CERTAIN IMPROVEMENTS IN APPARATUS OR MACHINERY FOR PRO- PELLING LOCOMOTIVE CARRIAGES, WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER USEFUL PURPOSES
Year: 1827

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
HARLAND, M.D., of Scarborough, in the County of York, 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 Twenty-first day of December, One thousand eight
bundred and twenty-seven, in the eighth year of His reign, give and grant
unto me, the said William Harland, His special licence, that I, the said
William Harland, my exors, adñiors, and assigns, and such others as I, the
said William Harland, my exors, adñiors, and assigns, should at any time agree
with, and no others, from time to time and at all times during the term of
years therein mentioned, should and lawfully might make, use, use, exercise,
and vend, within England, Wales, and Town of Borwick-upon-Tweed, my
Invention of "CERTAIN IMPROVEMENTS IN APPARATUS OR MACHINERY FOR PRO-
PELLING LOCOMOTIVE CARRIAGES, WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER
USEFUL PURPOSES;" in which said Letters Patent there is contained a provised
that I, the said William Harland, shall cause a particular description of
my said Invention, and in what manner the same is to be performed, to
be inrolled in His 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 to the same, reference being thereunto had, will
more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
William Harland, do hereby declare that my said improvements consist in
the peculiar construction of a boiler or steam : enerator possessing the ad-
vantages of a large fire and flue surface for the transmission of heat and
requiring only a small quantity of water in proportion to its external size,
with the means of shutting off with facility the fire or heat from a consider-
able portion of the fire and flue surface by a damper or dampers; also a
method of communicating power and motion from the steam pistons to the
cranks, allowing the cylinders to be fixed, and occupies but little space;
likewise a plan for connecting the crank shaft with the hind axletree of the
carriage, and thereby allowing the free motion of the springs without mat-
erially affecting the motions of the machinery, which arrangement also admits
of the application of shifting gear, enabling the engineer to alter the speed
or power at pleasure for ascending hills, &c.; and further in a inethod of
condensing the steam after it has escaped from the working cylinders and
valves by means of what I shall denominate condensing chambers, acting
either alone or in conjunction with an evaporating cistern or vessel for carry-
ing off any excess of heat that the extent of the chambers may be incom
petent to perform when a greater production ofsteam or power is required that
it be convenient to meet by an adequate increase of chamber surface.
The various parts of my said improvements are described in part by
Drawings hereunto annexed, and also other parts of a carriage to shew the
relative combinations and positions in which they may be placed. Figure 1
represents a side view of the carriage; Figure 3, a ground plan; Figure 3, a
vertical section of the boiler; Figure 4, a view of the posterior end of the
boiler with the end door removed, shewing the shape and situation of the fire
grate or grates, &c.; Figure 5, the end door with the fire and ash pit doors
fixed in it; Figure 6, the opposite end of the boiler with the door opened to
exhibit an end view of the flues; Figure 7, plan of the connection between
the crank shaft and hind axletree; Figure 8, part of a front view of the
carriage, shewing the division of the steering shaft at P, and its subsequent
descent on each side of the chambers to the fore axle bed, resting on the
springs at Q, Q, and there passing through holes or sockets so as to allow a
free vertical motion of the fore axle bed arising from inequalities oftheroad,&c.;
R, a support to the footboard and fore part of the body of the carriage, which
descends down the front of the chambers to be fixed in the fore end of the perch.
A represents the boiler, which consists of three, what I shall term, double
cylinders, and a steam reservoir, to be made of copper or wrought iron, as is
seen in the section Figure 3and Figures 4,5,6, where A, A, is the place for fuel,
may

page_text: and a, a, a, a, parts of the flue seen in this section. b, b, b, b, b, spaces for
water in what I have named double cylinders, each of which double cylinders
are formed of two single cylinders of unequal diameters placed within each
other and closed at the ends by reveting, brazing, or other means. The three
double cylinders are then to be placed in relative position to each other, as
seen in Figures 1, 3, 4, 6, and firmly connected and secured. c, c, c, c, c, c,
tubes which connect the double cylinders with each other, and also with the
steam reservoir; the latter is cylindrical and should always contain a portion of
water sufficient to keep the boiler full,and must be fitted with the usual guage
cocks and safety valves. Figure 4, d, represents the form of the posterior
grate bars, and e, a plate or ring of metal to close the end of the flue next the
fire grate and ash pit. It must be observed, that the largest double cylinder
has the outer single cylinder much longer at the anterior end than the inner
one, as seen in Figure 3, g, to admit of its being secured to the adjoining outer
cylinder by reveting or other method, and also of the apertures for the flues
or chimney at its upper side likewise for admitting air at g, to the grates, and
forming part of the ash pit B. The chimney i, the aperture leading from the
flues, and, the other aperture directly from the fire, which apertures can be
alternately opened or shut by the damper or dampers k., the door that closes
the anterior end of the boiler, which may be constructed either on the double
or single principle, and admit of being opened occasionally for the purpose of
cleaning the flues. Figure 5, the posterior door, which must be constructed
on the double principle, and also be made to open occasionally for the
purpose of reviewing the fire bars, &c. Figure 6. a vertical section of the
anterior end of the boiler. Figure 3, C, a section of the steam reservoir with
the steam pipe commencing in a projecting cavity in its upper side to prevent
water from entering the end of the tube, thence passing out through the end
to the working cylinders. Figure 1. N, the steam or throttle valve, which must
be placed under the controul of the guide or engineer. E, the eduction tube
passing from the cylinders into the condensing chambers F, at or near their
posterior ends, and terminating by one or more branches or apertures in each
chamber to prevent any considerable concussion from the steam. F, the
condensing chambers, which must be composed of very thin sheet copper,tinued
iron, or other metal or inetals painted black or covered with other dark
coloured material on the outside for promoting the dispersion of heat; each
chamber, which may be the length and nearly the breadth of the body of the
carriage, must be formed of two sheets of sufficient size, (or a number joined
together to answer the same purpose), and grooved together at the edges over
wire or otherwise to give the necessary degree of firmness to their structure;

page_text: the sheets may be placed nearly or actually in contact, as the steam admitted
at one end by a small aperture or apertures from the eduction pipe, will by its
elasticity readily find its way between the sheets to the opposite end, and by
connecting each chamber in succession by a tube three or four inches in
diameter near such opposite or anterior end, there will be a free;communica-
tion for steam between each chamber, which chambers must also communicate
with each other at their lowest or most depending parts by a small tube or
tubes to allow the condensed steam to run off by the tube C into the small
cistern E, which cistern may be made of thin metal of a globular or other
shape of sufficient capacity to contain about a gallon of fluid, and to be fixed
or suspended under the centre of the fore axletree of the carriage, as seen
Figure 1. The uncondensed steam will also pass by the tube into the
cistern H, and from thence by the tubes I, I, into the lowest condens-
ing chamber at J, and thence by the alternating tubes L, L, into the
uppermost chamber. The condensing chambers J must also communicate
with each other by small tubes at four points of their circumference to allow
the condensed steam or water constantly to descend towards the cistern H.
If the chambers J are insufficient to condense the whole of the steam the
remainder may be allowed to escape by an aperture in the uppermost chamber.
or to pass by the tube K, K, into or between the double bottom of an
evaporating cistern or vessel placed in the fire boot, of sufficient extent
of steam bottom and evaporating surface and containing an adequate quantity
of water, for carrying off the heat during a stage or stages; the most depending
part of the steam bottom or space must communicate by a small tube with the
upperinost condensing chamber F, to allow the descent of the condensed steam.
The evaporating vessel or cistern must also be furnished with an aperture for
supplying it with water, and also a tube of three or four inches diameter and
terminating under the carriage to carry off the steam of the evaporating water;
this tube may also receive a small tube from the upper part of the steam
bottom or space to permit the escape of air. The air has a passage of one
inch and a quarter, or one inch and a half, allowed between each chamber for
carrying off the heat; the chambers must be secured at equal distances from
each other by sufficient supports, in addition to the connecting tubes D.
に
Figure represents a ground plan of the machinery, &c. d, d, d, d, the
perches of the carriage,constructed of wrought iron or wood,on which the body
of the carriage rests, as seen Figure 1; e, the central motion of the perch;
f, the situation for the circular condensing chambers; g,y, the steam cylinders
working horizontally and communicating motion to the cranks by means of a
horizontal bar or bars sliding in grooves in each side of the cylinders to

page_text: preserve their motion perfectly parallel with the piston, to the ends of the rods
of which they are firmly secured; near the extremities of those bars are the
centres or pivots on which the outer bars are fixed, permitting them to vibrate
in unison with the cranks to which those bars are attached. h, h, h, h, the
four standards which support the crank shaft, and are fitted with sliding bushes
to a motion corresponding with that of the springs; i, i, the two driving
wheels, of unequal diameters; j, the shifting geer for directing the moving
power to the larger or smaller driving wheel at pleasure by means of the lever
K; l, a small force pump worked by the eccentric m for pumping the
condensed steam or water from the cistern H through the tubes l, m, into the
bottom of the boiler A. Figure 7 is a view of the connection between the
wheels on the crank shaft and those on the hind axletree of the carriage, with
the two perpendicular pillars n, n, for the purpose of keeping the crank shaft
and hind axletree parallel to each other during the action of the springs, &c.
The guiding part, Figure 1, o, is composed of a six-inch wheel fixed horizon-
tally on the shaft P, and moved by an endless screw or toothed female screw.
The shaft P moves in a bush fixed in the centre of the foot board, and also at
the top of the standards supporting the screw. The valves to the cylinders
have been purposely omitted, being perfectly understood by all engineers; and
also the friction lever for retarding motion.
In witness whereof, I, the said William Harland, have hereunto set my
hand and saol this Nineteenth day of Tune in the your of our Lord