CERTAIN IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1848

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JoпN
MCCONOCHIE, of Liverpool, in the County of Lancaster, and Louis JAMES
CLAUDE, of Bootle, also in the County of Lancaster, Civil Engineers, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Eighth day of March,
One thousand eight hundred and forty-eight, in the eleventh year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto us,
the said John McConochie and Louis James Claude, our exors, adiñors, and
assigns, Her especial license, full power, sole privilege and authority, that we,
the said John McConochie and Louis James Claude, our exors, adñors,
and assigns, or such others as we, the said John McConochie and Louis James
Claude, our exors, admors, or assigns, should at any time agree with, and no
others, from time to time and at all times during the term of years therein.
expressed, should and lawfully might make, use, exercise, and vend, within
England, Wales, and the Town of Berwick-upon-Tweed, and in the Islands
of Jersey, Guernsey, Alderney, Sark, and Man, and in all Her said Majesty's.
Colonies and Plantations abroad, our Invention of "CERTAIN IMPROVEMENTS IN
LOCOMOTIVE ENGINES;" in which said Letters Patent is contained a proviso
that we, the said John McConochie and Louis James Claude, or one of us,
should cause a particular description of the nature of our said Invention, and
the manner in which the same is to be performed, by an instrument in writing

page_text: under our hands and seals, or under the hand and seal of one of us, to be
inrolled in Her 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, we, the said
John McConochie and Louis James Claude, do hereby declare that the nature
of the said Invention, and in what manner the same is to be performed, are
fully described in and by the present Specification thereof, reference being had
to the Drawings hereunto annexed, that is to say:-
Firstly, our said Invention consists in an improved arrangement of the parts
of locomotive engines, whereby the capacity of the steam cylinders may be
enlarged without materially adding to the width of the engine, the valve
gearing and eccentrics are rendered more accessible for purposes of cleaning
and repair than heretofore (with inside cylinders), and increased steadiness is
given to the engine when in motion. A locomotive engine constructed on this
improved plan is represented in the Sheet of Drawings marked "Plan No. 1."
Figure 1 is a longitudinal section, and Figure 2 a plan on the line at 6 of
Figure 1. D, D, are the steam cylinders, which are placed wholly or partially
behind the centre of the leading wheels K, K, in the space under the barrel S
of the boiler between the fire-box F and the smoke box G. The cylinders
are securely bolted to the framework of the carriage by the flanges D³, D³, and
the valve facings D³, D³, project through openings left in the frame. (See
Figure 2.) E is the crank shaft, which is placed beneath the barrel of the
boiler. A, A, are the feed pumps, which are fixed outside of the driving"
wheels H, H. B, B, are the excentrics, which are fixed upon the crank shaft
or nave, of the driving wheel, also outside the line of both sets of wheels."
C, C, are the rods and levers by which movement from the excentrics is com-
municated to the slide valves C³, C. From the description which has been
given it will be perceived that the peculiar features of this arrangement are
the combination of inside cylinders (cylinders placed inside the wheels) with
the cranked axle underneath the barrel of the boiler. with outside feed pumps
and valve gearing. Space is thus gained for a considerable enlargement of
the cylinders, which, in narrow guage engines, is a matter of the first impor
tance. The working parts are easily got at when required to be cleaned or
repaired, and the centre of effort being brought more in coincidence with the
centre of gravity of the machine, there is consequently little or no oscillation
or tendency to run off the line of rails when running at high velocities.
Secondly, our Invention consists in an improved mode of adapting oscillating

page_text: cylinders to locomotive engines, the details of which are represented in the
Drawings on the Sheet marked "Plan No. 2." Figure 1 is a side elevation
of an oscillating cylinder locomotive engine, and Figure 2 a Plan of the same,
partly in section. A, A, are the feed pumps; D, D, are the cylinders, which
are placed, as in the preceding case, between the fire-box F and smoke box G.
D', D, are the trunnions upon which the cylinders oscillate, and which form
also the passages for the steam; D³, D³, are the exhaust pipes, and D* the
steam pipe; E, the crank shaft, which is placed as in the engine first hercin-
before described beneath the barrel of the boiler; B, B, are the excentrics;
C, C, the valve gear; C³, the lever by which the driver directs the course of
the engine; I, I, are stays which are attached at one end to the upper flango
of the cylinders, and at the other end to the boss L, through which the
piston rod has freedom to move, and are intended to prevent any injurious
effects which might be produced on the piston rod by the oscillation of the
cylinders. The great object aimed at in these arrangements has been to bring
the oscillating or vibrating parts upon which the steam more immediately acts
as close as may be to the driving wheel, and thereby to prevent any oscillation
arising from the overhanging weight of the cylinders.
Another mode of adapting oscillating cylinders to locomotives is represented
in Figure 3 of the Sheet of Drawings marked "Plan No. 2." S' is the boiler;
B, one of the cylinders; A is an intermediate crank shaft, to which the piston
rods are connected. The cranks upon the intermediate shaft A are coupled by
means of outside rods C to the driving axle, upon which the driving wheels D
of the engine are placed. The other parts of this engine being similar to
those of other engines, are well understood, and require no further explanation.
Thirdly, our Invention consists in combining with the ordinary slide valves
of locomotive engines two sliding throttle valves placed directly on the steam
port face of the cylinder, whereby the admission of steam into the cylinders
may be regulated to the utmost nicety, and consequently with the greatest
possible economy, without at all interfering with the freedom of action of the
exhaust ports, or requiring any enlargement. of the steam passages. The details
of this new combination are represented in Figure 5, "Plan No. 2.". A is
the cylinder; B, B, the steam ports; C, the exhaust port; B¹, B', the ordi-
nary slide valve; C', C', the cylinder facing; E, the spindle by which the slide
valve is connected to the excentrics; A1, A¹, are the two slide throttle valves,
which are mounted on a spindle D, which has its bearing in a recess formed in
the body of the slide valve B¹, so that whatever motion is given to the slide
valve they partake of the same, and move along with, it to the same extent.
The length of each of the throttle valves is equal to the breadth of the slide

page_text: valve B', so that when they come over the steam ports they may still have a
bearing upon the cylinder facing. A greater or lesser throttling action is
effected by simply turning round the spindle D, one of the throttle valves
being connected to it by a right-hand screw, and the other by a left-hand
screw, so that as the spindle is turned the one way or the other the two valves
are simultaneously brought nearer to or pushed further from the slide valve,
and the quantity of steam admitted at each stroke of the piston regulated
accordingly.
Fourthly, our Invention consists in an improved mode of forming the crank
axle in locomotive engines, and in attaching the same to the driving wheels,
which is represented in Figure 4 of the Drawings on the Sheet marked
Plan No. 2." A, A, are the wheels; B, the crank shaft. The cranks b, b,
are put as usual at right angles to each other, but occupy positions much
nearer to the wheel than usual, and instead of being returned, so that the
third side of the crank may be brought down to enter the central boss or eye
of the wheel D, it is inserted into a supplementary boss E. F¹, F¹, are
journals which occupy the place in the central boss usually assigned to the
end of the crank shaft, and serve as bearings to the engine. (These journals
may be made in one piece with the wheel.) By this arrangement we are
enabled to place the axial line of the cylinders further apart (that is to say, by
all the thickness of the two outside cheeks of the crank), and consequently to
have the barrel of the boiler proportionately low.
Fifthly, our Invention consists in an improved mode of constructing the fire-
box of locomotive engines, whereby a saving of weight is effected therein,
without at the same time diminishing the effective heating surface of the boiler.
We consider this part of our Invention to be more especially adapted to such
engines as have no trailing wheels, but no doubt it will be found more or less
applicable to locomotives of every description. Figure 3 of the Drawings on
the Sheet marked "Plan No. 1" is a sectional elevation of a locomotive
engine fire-box on this improved plan, and Figure 4 a cross section of it
on the line a, b, of Figure 8. A is the fire-box, which is rounded off at top
in the manner shewn, the rounding off commencing below the door B, through
which the fuel is supplied, and being carried up towards the crown C ; D, D,
is the water space; E, one end of the barrel or cylindrical part of the boiler;
and F, the space occupied either with a flue, or more generally with the tubes;
L is a longitudinal midfeather, which occupies a central position in the fire-box,"
and is open to the water space D, D, both at back and front. The bottom of
this midfeather L is about twelve inches from the upper surface of the fire-bars,
so that the area of fire grate is not diminished thereby in the least; so also tho

page_text: upper part of the midfeather next the tube plate is cut away, in order that the
number of tubes may not be decreased by the introduction of the midfeather.
Sixthly, our Invention consists of certain improved arrangements for feeding
the boilers of locomotive engines, which are embodied in the locomotive engines
represented in the Drawings of "Plan No. 1," and "Plan No. 2," and before
described, but remain to be yet explained. The details belonging to this part
of our Invention are given on an enlarged scale in Figures 1, 2, and 3 of the
Drawings on the Sheet marked "Plan No. 3;" Figure 1 being a sectional
plan, Figure 2 an elevation, and Figure 3 a cross section on the line C, D,
of Figure 1. A is the barrel of the feed pump; B, the piston or plunger;
E, the piston rod; and F, the connecting rod, by which the plunger is worked;*-
G is a pin which is inserted into the end of the axle or the nave of the driving
wheels, and occupies a position sufficiently eccentric to produce the length of
stroke to be given to the pump; H is the valve, which is similar to the slide
valve of a steam engine, and is worked by a rod I, which is attached to a
crank formed on the end of the pin G. The Diagram, Figure 4, shews the
relative lengths of stroke given to the piston of the pump and the slide valve
by the arrangements which we have just described. A modification of the
preceding arrangement is shewn in Figure 5 (in which, however, the pump
represented is a single acting one, while the former was double acting). A is
the barrel or cylinder; B, the plunger; C, the connecting rod; D, the slide
valve; and E the valve rod. Pumps constructed on either of these plans
possess the great advantage of not being nearly so liable to get out of repair as
those made with conical seated or lifting valves.
Seventhly, our Invention consists in the construction and application to
locomotive engines of a double beat safety valve, which is so formed that with
the same amount of lift, and the same strength of spring attached to the lever,
as the safety valves now in use, a much greater area is obtained for the escape
of the steam, and consequently greater security from danger of explosion. A
longitudinal section of a pair of safety valves, constructed according to this
branch of our Invention, is given in Figure 6, Plan No. 3. One of the valves
is represented as being open and the other closed, and the passages for the
escape of steam are indicated by the arrows. A, A, is the boiler; B, B, the
valve casing; C, C, the upper valve seats; D, D, the lower valve seats;
E, E, the valves which are of the form of a hollow cylinder with conical ter
minations. At top these conical terminations are enlarged into flanges F, F.
in which the barrels of the valves terminate. The pressure of steam effective
in lifting the valve depends upon the area of the annular ring formed by that

page_text: jortion of the flange F which projects beyond the barrel of the valve, it being
the only portion of the valve which remains unbalanced against the steam
pressure. It will be obvious that by this arrangement a safety valve may be
made with a greatly encreased area for the escape of steam compared with
those now in use, without involving the necessity of any encrease in the weight
or the strength of spring required to indicate the degree of pressure obtained
by the steam in the boiler. Our safety valve has, moreover, the advantage of
effecting its intended purpose with a very short riso of the valve.
Eighthly, our Invention consists of certain arrangements for facilitating the
adjustment while the engine is running of the portion of weight borne by the
trailing wheels, which arrangements are embodied in the engine represented
in Figures 1 and 2, "Plan No. 2, and are applicable to such engines only as
are, like that, provided with six or more wheels. M, M, are the trailing
wheels; N, a toggle joint, which is placed intermediate between the bearings
of the axles of the trailing wheels and the springs of the carriage (which are
immediately over them), and connected by joints to the engine frame and
springs; O is a rod which connects the knuckle of the toggle joint to the
piston ród P, of a small steam cylinder R, which is connected with the boiler
by means of a pipe, upon which there is a stopcock. When the driver wants
to encrease the weight borne by the driving wheels, he has only to open the
stopcock, which will allow either steam or water from the boiler to enter above
the piston, and this will of necessity draw the toggle joint into an upright
position, and so cause the weight of the locomotive to come more upon the
driving wheels, and to reduce in a corresponding degree the weight upon the
trailing wheels. And to produce the opposite effect the diver has but to allow
the steam or water to escape from above the piston, and go into the reverse
end of the cylinder.
Ninthly, our Invention consists in certain arrangements for stopping or
checking the progress of a locomotive engine and train in cases of danger of
collision, or generally where it is desirable to reduce the motion of the train.
Figure 1, of the Sheet of Drawings marked "Plan No. 4," exhibits the details
of these arrangements. A, A, is a series of tubes which lead from the steami
boiler underneath the tender and carriages, and are interlocked with one
another in manner to be afterwards explained: B is a cock, by which the
engineer can in an instant admit steam into these tubes or shut it off. The
steam when so admitted may be made to actuate in various ways breaks
placed between the wheels. For example, it may be conveyed as in No. 1
by a branch pipe into a small vertical working cylinder, and made there to

page_text: it
press a piston upwards so as to throw out two breaks (connected with the
piston), one against the front wheel and the other against the hind wheel; or
may be made to act directly, as in No. 2, upon the breaks themselves; or it
may be made to act on a weighted lever break, through the medium either of
5 a horizontal cylinder, as in No. 3, or of a vertical one, as in No. 4. The
mode of connecting and disconnecting these steam tubes is shewn on an
enlarged scale in Figure 2, "Plan No. 4." Each length of tubing is made of
a receiving form at one end and of an entering form at the other. F represents
the receiving end of one tube, and G the entering end of another. The end F is
widened considerably at the mouth, and just at the point where it begins to be
widened an annular spring H, made of vulcanized caoutchouc, and of the.
peculiar form shewn, is inserted in a seat made for it on the inside of the
tube, and made fast thereto. Before the entering tube G is inserted, the face
of the annular spring H projects slightly beyond the inner periphery of the
tube F; but on that tube being pushed in it presses back the annular spring,
which afterwards closes tightly upon the entering tube G, and forms a perfectly
steam-tight joining. The different lengths of tube are thus joined together by
simply thrusting the one into the other, an operation which takes up but
little time, and requires no skill whatever. And when the driver sees occasion
to stop or check the progress of a train, he can instantly, without losing time
or communicating with any one, let on the steam, and bringing all the breaks
of a train into simultaneous operation.
Tenthly, our Invention consists of an improved coupling, for connecting the
engine with the train, or the carriages of the train with one another. The
Drawings on the Sheet marked "Plan No. 5" exhibit this coupling of its full
size, Figure 1 being a side elevation of it, and Figure 2 a plan. A, A, are
screws, such as are ordinarily employed in such couplings. H, H, hoops,
which are forged on to the ends of these screws for the purpose of affording.
bearings to three eccentrics B, B, B. D is a pin which locks these eccentrics,
and C a lever by which the eccentrics are worked. The mode in which the
coupling is used is as follows:-The pin D being taken out, and the lever C
pulled down half a circle, the coupling is expanded by the action of the
eccentric to an extent sufficient to allow the coupling to be lifted over the hook
to which it is attached. The necessity for the tedious process of slacking back
in order to case the coupling sufficiently to enable it to be detached from the
hook is thus completely obviated.
And having now described the nature of our Invention in the different parts
thereof, and in what manner the same is to be performed, we declare that the

page_text: .
"
improvements which we claim as constituting our said Invention are as
follows:-
First, we claim the combination in locomotive engines of cylinders placed
inside the wheels, with outside feed pumps and valve gearing, as herein-before
described. ..
Second, we claim the two several modes of adapting oscillating cylinders to
locomotive engines herein-before described.
Third, we claim the combining in locomotive engines of two slide throttle
valves, placed directly on the steam port face of the cylinder, with the ordinary
slide valve of each cylinder, as before described.
Fourth, we claim the combination in locomotive engines of inside cylinders,
placed wholely or partially behind the centre of the leading wheels, or between
the smoke box and fire box, with a crank axle placed beneath the barrel of the
boiler..
Fifth, we claim the employment in locomotive engines of cranked axles,
with the cranks brought near to the wheels, and the ends attached to a boss at
a distance from the centre equal to the throw of the crank, as before described.
Sixth, we claim the employment in locomotive engines of the improved fire
box and longitudinal midfeather before described, separately or conjointly.
Seventh, we claim the employment in locomotive engines of the improved
feed pumps or improved modes of feeding the boiler before described.
Eighth, we claim the employment in locomotive engines of the double-beat
safety valve before described.
Ninth, we claim the application in locomotive engines of the pressure in the
boiler to vary and adjust (while the engines are running) the weight borne by
the wheels respectively, as before exemplified.
Tenth, we claim the improved mode of applying the steam in the boiler to
stop or check the progress of locomotive engines and carriages, in so far as
regards the employment of the continuous tube or series of tubes leading from
the boiler to the engine and carriages, and the mode of connecting these tubes
as before described. And,
Eleventh, we claim the improved coupling before described.
In witness whereof, I, the said John M Conochie, have 'hereunto set
my hand and seal, this Eighth day of September, in the year of our
Lord One thousand eight hundred and forty-eight.
JOIN (L.s.) MCCONOCHIE.

page_text: AND BE IT REMEMBERED, that on the Eighth day of September, in
the year of our Lord 1848, the aforesaid John McConochie came before
our said Lady the Queen in Her 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
AND BE IT REMEMBERED, that on the Eighth day of September, in
the year of our Lord 1848, the aforesaid John McConochie came before
our said Lady the Queen in Her 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
Enrolled the Eighth day of September, in the year of our Lord One
thousand eight hundred and forty-eight.