the barrel and the suction pipe 32, and then the plunger, in retreating
out of the barrel, draws water from the tank T by suction to fill the barrel
ready for another stroke. With this kind of sliding valve the feeding pump is
not liable to fail in its action, as frequently happens in common feeding pumps
with two valves which close by their own weight, and which may therefore be
kept open by a very small obstruction.
An additional feeding pump 70 is
provided at the back of the coach, to be worked by the engine-man or guard
in case of necessity. It is a plunger forcing pump, the barrel of which is fixed
beneath the wood framing V, U, horizontally at the hinder part of the coach,
and the plunger is connected with one end of an upright lever 71, the other
end of which reaches to a convenient situation for the engine-man to move it
when he sits upon the seat 48. The fulcrum of the lever is a link 72, which
is connected with the frame. The pump is fitted with two valves in the usual
manner; it draws water by the suction pipe 73 from the tank T, and forces it
through the pipe 74, which after making a long loop passes into the wind
trunk e, e, where it joins to the feeding pipe 8, as is shewn in Figure 3. This
hand-feeding pump is used to fill the boiler before the engines are set to work,
also to supply the boiler in case of the feeding pump S or the small cylinder H
should be disabled by any accident, or to fill up the boiler quickly if ever the
-water should by negligence be allowed to become very deficient. The weight
of the hinder part of the coach rests upon the axis P, P, of the hinder
wheels Q, Q, by means of suitable brass bearings which are applied beneath
the longitudinal rails X, X, of the framing, in order to receive cylindrical
necks formed upon the axis close to where it enters into the naves of
the wheels. The springs O, O, rest immediately over these bearings. The
middle part of the axis P is also received in another bearing, which is fastened
beneath the middle perch U, in order to steady the axis and to support it
from springing by the force of the pistons. The two extremities of the axis P
of the hinder wheels Q, Q, are round, and they are fitted into boxes in the
centres of the naves of the wheels in a similar manner to the axletrees of other
coaches, and the axis may turn round independantly of the wheels. At the
extreme ends of the axis which come through the wheels strong circular
plates 6, 6, are firmly fastened upon hexagonal parts of the axis by nuts

page_text: screwed upon screws formed at the extreme ends; hence these plates must
turn round with the axis, and they serve to prevent the wheels coming off.
By inserting screws through sockets at the circumferences of the plates 6, 6,
either of the wheels Q, Q, can be made to turn with the axis.P, the ends of
the screws entering into holes at the circumferences of corresponding circular
plates, which are fastened to the naves of the wheels; but if the screws are
withdrawn the wheels will remain loose on the axis. In the ordinary use of
the coach, upon good roads, the pressure of one of the hinder wheels upon
the ground will afford the reaction necessary to advance the coach along the
road, therefore one of those wheels may be left loose upon the axis whilst the
other is made fast to the axis to receive the power of the engine therefrom.
In this state the coach will turn very readily about on a curved course; but
if the roads are bad (and for going up ascents) both the wheels must be made
fast to the axis, in order to obtain the necessary reaction; and then, in turning
about, one or other of the wheels must drag and slip a little upon the road.
Having now described the complete steam coach, I have only to remarkupon
those parts which admit of being varied in their construction, disposition, and
arrangement, according to the discretion of the maker, without imparing the
effect or result of the total combination which constitutes my chief improvement
The mode of putting together the wood framing of the coach may be varied
without materially altering the different points of support that it must afford
to the various parts which are connected with it; and the body of the coach
may be formed and fitted up for passengers or for goods in any of the various
ways which are in use for other coaches, carriages, or caravans, the hinder
part of the body being sustained on springs from the wood frame (which springs
may be multiplied and disposed in any of the various ways commonly used for
coaches), and the fore part of the body being sustained by braces from the wood
frame, with the springs for that fore part disposed beneath the fore carriage,
according to any of the various known ways of applying what are called under
springs to coaches. The sliding valves which distribute the steam to the
cylinders may be changed for any of the various contrivances commonly used
for that purpose in other high-pressure engines, such as cocks or cones, to move
circularly, or sliders or pistons, to move in straight lines; and also, instead of
excentric circles on the main axis for moving such valves, cocks, or sliders,
what are called tumbers may be used instead of circles, in order to give a
more sudden motion to the valves or cocks at the end of every half stroke,
and then to keep the valves or cocks immovable (or nearly so) during the rest
of the stroke. And also the method herein-before described of reversing the
motion of the engines to back the coach may be changed for excentric circles,
or for tumblers, which are fitted loose upon the main axis, with liberty to turn

page_text: half round thereon in the manner commonly practised in engines on board
steamboats, having suitable handles connected with each of the valves, and
placed within the reach of the coachman to enable him to move those valves
at discretion, independently of the motion given to them by the excentrics
or the tumblers, and the separate valves at d, d, for cutting off the
steam and giving it action by its expansion in the cylinders, may be
constructed like turning vanes placed within the steam pipes, like the
throttle valves of common steam engines. All these variations of the
parts of the total combination I have considered, and some of them I have
tried and found that they will answer the required purposes, and may therefore
.be used in the total combination; and although I have adopted thsoe
methods which are herein-before described (because I am of opinion that they
are the most suitable for the purpose) I do not preclude myself from making
such variations as are above pointed out. And I do hereby declare that I
make no claim to that particur curvature and arrangement of the small looped
tnbes. C, C of the boiler, as herein-before described, the same being only a
modification of the tube boiler described as the second improvement in my
aforesaid Specification of the Twenty-first of April One thousand eight hundred
and twenty-six, in order to adapt that boiler for a steam coach, and which
modification produces no material change in the action of the boiler to generate
steam, and separate the water from that steam. But I do claim as one of my
improvements the applying a long length of feeding pipe in coils over the
top of the boiler, so as to be heated by the heat which passes up from the
fire between the small tubes of which the boiler is composed, in order that
the water which is to supply the boiler (being forced along such pipe by the
feeding pump) may be so heated in its passage through the several coils of the
hot feeding pipe as to be in part converted into steam in the manner herein-
before described. I do hereby further declare, that I make no claim to the
Invention of applying a revolving fanner in locomotive engines to blow the
fire, nor to any particular mode of applying and disposing such fanner for
that purpose (although I have used and described the same as a part of my
total combination), but I do claim as one of my improvements in the apparatus
connected with locomotive engines the mode of turning and giving motion to
a fanner of any kind suitable for blowing the fire (and also the working of
the pump for feeding the boiler) by the force of the piston or the pistons of a
small cylinder or of small cylinders which are distinct from the principal
cylinders of the locomotive engine which impel the carriage forward, and
which have no other connection with such small cylinder except as being
Bupplied with steam from the same boiler, and by this improvement the
.motions of the fanner and of the feeding pump may be regulated at pleasure

page_text: according to the state of the fire and of the water in the boiler, without
regard to the motion of the carriage along the road, and whereby those
motions may be continued when the carriage stops, and two small cylinders
and pistons may be combined together to work the fanner and the feeding
pump by acting upon two cranks disposed at right angles to each other upon
the same axis in the same manner as the pistons of the large cylinders of the
locomotive engine act, and then a fly wheel may be dispensed with; and such
small separate engine for blowing the furnace and feeding the boiler may be
applied to any suitable locomotive engine, and disposed in any suitable manner
therein, according to the purpose to which such locomotive engine is to be
applied.
And I do also claim, as another of my improvements in the apparatus
connected with locomotive engines, the application of a sliding valve or of
sliding valves to a pump or pumps of any kind suitable for supplying the
boilers of locomotive engines with water, such valve or valves being moved
from the outside by machinery which acts correspondently with the motion of
the pistons or forcers or plungers of such feeding pumps, whereby the action
of, such pumps will not be likely to fail, as frequently happens in pumps with
ordinary valves, and such feeding pump or pumps may be made double-acting,
so as to force the water into the boiler when the piston moves backwards as
well as forwards, the sliding valve being constructed accordingly in the same
manner as those used for double-acting steam cylinders.
In witness whereof, I, the said Goldsworthy Gurney, have hereunto set
my hand and seal, this Eleventh day of April, in the year of our Lord
One thousand eight hundred and twenty-eight.
(L.B.)
AND BE IT REMEMBERED, that on the Eleventh day of April, in the
year of our Lord 1828, the aforesaid Goldsworthy Gurney came before
our said Lord the King in His Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according to
the tenor of the Statute made for that purpose.