IMPROVEMENTS IN Loco- MOTIVE ENGINES, AND BOILERS, AND CARRIAGES, PART OF WHICH IMPROVEMENTS ARE APPLICABLE TO OTHER SIMILAR PURPOSES
Year: 1851

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
COWPER, of 20, Southampton Buildings, Chancery Lane, in the, County of
Middlesex, Patent Agent, 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 Thirty-first day of
July, One thousand eight hundred and fifty-one, in the fifteenth year of
Her reign, did, for Herself, Her heirs and successors, give and grant 'unto,me,
the said Charles Cowper, my exors, admors, and assigns; Her especial
license, full' power; sole privilege and authority, that I, the said Charles
Cowper, my exors, adfñors, and assigns, or such others as I, the said Charles
Cowper, my 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, in the Islands of
Jersey, Guernsey, Alderney, 'Sark; and Man, and in all: Her Majesty's
Colonies and Plantations abroad, the Invention of "IMPROVEMENTS IN Loco-
MOTIVE ENGINES, AND BOILERS, AND CARRIAGES, PART OF WHICH IMPROVEMENTS ARE
APPLICABLE TO OTHER SIMILAR PURPOSES," communicated to mé: by a certain
Foreigner residing abroad; in which said Letters Patent is contained. a proviso
that I, the said Charles Cowper, shall cause a particular description of the
nature of the said Invention, and in what manner the same is to be performed;

page_text: by an instrument in writing under my hand and seal, to be inrolled in Her
Majesty's High Court of Chancery within six calendar months. next and
immediately after the date of the said in part recited Letters Patent,
as in and by the same, reference being thereunto had, will more fully
and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Charles Cowper, do hereby declare that the nature of the said Invention, and
in what manner the same is to be performed, are fully described and ascer-
tained in and by the following statement thereof, reference being had to the
Drawings hereunto annexed, and to the figures and letters marked thereon;
that is to say:-
Firstly, the Invention relates to a mode or modes of lining the lower part
of the internal fire box of the boiler of a locomotive engine with fire brick or
fire stone, so as to defend that portion of the fire box from the full action of
the fire.
Sheet I., Figure 1, is a vertical section of a portion of a fire box with the
fire brick lining, and Figure 2 is a sectional plan of the same. a is the outer
casing, and 6 is the inner casing or fire box which contains the fuel. c are the
fire bars. d is a flange extending round the interior of the fire box. e, e, e,
are blocks of fire brick or fire stone which rest upon the flange d, and are
secured to it by wrought iron bolts and nuts, or pins and keys f, the heads of
which are let into holes in the blocks e, e, and covered with fire clay to protect
them from the fire. Or the holes in the blocks may be of such a form and
size as to allow cold air to be drawn in round the bolts or pins which are thus
protected from injury. This arrangement protects the lower corner of the
fire box, and at the same time it reduces the area of the grate. When it is
required to keep the grate as large as possible, the arrangement shewn in sec-
tion in Figure 3 may be adopted. In this arrangement the internal fire box b
is shortened sufficiently to allow of the series of blocks of fire brick or fire
stone being placed beneath it. The internal fire box b, when thus protected
by the lining, may be advantageously made of wrought iron plate instead
of being made of copper. The combustion of the fuel is rendered more per-
fect by the fire brick lining preventing the sides of the fire box from cooling,
the fuel on the grate and coal may thus be employed as fuel in lieu of coke.
Secondly, the Invention relates to a mode or modes of constructing the ash
pans of locomotive engines.
Sheet I., Figure 4, is an end view, Figure 5 is a side view, and Figure 6 is
a plan of an improved ash pan made of wrought iron plate. The bottom of
.

page_text: this ash pan, in lieu of being made flat, is curved or dished, by which means it
is less liable to become warped by the heat of the fire than if it were made
flat. a is the fire box; b is the curved ash pan; c, c, are two sheet iron valves
or dampers turning upon centres d, d, and each carrying an arm e, to which is
jointed the T ended rod f, by raising and lowering which the dampers are
closed and opened. By employing two or more small dampers in this manner
in lieu of one large one, the risk of their becoming warped by the heat of the
fire is diminished or avoided: 9 is a valve or damper placed at the front end
of the ash pan, and regulated by the lever and rod h. This valve, which is
not new, serves to regulate the admission of the air, which enters at the front
of the ash pan when the engine is in motion. i is a small door at the opposite
end of the ash pan.
Thirdly, the Invention relates to the arrangement of the fire box and body
of a boiler of a locomotive engine.
is a plan of a portion of
a is the external casing
Sheet I., Figure 7, is an end view, and Figure 8
the boiler of a locomotive engine heretofore in use.
of the fire box, and the dotted lines 6 show the form of the interior fire box.
c is the upper part of the casing a, which serves as a steam chamber, and is
surmounted by a hemispherical dome. d is the body of the boiler. The
steam chamber c, and the body of the boiler are in this case of the same dia-
meter, and wider than the internal fire box 6, which is made with a flat top..
The body of the boiler is only partially filled with tubes and water, a space
being left at the top to serve as a steam chamber.
Figure 9 is an end view, and Figure 10 is a plan of an improved arrange-
ment, in which the interior fire box b is of equal width with the steam chamber
c, and the body of the boiler d, while the exterior casing of the fire box a is
made wider than the other parts. The top of the interior fire box is of the
form of a quarter of a sphere united to a cylindrical portion, so as to admit of
the whole of the body of the boiler being filled with tubes.
Figure 11 is an end view, and Figure 12 a plan of another arrangement,
in which the steam chamber and the body of the boiler are of the same dia-
meter. The upper part of the interior fire box is of the same width as the
body of the boiler, and it is curved at the top, like that shewn in Figures 9 and
10, to allow of the whole of the body being filled with tubes. The lower part
of the interior fire box is made narrower, and the exterior casing is made to
follow it, so that the exterior casing may be at that part of the same diameter
as the body of the boiler. By filling the whole of the body of the boiler with
tubes, instead of merely filling the lower part with the same, one or more of the
A 2

page_text: following advantages is or are obtained:-A greater number of tubes may be
introduced, or larger tubes may be used, or the spaces between the tubes may
be increased. The forms of fire box shewn in Figures 9, 10, 11 and 12 are, much
stronger than that shewn in Figures 7 and, 8,, owing to the curved: form of, the
top being better adapted for resting pressure than the flat top shewn in
Figure 7:
Another form of fire box is shewn as applied to the locomotive boiler, repre-
sented in Figures 13, 14, 15, 16, 17 and 18. Figure 13 is, an elevation.
Figure 14 is a plan. Figure 15 is a longitudinal section. Figure 16 is a
transverse section through the smoke box. Figure :17 .is, a transverse section
through the body of the boiler; and Figure 18 is a transverse section through
the fire box. The interior fire box b is round at the end as shewn in Figure 14,
and is narrower than the body of the boiler, and the two sides, in lieu of being
parallel, are inclined so as to permit of the tube plate being made of the
same width, or nearly so, as the body of the boiler d.. The top of the fire
box is curved, as shewn in the Figures, and the body of the boiler is com-
pletely filled with tubes.». The steam chamber c is of the same diameter as
the body of the boiler. e is a semi-conical pipe rivetted on the top of the body.
of the boiler d, which is perforated with a series of holes for the passage of
the steam, and any water which it may carry with it, which steam and water
pass through the larger end of the semi-conical pipe e, into the steam chamber
c, from whence the pipeuf conveys the steam to the cylinder.
In Figures 21 and 22:is shewn another arrangement for conveying away the
steam from the body of a boiler, which is completely filled with tubes. Figures:
21 is a longitudinal section of the body of the boiler d, with a portion of the
fire box b; and Figure 22 is a transverse section of the body of the boiler.
e is the steam channel rivetted on the top of the body d, and communicating.
with it by a series of perforations. One end of the, channel e communicates
with the steam chamber c, and the other end communicates with the steam
pipe leading to the cylinders; or this end may be closed, and a separate steam
pipe carried from the chamber.c to the cylinders,, as at.f, in Figure 13.
This form of steam channel.e is more particularly adapted to boilers in which
the body, which is completely filled with tubes, is provided with one or more
divisions, by which the feed water is made to circulate in the manner herein-
after described. Another mode of obtaining an increased, number of tubes
consists in applying two or more. boiler. bodies above one another, or side by
side, and making the tube plate of the fire box sufficiently large to include
both or all the bodies. The bodies may all bé completely filled with tubes, or
some or all of them may be only partially. filled. The steam from the lower.
1

page_text: ones may pass through perforations into the upper ones, or may ascend through
separate channels to the steam, pipe or dome.
'
Fourthly, the Invention relates to the mode of supplying the boiler of a
locomotive engine with the feed water, and causing the water to circulate by
means of one or more divisions fixed in the boiler.
Figure 19 is a transverse vertical section, and Figure 20 is a plan of a
portion of the body of the boiler, shewing the feed pump and pipés. d is the
body of the boiler. 9 is the feed pump which draws the water from the
chamber h, which is connected by a pipe to the tender which supplies it with
water. The chamber h is placed under the smoke box, and is closed at the
top so as to inclose a portion of air. The chamber thus serves as an air vessel
to regulate and render nearly uniform the flow of the water from the tender,
notwithstanding the intermittent nature of the action of the pump. Where
there are two pumps, as is generally the case in locomotive engines; they may
each be provided with a separate air vessel, or both may be connected to the
same air vessel. The water is thrown by the pump g through the pump' i
and stop valve into the semi-annular pipe k, which is rivetted on the body of
the boiler, and communicates in a similar manner with the pump on the oppo-
site side of the boiler when two pumps are employed: 'A series of perforations
are made through the top of the boiler into the pipe k, so that the water may
enter at several different places instead of only entering at one place from
each pump, as is ordinarily the case. The water injected by the pump, being
at a lower temperature than that in the boiler, is specifically heavier, and conse-
quently descends among the tubes towards the bottom of the boiler. By this
means the cooling effect of the water is distributed and divided among the
tubes instead of being chiefly confined to a few tubes; as in 'the ordinary mode,
and the risk of leakage being occasioned by unequal contraction of the metal
is diminished. When the body of the boiler is only partially filled with tubes,
as has generally been the case heretofore, the feed water may be distributed
among the tubes by means of a perforated pipe, as shewn in Figures 20' bis,
and 20 ter. Figure 20 bis is a transverse section of a small portion of the
body of the boiler, and Figure 20 ter is a plan of the under side of the perfo-
rated pipe. d is the body of the boiler. kis the perforated pipe passing from
side to side above the top row of tubes of the boiler, and opening on each side
into a small chamber or valve box l, containing the stop valve j, which com-
municates with the pump by the pipe i. The under side of the pipe is per-
forated, as shewn in Figure 20 ter, the perforations near the centre being
the largest, so as to render the distribution of the water among the tubes as

page_text: regular as possible. To cause the feed water to circulate in a certain definite
course, in lieu of spreading at once to all parts of the boiler, a series of
divisions or partitions are fixed in the boiler and traversed by the tubes, as
shewn in Figure 15. These are fixed alternately to the top and bottom of the
boiler, and spaces are left alternately at the bottom and top of the boiler, so as
to allow the water to circulate in the direction of the arrow. By this means
the water becomes gradually heated, and the greater part of the steam is
formed at the fire box end of the boiler.
In Figures 21 and 22 a similar arrangement is shewn, but with this differ-
ence, that the partitions are carried up above the surface of the water and
into the steam channel e. A space, however, is left above each partition for
the passage of the steam. These partitions are also applicable to marine and
stationary boilers, as well as to locomotive boilers. Cocks, valves, or plugs,
which are not shewn in the Drawing, are applied at the bottom of the com-
partments formed by the partitions for the purpose of emptying them, and a
portion of the water may thus be blown off from time to time to remove any
deposit which may have formed.
Fifthly, the Invention relates to the application of a mud chamber or sedi-
ment collector to the boilers of locomotive and other engines.
Figure 23 is a longitudinal section, and Figure 24 is a transverse sec-
tion of the body of the boiler d, and the mud chamber m. The mud
chamber is divided into several compartments, each of which is provided
with a separate blow-off cock at the bottom, and communicates at the top
with one of the compartments into which the boiler is divided by the
partitions herein-before described. One compartment of the mud chamber,
however, serves for two compartments in the boiler, which communicate
with each other at the bottom. The compartments of the mud chamber
are of unequal size, and the smaller ones can be blown off while the
engine is at work. Each compartment of the mud chamber contains a series
of iron plates, or a quantity of pebbles or other substances presenting a large
aggregate amount of surface, for the purpose of facilitating the deposition and
ready removal of the sediment. Doors or openings are provided for inserting
and removing these iron plates or pebbles, or other surfaces. This arrangement
of mud chamber is also applicable to other descriptions of boilers, whether
marine or stationary.
Figure 25 is a longitudinal section of a tubular boiler without fire box or
smoke box, fitted with a mud chamber divided into compartments, and con-
taining pebbles or other surfaces for the deposition of sediment.

page_text: Sixthly, the Invention relates to the construction and arrangement of the
chimneys of locomotive engines.
One of the ordinary forms of chimneys is a plain cylindrical pipe, as shewn
at n in Figure 26, Sheet I., which is frequently surrounded at the top with a
moulding through which the cylindrical pipe passes. A convenient method
of regulating the opening consists in applying a disc o on a vertical axis p,.
by turning which the aperture may be more or less closed. When the engine
is running, and especially when running against the wind, the draught is.
impeded by the air having a tendency to beat down the chimney. To obviate
this defect various plans have been heretofore proposed, some of which are
represented in the Drawings. Figure 27 is one of these, in which the chim-
ney n and blast pipe q are both curved or bent towards the back of the engine.
Figure 28 is a vertical section; and Figure 29 is a plan of another of these
arrangements, in which a curved shield r is placed in front of the mouth of
the chimney to protect it from the wind.
Another method is, to form the chimney with a trumpet-shaped mouth. The
whole, or some portion of the advantage of this form is, however, lost, if the
top be partially covered by the disc or damper o, shewn in Figure 26. To
obviate this defect, therefore, according to the present Invention, a slit is,
made in the side of the chimney at the point at which the enlargement com-
mences as shewn in Figure 30, and the disc o is adjusted so as to work.
through this slit.
Figure 31 represents an improved modification of the chimney shewn in
Figure 27. In this arrangement the chimney n is placed at an angle instead
of being bent, and the blast pipe q has merely a small bend to direct the steam
in a line with the axis of the chimney.
Figure 31 bis is a plain cylindrical chimney n, the top of which is sloped
off at the back, so that the front part, being higher than the back, may serve
in lieu of the shield r, shewn in Figures 28 and 29.
Figure 32 shews a chimney, n, similar to that last described, with the
addition of the improved arrangement of damper, consisting of the disc o
turning on the spindle p, and working in a slit in the chimney..
Figure 34 is a vertical section, and Figure 85 a plan of another form of
chimney, also furnished with the improved arrangement of damper. In this
chimney the funnel-shaped mouth is cut away at the back to facilitate the
escape of the products of combustion.
Figure 36 is a vertical section, and Figure 37 is a plan of a chimney,
similar in its general form to that shewn in Figures 28 and 29, but with the
addition of a curved surface at s for the purpose of directing the air, against
which it impinges when the engine is running.

page_text: Figure 38 is a vertical section, and Figure 39 is a plan of a chimney
similar to that last described, with the exception of the surfaces being
curved in the opposite direction.
+
Figure 40 is a vertical section, and Figure 41 a plan of another chiinney.
similar to that shewn in Figures 38 and 39, but with' a larger shield and less
abrupt curves: :
Figure 42 is a vertical' section; and Figure 48 is a plan of another form
of chimney. Figure 44 is a side elevation; Figure 45 is a front elevation,
and Figure 46 is a backrelevation of the same. This' chimney, is similar
to that shewn in Figúres 40 and 41; with the addition of, a curved surface t
placed above the surfaces, and a number of vanes u, u, placed between these
two surfaces for the purpose of causing the air to pass in, the direction of the
arrows, and thus assist the draught of the chimney instead of injuring it..
All the chimneys shewn in Figures 36.
with discs or dampers o, as shewn in
inclusive may be furnished
or these dises may be
placed lower down, and may work through slits in the sides of the chimneys,
as herein-before described with reference to Fig. 30:
.
Figure 47 is a vertical section; Figure 48 is a plan, and Figure 49 is
a back elevation of an arrangement shewing the application of a single
shield ŕ and deflecting surface sto pair of chimneys on the same locomotive
engine as will be herein-after described. n, n', are two chimneys; o..o', are
the two dampers, and p, p', their spindles; r is the shield, and s the deflecting
surface for directing upwards the air against which it impinges. The two
chimneys may be enclosed in a casing of the form shewn by the dotted lines in
Figure 48.
ش
.
Figure 50 is a transverse section, and Figure 51 is a side elevation
of a chimney provided with a spark-arrester or apparatus for preventing the
escape of sparks; n' is the chimney, on the top of which is a cap ü, furnished
with a number of curved vanes w, for giving a curved or rotary direction to the
escaping products of combustion; and thus causing the sparks to be thrown by
centrifugal force against the sides of the spark-arrester. 'd, e, is a conical
flange which serves to arrest the 'motion-of any of the sparks which may be
driven upwards by the draught; a, b, c, is a lining placed at a short distance
from the sides of the outer casing ; 9, 9, are two channels passing down the
sides of the smoke "box, and communicating with the lower part of the
casing x. The sparks which are driven up against the flange 'd, 'e, fall down
behind the lining 'a, b, c, into the lower part f, and are removed through the
channels g, g; q is the blast pipe. The top of the 'casing a is provided with a
disc damper o working in a slit in the side, and turned by the vertical spindle
p. A deflecting surface s is fixed in front of the top of the casing. à to direct

page_text: the air upwards and prevent it from beating down the chimney. Figure 52
is a vertical section of another form of spark-arrester; y is a portion of the
smoke box; q is the bläst pipe; n is the chimney; o is the damper turning on
its spindle p; s is the air deflecting surface; a, b, c, is the lining applied for a
similar purpose to that shewn at a, b, c, in Figure 50. The sparks which are
directed downwards by this lining are removed through the channels g..
Seventhly, the Invention relates to the construction, and application to.loco-
motive engines of two or more chimnies, in conjunction with two or more
blast pipes, and the means of regulating the escape of the steam through the
same. It has hitherto been customary to construct locomotive engines with only
one chimney and one blast pipe, although an additional pipe has sometimes
been applied to allow a portion of the steam to escape into the atmosphere in
lieu of passing up the chimney with the products of combustion.
methods of varying the aperture of the blast pipe have also been proposed.
The arrangements herein after described are intended to combine several of
the advantages sought for, and to enable the engine driver to regulate the
draught at pleasure.
Various
In Figures 13, 14, and 15 is shewn a locomotive engine provided with two
chimneys n, n', and two blast pipes q, q'; and in Figures 53, 54, and 55 is
shewn an arrangement of slide valve adapted for regulating the passage of the
steam up these blast pipes. Figure 54 is a plan of the lower part of the
smoke box. Figure 53 is a transverse section of the same through the educ-
tion pipes 7, 7, leading from the cylinders. Figure 55 is a longitudinal section
through the blast pipes q, q', and the centre of the smoke box s is a chamber
which receives the steam from the two cylinders of the engine, and being of
large capacity serves to regulate and equalize the flow of the steam up the
blast pipes. t is a sliding plate or valve having two apertures in the positions.
shown by the black lines at u, u¹, in Figures 58, 59, 60, and 61, which are
plans of the valve. This valve is moved by means of the rod v and levers v¹
and . The two blast pipes q, q' are of a flattened form and of unequal size.
When the valve is in the position shewn in Figures 53, 54, and 55, the larger
blast pipe q is open, while the smaller one q¹ is closed by the valve. If the
valve be now drawn forward by means of the rod v, the blast pipe q' will also
be opened, and the steam will escape at both blast pipes. If now the valve.
be drawn still further forward, it will close the large blast pipe q,. while the.
smaller one q¹ remains open. By reversing the operation and pushing the
valve back the large blast pipe 7 will be opened, and will remain open, while.
the further motion of the valve closes the smaller blast pipe q¹, and by still

page_text: further continuing the motion the large blast pipe q will also be closed so as to
arrest altogether the escape of the steam. By this arrangement three prin-
cipal areas of discharge are obtained, that is to say, the small blast pipe alone,
or the large blast pipe alone, or both together; and by placing the valve in the
intermediate positions any intermediate area of opening may be obtained if
required, and the blast pipes may be closed altogether when necessary.
Figures 58, 59, 60, and 61 represent the four principal positions of the
valve. The black lines represent the valve t with its openings u, u., The
blue lines represent the blast pipes q, q', and the shaded parts represent the
areas of discharge in the different positions of the valve. When either of the
blast pipes is closed the chimney corresponding to it may also be closed by its
damper if required, to prevent any down draught in that chimney. The
chambers renders the blast much more regular than that obtained by con-
necting the blast pipe directly to the valve box of the engine in the ordinary
manner. w is a safety valve to prevent any danger of the chamber s being
burst by the valve t, being completely closed while the engine is working.
x is a cock for drawing off any water which may condense in the chamber 8.
When the engine is suddenly reversed while in motion, a vacuum is formed in
the blast pipe, which has a tendency to draw in dust and ashes from the
smoke box to the injury of the cylinders and pistons. By closing the valve t
entirely, under these circumstances this injurious effect is prevented. y is a
door for cleaning out the chamber s.
In Figures 53, 54, and 55 the chambers is supposed to be made of wrought
iron plates rivetted together; and at h, in Figure 55, is shewn a portion of a
wrought iron air vessel for the supply of the feed water, as herein-before
described with reference to Figure 19.
In Figures 56 and 57 is shewn an arrangement of blast pipes, valves, and
regulating chamber, similar to that shewn in Figures 53, 54, and 55, but the
chambers is here intended to be made of cast iron and in one piece with the
air vessel h. z is one of the steam cylinders bolted directed to the chamber s.
Three or more chimneys and blast pipes may be applied in a similar manner,
so that any one or more may be opened, or the whole may be closed. Two
chimneys, with two blast pipes of unequal size will, however, be found sufficient
for. the purpose, and less complicated than any greater number. A single
chambers may be employed for both working cylinders and blast pipes, or a
separate chamber, and blast pipe may be employed for each cylinder.
In Sheet VIII. are shewn several arrangements by which the length of
smoke box required for receiving two chimneys may be reduced. Figure 1 is
a side elevation, Figure 2 is an end elevation, and Figure 3. is a plan of the

page_text: smoke box and chimneys, and part of the body of a locomotive boiler, in which
the chimneys are placed side by side instead of one behind the other. The
flange at the bottom of the chimneys by which they are both fixed may be
made to overlap the body of the boiler, as shewn in the Figures, so that the
smoke box is then very little wider than the diameter of the chimneys. The
black spots in the Plan indicate the position of the blast pipes.
Figure 4 is a side elevation, Figure 5 is an end elevation, and Figure 6 is a
plan of another arrangement of the chimneys. In this case the chimneys are
placed one behind the other, but to save space they are placed close together
and fixed by a single flange or plate, which overlaps the body of the boiler at
one end, and is turned down over the front of the smoke box at the other end.
A similar arrangement is shewn in the side elevation Figure 7; and with a view
of still farther reducing the space required, the chimneys may be made of a
rectangular, oval, or flattened sectional form, as shewn in the Plans, Figures
8 and 9. Figure 10 is a plan of two chimneys of a D form, placed side by side,
and having the external appearance of a single flattened chimney.
Eighthly, the Invention relates to various modes of treating the steam
previous to its arrival at the working cylinders of steam engines, principally
with a view to obtaining the steam free from the excess of water which it is
apt to carry over with it in locomotive engines as ordinarily constructed. The
causes of this excess of water being carried over are various, such as the agita-
tion of the water, the smallness of the steam room, and the too close proximity
of the aperture of the steam pipe to the surface of the water. There is, how-
ever, another cause of the water being carried over, which appears to have
attracted but little attention, and this is, the intermittent nature of the expen-
diture of the steam due to the closing of the slide valves at each end of the
stroke of the engine. It is true that the employment in locomotive engines
of two cylinders, working on cranks at right angles to one another, has a
tendency to equalize to some extent the expenditure of the steam; but there
still exists an irregularity which is much increased when the steam is used
expansively. The steam is thus drawn off irregularly from the boiler, which
causes the water to boil up irregularly, and to be carried over as froth with the
steam. The arrangements next herein-after described are intended to obviate
this defect by drawing off the steam, from the boiler in a more regular and
uniform manner. One of these arrangements consists in employing a regulator
or throttle valve in the steam pipe, which valve is caused to open and close
inversely with the opening and closing of the slide valves or working valves of
the engines, so that when the cylinders are taking the steain at the greatest

page_text: velocity. the throttle valve may be least open. To make this arrangement act
efficiently, however, it is necessary to apply a steam chamber between the
throttle valve and the working valve, or to increase the capacity of the: steam
pipe at that part much beyond its usual dimensions, in order that the cylinders
may be partly supplied by the expansion of the steam contained in this
chamber during that part of the stroke of the pistons at which they are con-
suming the steam with the greatest rapidity. Another arrangement. consists
in applying a steam chamber on the steam pipe between the ordinary regulator
or steam cock and the working valve of the engine, and keeping the regulator
partially closed to such an extent as to maintain a lower pressure in the steam
chamber than that in the boiler. By this means the flow of steam from the
boiler to the steam chamber will be nearly uniform, while the flow of the steam
from the steam chamber to the working cylinders will be intermittent or
irregular as usual. This method of regulating and equalizing the flow of the
steam may be still further extended by applying a series of steam chambers
with valves or apertures from one to another, of such dimensions that the
pressure of the steam may be lowered in entering each chamber; the steam
passes from the last of these chambers to the working cylinder of the engine.
When valves are employed between the several cliambers they may either be
adjusted and fixed in their positions with the exception of one, which serves as
the regulator or steam cock, or they may all be so connected as to be opened
and closed by the same rod or lever.
Figure 62 shows an arrangement of the latter sort. a, a, a, a, are a series
of valves or regulators which are capable of being moved by means of the
short levers b, b', b, 13, fixed on the spindles c, c, c, c", which also carry the
slotted levers d, d, d³, d³. A rod e, is furnised with a series of pins which
enter the slots in these levers, so that by moving the rod endways all: the
valves are simultaneously moved. By approximating one end or the other of
the rode towards the axes of the levers an amount of motion may be given to
each valve greater or less than that of the preceding valve, so as to regulate
the amount of the reduction of the pressure of the steam in the successive
chambers.
.....
Figure 63 is an elevation of one of the valves a, which is made with two
apertures, the upper one being of an angular form so as to admit the steam
very gradually when first opened. The axis.c, by which the valve is moved,
passes through the side of the chamber at., where it may.be packed by an
ordinary stuffing box to prevent the escape of the steam, or the method-shewn
in Figure 63 may be adopted for that purpose. In this method the axis or
spindle cis, turned conical at the place where it traverses the side of the boiler

page_text: or chamber, and it is fitted into a conical hole made in the same, or in a bush
of brass or other suitable material, as shewn at f, in Figure 63, and also in
Figure 67, in which last Figure a portion only of the spindle s is shewn. The
opposite end of the spindle c is supported in a socket or bearing, in which is a
screw g, by tightening which the conical part of the spindle c'is pressed into its
bush. A spring is introduced between the screw g and the end of the spindle-c
to prevent the spindle from becoming set fast by the pressure of the screw.
Figure 64 is a longitudinal.section of an arrangement of a series of throttle
valves for obtaining the same effect! as the last described arrangement of slide
valves.
Figure 65 is a section of one of the throttle valves drawn to a larger scale,
and Figure 66 is a transverse section, shewing the mode of preventing the
escape of steam at the spindle.. a, a, a², as, are the throttle valves fitted
into the pipe b, which is thus divided into several sections, each of which is
in communication with a separate steam chamber, not shewn in the Figures.
The valves are worked by the slotted levers b, b, b, b, and. the rod e, in the
manner already described with reference to Figure 62; or they may be worked
by simple handles, as shewn at d, in Figure 66. The spindles of the valves
are made conical at one part, as shewn at in Figure 66, and fitted into
conical holes in the sides of the pipe b, into which they are pressed by springs
and screws g, in the manner already described with regard to. Figure 63. This
mode of adapting a conical spindle, pressed up by a spring, in lieu of employing
a stuffing box, will be found advantageous for the ordinary regulators or steam
valves of steam engines, as well as in many other cases. It is not essential
that the spindle should be turned to an exact conical form, provided that the
part which is fitted into the hole or bush is larger at one end than the other,
and is kept in its place by the action of a spring. It is also preferable to place
the largest end or base of the cone on that side of the bush which is exposed
to the greatest pressure of steam, so that the spindle may be kept in its place
by the steam in conjunction with the pressure of the spring. The form of the
regulating chambers or reservoirs herein-before mentioned may be varied at
pleasure, but the greater their capacity the more perfect will be their action
in regulating the ebullition of the water in the boiler and prevent. its; being
carried over with the steam.
Figure 68 is a longitudinal section, and Figure 69 is a transverse section of
the body and part of the fire box of a locomotive boiler, provided with a series
of four regulating chambers x, x, x², xª³. The apertures or valves which
admit the steam from one compartment to another are indicated by the small
circles, and the direction of the steam is indicated by the small arrows. The

page_text: boiler shewn in these Figures is constructed in a similar manner to that shewn
in Figures 21 and 22, the whole of the body being filled with tubes, but the
regulating chambers are equally applicable to other descriptions of boilers,
whether locomotive, marine, or stationary. Thus, Figure 70 is a longitudinal
section of a locomotive boiler of the ordinary construction, furnished with a
series of regulating chambers x, x, x, x³, the first of which receives the steam
from the steam dome c, and the last of which delivers it to the cylinders, or
into a heating vessel u, placed in the smoke box, from whence the steam
passes to the cylinders. This heating vessel u is herein-after described.
Figure 71 is a longitudinal section, and Figure 72 is a plan of a portion of
a locomotive boiler similar to that shewn in Figures 13, 14, 15, 16, 17, and
18, with the addition of a series of regulating chambers x, x1, x2, a³, formed in
the steam dome by means of one horizontal partition and four vertical parti-
tions. The steam from the boiler first enters the chamber x, and thence'
passes successively through the regulating valves or apertures into the cham-
bers x1, x2, and a³, and thence by the pipe f to the working cylinders.
Figure 73 is a similar arrangement to that last described, except that the
regulating chambers x, x1, x2, are formed by horizontal partitions, supported
and strengthened by stays. The mode above described of obtaining dry steam
or steam free from water consists in equalizing the flow of the steam from the
boiler, and thus rendering the ebullition more uniform, as already mentioned.
Another mode of obtaining the steam in a dry state consists in heating it after
it has left the boiler, by which means the water carried over with the steam is
converted into vapor, and the elastic force of the steam is increased. This over
heating or super heating of the steam may be employed alone or in conjunction
with the regulating chambers last berein-before described. In Figures 15
and 16 is shewn a super-heating vessel u, placed within the smoke box, and
traversed by a number of small vertical tubes. Two larger tubes allow of the
passage of the blast pipes q, and 9', as shewn also in Figure 76, which is a
horizontal section through the vessel u, on the line G, H, in Figure 15. The
products of combustion pass round the vessel u, and through the small vertical
tubes, and afterwards escape up the chimneys n, n¹. The steam from the boiler
enters the super-heating vessel u by the pipe f, and passes from the vessel to
the working cylinders of the engine.
Figure 76 bis is a horizontal section of a similar super-heating vessel u, but
with this difference, that it is of a circular instead of a square form. In
Figure 70 is shewn a similar super-heating chamber u, applied in conjunction
with a series of regulating chambers, as herein-before mentioned.
Figure 81 is a longitudinal section of a locomotive boiler, combining several of

page_text: the improvements herein-before described: The body of the boiler is completely
filled with tubes, and provided with a steam channel e on the top, into which
are carried up the partitions for causing the circulation of the feed water which
is introduced through the air vessel h and semi-annular pipe k. The top of
the steam dome is divided into regulating chambers x, x, x, from whence the
steam passes through the pipe f into the super-heating chamber u, and thence
to the cylinders. The waste steam from the cylinders enters the blast regu-
lating chambers and passes up the two blast pipes q, q', and escapes at the
chimneys n, n. A valve is employed to regulate the blast, as described with
reference to Figures 53, 54, 55, 56, and 57. m is a mud chamber divided
into compartments, and containing plates or pebbles, or other sediment-col-
lecting surfaces, and provided with blow-off cocks, by which either compart-
ment may be sepurately emptied.
Figure 77 is a longitudinal section of the body and part of the fire box of
a boiler, in which the steam dome c is divided into regulating chambers; as
above described. Figure 77 bis is a transverse section of the same. In this
boiler the steam pipe f is carried over the top of the steam channel e, as in
Figure 71.
Figure 78 is a longitudinal section; and Figure 79 is a transverse section of
a similar boiler with regulating chambers in the steam dome. In this arrange-
ment, however, the steam pipe f is inclosed within the steam channel e, which
is made higher to receive it. By this means the steam in the pipe is not only
prevented from becoming cooled, but on the contrary becomes somewhat super-
heated, as the steam in the channel e will necessarily be at a higher tein-
perature than that in the pipe f, which has lost temperature from having been
partially expanded in the regulating chambers. In lieu of employing separate
regulating chambers and super-heating vessels, as herein-before described in
reference to Figures 70 and 81, the same vessel or vessels may be made to
serve for both. Thus, Figure 74 is a longitudinal section, and Figure 75 is a
horizontal section of the smoke box of a locomotive boiler, in which is con-
tained a super-heating vessel divided into chambers x, x1, x2. The steam
comes from the ordinary steam dome by the pipe f, and passes successively
through the regulating chambers x, x, xs, and thence to the working cylinders,
as shewn by the arrows. The small circles indicate valves or apertures whose
area of opening is adjusted so as to maintain a successively decreasing pressure
in the successive chambers. Two vertical tubes pass through the vessel and
allow of the passage of the blast pipes q, q'. The smoke or products of com-
bustion pass up the vertical tubes and round the exterior of the vessel, and
then escape at the chimneys n, n'. The vessel may be fitted with a number

page_text: of small vertical tubes in a similar manner to that shewn in Figure 76, for the
purpose of increasing the heating surface, and giving a freer passage to the
products of combustion.
Figures 86, 87, 88, '89, and 90 .arc longitudinal sections of other forms of
regulating chambers, capable of being also used as super-heating vessels, and
more particularly adapted for stationary boilers. They may be placed in the
flues or chinneys.so as to be heated by the waste heat from' tlie boilers.
They are cylindrical vessels with hemispherical ends, divided into chambers
a, a, a, a, and furnished with valves or apertures indicated by the small
circles, and so adjusted as to maintain a successively decreasing pressure in the
manner herein-before described. In Figure 86 the valves or apertures are in
the centre of the chambers'; in Figure 87 they are situated in valvo boxes
on the exterior, so as to be more easily accessible. In this last arrangement,
however, the circulation of the steam in the chambers would be less perfect,
and this arrangement is therefore not so well adapted for heating the steam 'as
that shewn in Figure 88, in which the circulation is insured by conducting the
steam by means of pipes from the top of one chamber to the bottom of the
next. Figure 89 is a similar arrangement to that shewn in Figure 86, but
placed in a vertical position for the convenience of placing it in a chimney.
Figure 90 is another vertical arrangement with external' valve boxes. It is
evident that other forms of régulating chambers may be adopted, as inay be
found convenient.
In Figures. 82, 83, 84, and 85 are shewn various arrangements of, spherical
valves, suitable for regulating the passage of the steam into the regulating
chambers. In all these Figures. a is the spherical valve resting on its seat b,
and contained within a cage c.. In Figure 82 the valve is loaded with a
weight d, capable of-rising and falling in the cage c, and in Figure 83 ȧ.spring
e answers the same purpose as the weight. The spring or weight is so adjusted
as to maintain the requisite difference of pressure between 'the chambers. In
Figure 84 the opening of the valve is adjusted by means of a rod f, the upper
part of which is screwed into the top of the cage c, so that by turning the rod
it is screwed up or down, and allows of more or less motion in the valve. In
Figure 85 the rod f is screwed through the side of the chamber or valve box,
and. provided with a handle on the exterior, by which the opening of the
valve may be regulated from the exterior. Other descriptions of valves may
also be used.
Figure 80 is a longitudinal section of a portion of a locomotive boiler, in
which a chamber for overheating the steam is formed within the boiler itself.
A is the super-heating chamber, the sides of. which are traversed by the tubes.

page_text: B. is the last of a series of compartments for heating the feed water which
passes by the pipe c, c, into the main steam-generating part of the boiler C.
The steam from the steam dome D passes by the pipe a into the chamber A,
and thence by a pipe 6 on each side to the working cylinders. The steam is
thus super-heated by coming in contact with the tubes through which the
products of combustion pass. The tubes are fixed in a steam-tight manner in
holes formed through the sides of this chamber by introducing into their
interior a tool consisting of a block divided into two or more pieces, which are
forcibly separated by means of a wedge or conical screw, so as to expand the
block and increase the diameter of the tube in the hole and on each side of it.
In Figure 25 is shewn a similar super-heating chamber A, which receives the
steam by the pipef from the regulating chambers x, x¹, x³.
In Sheet II., Figure 25, is shewn a longitudinal section, and in Figure 26
a transverse section of a boiler adapted for locomotive or other purposes,
which consists of three bodies, A, B, C, placed one above another. The lower
body A is filled or partially filled with tubes which convey the products of
combustion from the fire box E to the smoke box F, whence they return by
tubes through the second body B into the smoke box G, and thence by other
tubes through the third body C into the smoke box H, and up the chimney I.
The body C contains partitions to cause the circulation of the feed water which
enters at i and passes out at l, and thence through a pipe and a loaded valve
into the lower body A at m. The second body B is not filled with water, but
forms a super-heating chamber into which the steam enters at q, and passes
out at h. It may also be divided into compartments to serve as regulating
chambers. The bodies B and C are separated by a steam-tight partition 9,
which also serves to stay the sides of the boiler together. The boiler is stayed
at the junction of the bodies A and B by a number of rods c, c, c. The bodies
A and B are separated a steam-tight partition a, b, which is inclined to
facilitate the passage of the steam to the pipe e, by which it passes to the
super-beating body B. This partition is stayed at o, o, in the smoke box G.
fand r are partitions extending partially across the smoke boxes to cause the
products of combustion to become mixed together.
Ninthly, the Invention relates to various improvements in the mode or modes
of working the valves of locomotive and other engines.
Some of the arrangements next herein-after described are intended to lessen
the friction of the valve gear by reducing the diameter of the rubbing sur-
faces, which, in the ordinary excentrics, is very considerable. This is effected
by the substitution of counter cranks attached to the main crank pin of the
R

page_text: engine, as herein-after described, which arrangements are more particularly
applicable to locomotive engines with outside cylinders. Some of these
arrangements are shewn on Sheet II., in which Figure 1 is a front view, and
Figure 2 is an end view of the main crank with a counter crank attached to it.
o is the main shaft or driving axle. P is the main crank, and O¹ is the crank
pin. Qis the counter crank, and O" is the counter crank pin. A rod from
this counter crank pin works the slide valve of the engine in lieu of employing
an excentric and rod. The counter crank is made longer than the main crank
in order to give "lead" to the valve, and it is capable of being moved on the
main crank pin so as to vary the "lead" and length of stroke of the valve.
By moving the counter crank so as to bring the pin O" to the opposite side of
the centre line 0, 0, of the main crank, the effect will be to reverse the
engine.
In Figures 5 and 6 a nut is shewn at the end of the main crank pin O¹, for
the purpose of securing the moveable counter crank Q in any required position.
The position of the counter crank pin O", shewn by the black lines, is adapted
for working the valves when the main crank is revolving in the direction of
the black arrow, and the position O, shewn by the red lines, is adapted for
the opposite direction indicated the red arrow.
Another mode of varying the "lead" is to form the counter crank with a
slot in the end, in which the pin O" may be shifted and adjusted.
Figure 3 is a front view of a main crank P, with a fixed counter crank Q,
for driving the slide valve. Figure 4 is a section of the same, together`
with a detached view of a portion of the main crank. The main crank
pin O' is cylindrical in the centre, where the connecting rod R is fitted to it.
and conical at the two ends where it enters the main crank and counter crank.
It is fixed in the main crank by a key and a nut which is let into the back of
the crank. The other end of the pin O' is fixed in the counter crank by a key
and a nut, over which is placed a set nut to secure the first from becoming un-
screwed. The pin O" is fixed in the end of the counter crank by means of a
nut and set nut, and the rod D, for working the slide, is fitted to it. The counter
crank Q, is bent so as to enable the rods D and R to clear the nuts and
set nuts.
Figure 7 is a front view, and Figure 8 is an end view of a main crank P,
with a fixed counter crank Q, which carries a short moveable counter crank S,
secured by a nut, and on the pin of which a is fitted the rod which works the
slide valve. By shifting this small counter crank S into the position a¹, the
motion of the engine will be reversed. If the counter crank S be brought
in a line with the main crank P, its pin a will coincide with the centre of the

page_text: shaft O, and the valve will remain motionless.
The stroke of the valve may
thus be varied as required by fixing the counter crank S in different positions.
Figure 9 is a front view, and Figure 10 is an end view of a main crank P,
and counter crank Q, carrying a double counter crank S, U, which serves as a
substitute for two excentrics, and may be employed for driving a "link motion,"
or other motion ordinarily driven by two excentrics. Rods are fitted to the
pins a, b, in lieu of the excentric rods ordinarily employed. In this arrange-
ment the counter cranks are all forged in one piece of iron, with the main
crank pin o', which is turned conical at the end, and keyed into the main
crank P. These counter cranks may also be made of separate pieces of
metal fixed together by screws or nuts, or otherwise.
Figure 11 shews a "link motion" adapted for working the ordinary slide.
valve T, and also an expansion valve E. H, H', are the excentric rod or rods
attached to the counter crank pins a, b, in Figures 9 and 10, and jointed to.
the link I, which receives its motion from them, and gives motion to the bar
A, working in the guide D. To this bar are attached the rods B, C, which
respectively give motion to the slide valve T and the expansion valve E, which
works over one or more ports or apertures in the back of the ordinary slide.
box, and is inclosed in a second box fixed on the same. By this means the
effect of an increased "lap" of the ordinary slide may be obtained, and by
altering the expansion valve E the expansion may be altered. J is a rod, and
K a lever, by which the engine is reversed, as in the ordinary "link motion."
Figure 12 represents a portion of a similar arrangement, in which the
expansion valve may be varied while the engine is in motion. This is effected.
by making the expansion valve in two separate moveable pieces E, E', pro-
vided with separate rods terminating in pins or sliders f, g, which are fitted
into two inclined grooves in the plate F, which is capable of being raised and.
lowered by rods and levers in any convenient manner. B is a rod connecting.
the plate F with the bar A, which slides in the guide D. C is another rod
which works the ordinary slide valve T. The bar A is driven by a "link
motion," as shewn in Figure 11, or by any other ordinary valve motion. By
raising and lowering the plate F, the opening of the expansion valve is in-
creased or diminished. The rods from the two portions of the expansion
valve E, E', may be placed side by side, and pass through separate stuffing
boxes, or one may be made hollow and the other passed through it, and in
hat case the inner rod will pass through a stuffing box in the outer one, and
he outer one will pass through a stuffing box in the valve box.
In employing an excentric or a counter crank to give motion to a slide valve,
he motion of the valve is most rapid at the centre of its stroke, while it

page_text: diminishes or disappears at the ends of the stroke. Figure 14, Sheet II., is a
diagram, in which the Figures 1, 2, 3, 4, 5, 6, 7, 8, 9, on the straight line,
indicate the positions of tlie valve corresponding to the positions of the centre
of the excentric or counter crank; shewn by the same Figures on the dotted
circle. These Figures are placed at equal distances from one another on the
circumference of the circle; and consequently the spaces between them are tra-
versed in equal times when the engine is working at a uniform velocity. The
spaces, therefore, between any two adjacent Figures on the straight line are also
traversed by the slide valve in equal times, and it will be seen that the
central spaces are much larger than those near the ends of the stroke.
This peculiarity in the motion, produced by the excentric or crank, ren-
ders it much more advantageous than a uniforin motion, and still more
advantage would result if the velocity in the centre of the stroke could be
In Sheet II.,
increased, and that at the ends of the stroke diminished.
Figure 13, is shewn an arrangement by which this result is obtained.
A, B, is a lever, turning on the centre or way-shaft O, and working the slide
valve by a rod X. D is the excentric rod, or a rod attached to a crank or
counter crank, driven by or attached to the main shaft of the engine. In the
ordinary method of construction the excentric rod D would be jointed to a
pin on the arm B of the lever. In lieu of this it is jointed to a pin on the
end of the lever E, which pin is capable of traversing in a slot in the arm B.
The effect of this arrangement is that when the lever E is in a line with the
slotted arm B, the effective length of the slotted lever B is a minimum, and
consequently the velocity. of the slide valve is a maximum. When on the
contrary the excentric rod D is at either end of its stroke, the lever E is nearly
at right angles to the slotted lever B, whose effective length is then a maxi-
mum, and as the motion of the excentric rod end is nearly in the direction of
the slot in the lever B, it follows that the latter remains nearly stationary. By
this means the variation of velocity in the motion of the slide valve is much
increased, and the Figures 1, 2, 3, 4, 5, 6, 7, 8, 9, shew the relative positions
of the valve corresponding to the equal divisions indicated by the corresponding
numbers on the dotted circle. By comparing the different positions of the
valve in this Figure with those in Figure 14, the difference between this motion
and that of the cominon excentric will be obvious. This motion may also be
applied for working an expansion valve as well as for working an ordinary slide
valve, and it is applicable to locomotive, marine, and stationary engines
Figure 13 bis shews a modification of this arrangement, in which a fixed
curved slotted frame F is employed in lieu of the lever E in Figure 13. The
pin C, at the end of the excentric rod D, works in this curved slot, and also in

page_text: the straight slot in the lever B. Figure 15 is a diagram representing this
motion applied in connection with an ordinary "link motion" for driving a
slide valve and an expansion valve. The last may be omitted if preferred. F
is the main shaft, G the crank pins, H, H', the centres of the two excentrics
or of the counter cranks if such be substituted for the ordinary excentrics.
G, I, is the connecting rod jointed at I to the piston rod I, J. H, K, and
H', K', are the excentric rods jointed to the "link" K, K¹. B is a rod whose
end carries a pin and sliding block, which work in the slot of the "link"
K, K. This rod B passes through a guide supported on trunnions or bearings
at O, and the end of the rod is jointed to the pin a, at the end of the lever c, a.
This pin works in a slot in the lever i, a, in a similar manner to that described
in reference to the levers E and B in Figure 13. is the way shaft, which
carries the lever i, a, and also the lever i, f. g. Oue end of a connecting
rod b is jointed to this lever i, f, g, at f, and the other end is jointed to the
rod of the ordinary slide T. A second connecting rod m is jointed to the lever
i, f, g, at g, and also to the rod of the expansion slide t. The other lines indi-
cate the positions of the ordinary- levers and rods for raising and lowering the
link K, K. The blue and red lines and the small Figures indicate the
different positions of the various moving parts. The lever c, a, is shewn at
one extremity of its stroke, and the line c, a', indicates its position at the other
extremity of its stroke. The lever i, f, g, is also shewn at one extremity of
its stroke, and the line i, f, g, shows its position at the other extremity.
Figure 16 is a diagram of a modification of the last arrangement, in which
the lever i, a, in Figure 15 is prolonged below its fulcrum to form the lever
i, f, g, which communicates motion by the rods 6 and m to the common and
expansion slides. These rods, however, are not jointed directly to the lever
i, f, g, but their extremities carry pins which work in slots in this lever, and
the rods are guided by the levers n, o, and n, p, jointed to them. The ends of
these rods are jointed to the slide rods and move in straight lines. The effect
of this arrangement is to cause the pins at the ends of the rods band m to
move in the path indicated in the Drawing, the effective length of the lever
i, f, g, being greatest at the centre of the stroke and least at the ends of the
stroke, and the variations of velocity in the slide valve and expansion valve are
thus still farther increased.
In Figure 17 the lever i, f, g, which is supposed to be driven in the manner
described with regard to the same lever in Figure 15, is shewn as adapted to
give motion to the variable expansion valve herein-before described in reference
to Figure 12 on the same Sheet.
Figure 18 is a similar arrangement to that of which Figure 15 is a diagram.

page_text: F is the main shaft; G is the crank pin; G, I, is the connecting rod; H, H¹, are
the centres of a.double counter crank, similar to that shewn in Figures 9 and
10; H, K, and H, K', are the counter crank rods which drive the link K, K¹.
B is a bar or rod jointed at one end to the pin a of the lever c, a, and at the
other end to a block sliding in the slot of the link K, K¹. This bar B passes
through the guide O, which turns on trunnions or bearings so as to allow the
end of the bar B to follow the motion of the pin of the lever c, a. i, a, is the
slotted lever, in which the pin a works; i is the way shaft which carries the
lever or levers i, f, g, to which are connected the rods b, m, which work the
common and expansion slides. When only the common slide valve is used
the rod mis omitted; 9 is a connecting rod attached to the link K, K, and to the
lever r, s, t, turning on the fulcrum 8, and provided with a balance weight t.
u, is a lever attached to the lever r, s, t, and moved by the rod v, by moving
which backwards or forwards the link K, K', is raised or lowered, as in the
ordinary "link motion."
Figure 19 is an arrangement similar in principle to that shewn in the lower
part of the diagram, Figure 16. B is the bar worked by the link motion, as
in Figure 18, and driving the levers c, a, and i, a, in a similar manner. i is the
way shaft; i, f, g, is a slotted lever fixed on the way shaft. The ends of the rods
b and ni are jointed respectively to two blocks f and g, sliding in the slotted
lever. Their opposite ends are jointed to the valve rods T' and t¹, and at some
intermediate part of their length they are jointed to the levers n, o, and n, p,
by the action of which the ends f, g, are caused to traverse in the slotted lever
as already explained with regard to Figure 16. The axis n of the short levers
n, o, and n, p, may be placed over the way shaft i, instead of at the side of it,
as in Figure 19. An arrangement of this sort is indicated by the red lines' at
the upper part of Figure 13. If it be required to still farther increase the
variations of the velocity of the slide valve, this object may be effected by
attaching a pin to the extremity of the lever A, in Figure 13, and causing this
pin to work in a slot in a lever similar to A, B, placed above it. A third
slotted lever may be placed above this, and so on to any required extent. The
velocity of the pin at the end of each lever is thus modified in a similar
manner to that in which the velocity of the pin at the end of the lever
E is modified in the arrangement shewn in Figure 13, and the variations
of the velocity are thus multiplied.
Figure 20, Sheet II., shews a simple form of expansion valve, consisting of
a plain slide B, with one passage working over a face A, also with a single
passage or port. Figure 21 shews another expansion valve, in which several
passages and ports are employed. By adopting this last arrangement the

page_text: motion required for opening and shutting the passages may be reduced, as
several narrow passages may be used in place of one wide one.
Tenthly, the Invention relates to a mode or modes of regulating the supply
of water to locomotive and other boilers.
The end of this rod is jointed
the grooved lever B, which is
This grooved lever B is fixed
end of which is connected by
Sheet II., Figure 22, is a side view of an arrangement of levers and other
parts adapted for regulating the supply of water to the boiler by varying the
length of stroke of the feed pump, or by arresting its motion altogether. P is
the feed pump mounted on the frame of the engine or on the vessel R,
herein-before described and shewn at h in Figure 19, Sheet I. A is a
connecting rod by which the pump is driven.
to a pin x on a block of metal sliding in
shewn separately in Figures 24 and 24 bis.
to the spindle O on which is a lever C, the
a connecting rod D to the cross head of the piston rod of the engine, which
moves in the line H as far as the point a. The motion of the cross-head thus
gives motion to the levers C and B, and through the rod A to the pump P. A
link F, shewn by dotted lines, connects the rod A with a lever on the axis E,
which carries another lever and a rod, by means of which it can be moved by
hand. By raising the rod A by means of these rods and levers, the pin x may
be brought into a position concentric with the spindle O, and the motion of the
pump will then be altogether arrested. By lowering the rod A into other
positions intermediate between the centre O and the end of the lever B, the
length of stroke of the pump will be varied, and the quantity of water thrown
into the boiler at each stroke of the pump will be thus regulated. In the
Diagram, Figure 23, the arrangement of the levers and rods for raising and
A is the connecting rod, as in
lowering the connecting rod A is shewn.
Figure 22, and F is the rod by which it is raised and which is jointed to it at
d, and to the lever E, b, at b. E, a, is another lever on the axis E, and a, c, is
a rod connecting this lever to the long lever h, k, which is moved by hand.
e, f, g, is a fixed are provided with notches or catches for fixing the lever in the
various positions h, k, h, k, h, k, and the intermediate positions. The lines
E, a', E, a", E, 6, E, 6", show the range of the levers E, a, and E, b,
respectively. In this Figure and in Figure 23 bis is shewn a mode of con-
structing the grooved lever B with an external bearing to its spindle O in lieu
of causing it to overhang the spindle, as in Figures 24 and 24 bis, and a mode
of securing the pin x at various distances from the spindle O is also shewn in
the same Figures. The grooved lever B has a slot on each side; the rod A
passes through one of these slots, and is attached by its pin x to the sliding

page_text: and
9, 1,
block y; through the other slot enter the five projections m, n, p,
formed on two flat springs, which are fixed respectively at u and t; these
projections are capable of entering a notch in the block y so as to secure it in
any one of the five positions, and thus enable the motion of the pump to be
altogether arrested or adjusted to either of four different lengths of stroke.
The joint at bor d'is made rather slack so as to allow of the motion of the
rod A without the levers E, b, E, a, and h, k, being affected by it.
Eleventhly, the Invention relates to an improved mode or modes of con-
structing and arranging the axle guards and bearings of railway carriages and
engines.
Sheet III., Figure 1, is a front elevation; and Figure 2 is a side view of an
axle guard, which is made of elastic plates of steel, A, A, fixed to the
framing B, and carrying the guides C, C, between which works the axle box D.
The grooves in the axle box D, which receive the plates A, A, are wider at the
ends then in the middle, as shewn in Figure 2, so as to allow of the bending of
the plates A, A. By this means a degree of lateral elasticity is afforded so as
to diminish the concussions produced by the lateral oscillation of the carriages.
Figure 3 is a side view of another arrangement, in which A is the elastic stecl
plate or a guide attached to it; a, b, are two small projections in the groove in
the axle box D, which enter two small blocks c, d, one on each side of the
plate or guide A. This construction allows of the bending or inclination of the
plate A without interfering with the play of the axle box up and down in the
guides. In lieu of employing single plates A, several thin steel plates may be
placed side by side, and in that case the bolts which fasten the guides C, and
the cross bar E at the bottom should be firmly attached to one of the plates and
allowed to pass freely through the others. This is effected by making the
holes in those plates larger than in the first, and preventing the nut of the
bolt from confining these plates by introducing a short tube or ferule between
the nut and the first plate.
Figure 4 is a front view, and Figure 5 is a side view of another mode
of obtaining lateral elasticity. In this case the axle guard itself, C, is rigid,
and it is hung by a joint or hinge to the frame B, and is sustained by the
compound springs A, A, on each side. The axle box D is constructed as
shewn in the preceding Figures. The plates of the springs are of unequal
lengths, and the shorter ones are placed inwardly towards the axle guard C.
The others are bent at the ends, so that they all come in contact with the
axle guard. The longest plates are united, but not rigidly compressed; by
of a bolt passing through from side to side and secured by a nut.
means
}

page_text: Figure 6 is a side view of a similar arrangement to that shewn in Figures 4
and 5, but without the springs A, in lieu of which the parts shewn in Figure
7 are employed, and serve for the axle guards at both ends of the same axle.
A, A, are two springs, each formed of several plates of steel, like a carriage
spring, and connected together loosely by bolts and nuts and ferules. Theso
springs are fixed to the framework of the carriage, or to the lower part of the
boiler when applied to a locomotive engine. The rods F, F, connect the ends
of the axle guards C to these springs, which thus retain the axle guards in a
vertical position, but allow them to deviate from the position when exposed to
lateral concussions. G, G, are other rods for the purpose of stiffening the
frames and maintaining the joints of the axle guards in their proper positions.
These various constructions of axle guards and springs are applicable to rail-'
way waggons and tenders, as well as to other carriages. Besides reducing the
lateral concussions, they facilitate the passage of the carriages round curves.
Figures 8 and 9 are sections of improved forms of bearings for railway car-
riages and engines. A is the axle; B is the nave of the wheel; C is the
axle box; and D is the bearing, of brass or other metal. One end of this
bearing is enlarged in diameter and comes in contact with the nave B, and the
other end is made to cover the end of the axle A. By this means a much
larger amount of surface than in the ordinary construction is brought into
operation for resisting end pressure, and the bearing will thus wear for a longer
time before admitting of an injurious amount of end motion of the axle in the
bearing.
Figure 10 is an improved form of bearing, adapted for the driving axle of
a locomotive engine with outside cranks. A is the axle; B is the nave
of the wheel; C is the axle box; and D is the bearing. E is the outside
crank. The axle is turned down to a smaller diameter between the wheel
and the crank, and the bearing D is enlarged in diameter at the two ends,
where it rests against the nave of the wheel and against the crank.
Figures 11, 12, and 13 shew the method of adapting improved forms of
bearings to the axles and axle boxes of locomotive engines and carriages as
now constructed. The black lines shew the present forms, and the red lines
shew the alterations by which the bearing surfaces, both for carrying the
weight and for resisting end pressure, are enlarged.
4
Figure 14 is a separate view of the bearing D removed from the axle box.
Figure 15 is a section of an axle box and bearing, adapted for locomotive'
engines with outside cylinders. A is the axle; B is the nave of the wheel; C is
the axle box, and D is the bearing; E is the outside crank, which is keyed on
the axle, The boss of the crank is turned down to a smaller diameter on the

page_text: side next the wheel, and the bearing is made to fit it, as shewn in the Drawings
Ry this
arrangement the space occupied by the bearing is considerably reduced
when compared with bearings of the ordinary construction. This arrangemen
is also applicable to marine and stationary engines.
86
In Figure 16 is shewn a method of still farther economising space by
dishing the wheel, or in other words, inclining the spokes so that the
bearing is brought nearer to the centre of the engine. F is the wheel; G is
the framing of the engine, which may be brought so near to the wheel as only
to allow sufficient space to prevent its touching the tyre.
Figure 17 is a front view of the wheel. The spokes. of the wheel are
arranged in the form of a cone whose apex is in the axis or centre line of
the axle, or the spokes may be arranged alternately in two cones whose apices
are both nearer to the centre of the engine than the central plane of the
tyre of the wheel.
Figure 18 is an elevation, and Figure 19 is a section shewing an improved
method of constructing the crank and counter cranks, and their pins and con-
necting rods. The crank E is similar to that shewn in Figures 15 and 16.
A is the driving axle. The crank pin H is forged in one piece with the
counter crank I, and the counter crank pin J is forged in one piece with the
second counter crank K and its pin. The pin J is keyed into the counter
crank I, and the pin H is keyed into the crank E. The connecting rod ends
are made with spherical bearings, of brass or other metal, which are fitted on
spherical collars L, M, N, which are slipped upon their respective pins. By
making these collars separate they may be removed at any time and replaced
by others.
Twelfthly, the Invention relates to an improved mode or modes of mounting
railway wheels upon their axles, as shewn in Sheet III., Figures 20 to 27
inclusive.
Figure 20 is a front elevation, and Figure 21 is a section of portions
of a pair of railway wheels mounted upon an axle. A, A' is the axle ;
B, B' are the naves of the wheels. The nave B is keyed on the axle in the
ordinary manner, but the nave B' is loose upn the axle, so as to be capable of
turning independently of it. O, P, are two rings, which are secured to the
axle by the screws o, o, and p, p, which are screwed through the rings into
cavities formed in the axle to receive their ends. One or more holes are
forined in the nave B', which are closed by the screw stoppers q, J. These
holes serve for the introduction of oil or grease to the axle. The ends of the
axle A, A' are mounted in bearings similar to those shewn in Figures 8 and 9,

page_text: or in bearings of the ordinary form. The two wheels, being thus free to revolve
independently of each other, are enabled to pass round curves with greater
facility than the wheels mounted and fixed on their axles in the ordinary
manner employed on railways. At the same time there is very little wear
between the nave B¹ and the axle, because the difference of the motion of the
two is very slight even in passing round curves, and disappears when passing along
a straight line of road, provided the wheels are exactly of the same diameter.
Figure 22 is a front view, and Figure 23 is a section of an arrangement
very similar to that last described, in which, however, the axle A, A¹, is provided
with collars Q, Q. The wheel B rests against the collar Q, and is keyed fast
on the axle. The wheel B' is kept in its place by the collar Q', and the
ring P and screws p, p.
Figure 24 is front view, and Figure 25 is a section of a similar arrangement,
but without the collar Q.
Figure 27 is a section of a somewhat different arrangement, in which the
ring P is screwed on the axle, and prevented from unscrewing by the screws'p.
Figure 26
a front view of the ring P, which is furnished with notches on
the exterior for receiving a spanner, by which it is screwed on to the axle. A
strap r, with an angular notch at each end, is placed between the heads of, the
screws p, after they have been screwed up, to prevent their becoming acci
dentally unscrewed. This strap is secured in its place by a small screw
passing through the middle and into the ring P, or in any other suitable
manner. In other repects this arrangement is similar to those last herein-
before described, the wheel B' being free to turn on the axle, while the wheel
at the opposite end of the axle is keyed fast upon it.
Thirteenthly, the Invention relates to certain improvements in the applica-
tion of metallic packing in the stuffing boxes of the piston rods of locomotive
engines, which improvements are applicable to other engines and other similar
cases in which stuffing boxes are required.
Sheet III., Figure 30 is a section of a stuffing box, in which is fitted a
block or bush of metal A.
This is accurately fitted into the stuffing box B,
and also to the piston rod C, and is kept in its place by the gland D and
screws E, E. The bush A is either made of a hard metal which will bear a
considerable amount of friction, or it is made of a soft and compressible metal.
In the first case, when it becomes so much worn as to leak to an inconvenient
extent, it is to be replaced by another similar bush, fitted into its place, and
exactly fitting the piston rod. If the bush be made of a compressible metal,
it is to be compressed from time to time by means of the gland and screws, so

page_text: as to squeeze up the metal in contact with the piston rod in proportion as it
wears
away.
A, A¹
Figure 31 is a longitudinal section, and Figure 32 is a transverse section
of a different method of applying metallic packing to a stuffing box.
are two metallic rings, on each of which is a screw a, a, which enters a spring
b. b. The stuffing box B is made of the form shewn in Figure 32 to receive
these springs, which press the rings A, A' in opposite directions against the
piston rod C. F is a plate which is pressed against the rings A, A' by means
of the spring f. The rings A, A¹ are thus kept in close contact with each
other, and with the opposite sides of the rod C, and the springs maintain the
contact notwithstanding that the rings are gradually worn away by the friction
of the rod. The springs b, b' may be tightened up from time to time by with
drawing the rings A, A¹ from the stuffing box, and screwing the springs farther
out on the screws a, a', and then replacing them in the stuffing box. The
cover or gland D is fixed steam-tight on the stuffing box, being secured by the
screws E. In lieu of two rings A, A', any greater number may be employed.
Fourteenthly, the Invention relates to improvements in the construction of
springs for railway carriages, and other purposes.
Sheet III., Figures 33 to 40 inclusive show 'improved arrangements of
springs, in which the plates are so arranged that they may come into action
successively in lieu of all coming into action simultaneously, as in springs made
in the ordinary manner.
Figure 33 is a side view, and Figure 34 is a plan of the under side of a
spring thus constructed. The plates are bent to curves of progressively in-
creasing radii, so that a light load is supported' by the upper plate alone, and
as the load is increased the plates come successively into action one after
another. The lower plates may be made thicker than the upper ones, or
they may all be made of the same thickness.
Figure 35 is a side view, and Figure 36 is a plan of a similar arrangement,
but in which the plates are all of the same length in lieu of being gradually
and successively reduced in length, as in springs of the ordinary form, and
they are moreover tapered from the middle to the ends. It is preferable that
these plates should progressively increase in thickness from the top plate
downwards. These springs are constructed of such proportions and strengths
that the load when at rest is supported by one or more of the upper plates, s
and the effect of oscillations or concussions, when the load is in motion, is
received by the lower plates being also brought into action.
Figure 37 is a side view, and Figure 38 is a plan of another spring or

page_text: series of springs constructed on the same principle. The plates are fixed in
the centre with blocks or distance-pieces to prevent their touching one another,
and their ends are provided with pins which enters a series of slots in bars or
links at each end of the spring. These slots increase in length progressively
from top to bottom of the bars to which the load is suspended, so that the
upper plate is the first to come into action. The plates in these Figures are
shewn of equal thickness. In Figures 39 and 40 a similar arrangement is
shewn, excepting that the plates here increase progressively in thickness from
above downwards, which construction is to be preferred.
Fifteenthly, the Invention relates to improvements in the fore carriages, or,
as they are sometimes called, "bogy frames," of locomotive engines. The
"bogy frame is a small four-wheeled truck, on which the fore part of the
locomotive engine rests, while the hind part is supported by the driving
wheels. A certain amount of motion is allowed in the "bogy frame," which
facilitates the passage of the engine round curves.
Figure 41, Sheet III., is a side view of a "bogy frame" of the ordinary
construction. A is a portion of the frame; B, B, are the wheels. placed very
close together, and furnished with one spring on each side, resting on the
bearings of the two axles; C is part of the frame of the engine which rests
upon two opposite supports, one of. which is shewn at D. The bogy frame is
united to the engine frame by the pivot E, in or near the centre of the frame.
Figure 42 is a side view, Figure 43 a section, and Figure 44 a plan
of a bogy frame combining several improvements. The wheels are placed
at. a, considerable distance apart, by which means the steam cylinders
may be placed between them, as shewn by the red lines in Figure 43,
the cylinders being of course fixed to the frame of the engine and inde-
pendant of the bogy frame. Each wheel is provided with a separate
spring G, which may be made in the ordinary manner, or on the plan
herein-before described with reference to the Figures 33 to 40, Sheet III.
The frames A, A, are united by a strong box F, made of plate iron or other
suitable material. This box serves also to receive weights if required, to cause
the bogy frame to run steadily on the rails. C is the framework of the engine,
which rests on four points D, D, D, D, on the bogy frame. In lieu of the
central pivot E in Figure 41, the following construction is adopted. H is a
pivot attached to the engine frame and entering a block sliding in a guide I
attached to the bogy frame behind the hinder axle of the same. J is another
pivot or pin working in a transverse guide K, attached to the bogy frame in
front of the fore-axle of the same. This pin is free to move in a direction

page_text: transverse to the bogy frame, while the pivot H is capable of moving in the
direction of the length of the bogy frame. The effect of this construction is,
that the bogy frame is propelled or drawn forward by the pin J in front, while
the pivot H causes the direction of the wheels to follow more exactly that of
the curves in the road than would be the case if only one pin or pivot were
employed. The side motion of the engine frame upon the bogy frame is,
however, partially checked and restrained by means of the springs L attached
to the engine frame C, and entering a space alongside of the transverse guide
K on the bogy frame. These springs are shown in the front view, Figure 45,
and in the plan Figure 46, and are constructed and united in a similar
manner to those shewn in Figure 7 on the same Sheet of Drawings, and
herein-before described. When it is desired to place the steam cylinders in
the position shewn by the red lines in Figure 43, the bogy frame is constructed
with outside framing A, and the engine is constructed with inside framing, and
rests upon four supports on the bogy frame in the positions shewn by the red
lines at D¹ in the plan Figure 44.
Sixteenthly, the Invention relates to the construction of the brakes of rail-
way carriages and engines.
Figure 47 is a side view, and Figure 48 is a transverse section of a
portion of a carriage fitted with a brake, which acts directly on the
rails in lieu of acting on the wheels of the carriage. This brake is
not new, and is only introduced here to facilitate the explanation of the
improved brakes herein-after described. A, A, are blocks of iron or wood,
provided with flanges, and capable of being raised and lowered by means of
the rods B, levers C, rods D, nut E, and screw F. G is a handle for turning
the screw F. H is a link attached at one end to the framing of the carriage,
and at the other to the block A. When it is desired to check or stop the
motion of the carriage, the handle G is turned, and the blocks A forced down
upon the rails until they sustain more or less of the weight of the carriage.
The effect of thus resting a portion of the weight of the carriage directly on
these blocks is to produce great vibration in the framework of the carriage.
When the brake is not in action the blocks A must be raised sufficiently high
that they may not come in contact with the rail during the oscillation of the
springs of the carriage; and as the screw F must be of a sufficiently fiue thread
to enable the brakesman to lift a considerable portion of the weight of the
carriage when he depresses the blocks A, it follows that a considerable time is
required to bring the brake into action. The improved brakes next herein-
after described are intended to obviate these and other defects.

page_text: The upper end of this rod is
Figure 49 is a side view, and Figure 50 is a transverse section of a portion
of a carriage fitted with an improved brake. A, A are the blocks, which are
made without flanges, for the purpose of facilitating their passage round curves
and through crossings. They are guided by the links H, and also by
other links I, placed diagonally or transversely under the carriage. The pro-
jections B on the blocks A are jointed to levers C, which are connected by
rods D to the cap J, which slides up and down in the box K. This box
contains a strong spring, of a helical or other form, which tends to separate the
cap J from it. The box K is attached to the rod L, at the end of which is a
pin, which enters a groove in the plate M.
F is another rod, with a pin
entering a similar groove in the same plate.
screwed, and passes through a nut N in the centre of the hand wheel G. P is
a handle attached to the plate M, which turns upon a pin in its centre. The
blocks A are depressed into contact with the rails by turning the plate M one
quarter of a revolution. The wheel G is then turned round to force down the
screw rod F so as to cause a portion of the weight of the carriage to rest upon
the blocks A. By these means the brake can be brought into action with
great rapidity, as the first part of its motion, which requires but little power, is
effected by one movement of the handle P. The intervention of the spring
in the box K relieves the carriage of much of the vibration which it would
otherwise experience. A portion of the wheel G may be cut away to allow
of the motion of the handle P from side to side, or that handle may be
of such a length or so fixed as to be clear of the wheel. The screw Fis
in a convenient position for being cleaned and examined, which is not the
case with the screw F in Figures 48.
Figure 49 bis is another arrangement, similar to that shewn in Figure 50,
excepting that in lieu of the plate M, shewn in the last Figure, a pinion Q
is employed, which works into two racks on the rods Land F, and serves
for giving the first rapid motion to the blocks A.
Seventeenthly, the Invention relates to improvements in the construction
of locomotive engines and tenders.
Sheet IV., Figure 1 is a side view of a locomotive engine and tender, con-
structed in one, which may be called a tender locomotive. The front of the
frame is supported on a bogy frame with four wheels, shewn by dotted lines,
whose axles are both in front of the smoke box of the engine. The exterior
cylinders are placed horizontally or nearly so by the side of the smoke box,
and the axle of the driving wheels is placed behind the fire box, so that
there is no axle between the fire box and smoke box. The whole boiler may

page_text: thus be placed lower than in the ordinary constructions, and greater steadi-
ness of motion is thus obtained.
Figure 2 is a side view. of another tender locomotive, in which two pair of
driving wheels coupled together are placed behind the fire box, and, if required,
other driving wheels may be added either before or behind the fire. box. A
pair of wheels, whose axle is in front of the fire box, are shewn in the Figure.
The front of the engine is supported by a bogy frame. By combining the
tender and locomotive together, and supporting the front of the engine on a
bogy frame, and placing some or all of the driving wheels behind the fire box,
a long steady engine is obtained, which is yet capable of easily passing round
curves.
In Figure 2 is also shewn a mode of covering in the tender and part of the
engine to protect the engine driver and the coke from the weather.. This
covering is made of sheet iron and angle iron, with a glass roof and glass
windows at the sides and front and back. The glass should be strong, and
protected by wire grating. A door is made on each side, and two pipes or
chimneys are fixed on the top for ventilation.
Figure 3 is back view of the tender locomotive shewn in Figure 2.
Figure 4 is a side view of a locomotive engine, with a separate tender.
The covering of the tender is made rather smaller than that of the engine,.so
that it may enter within it and leave sufficient space all round to allow of the
oscillations of the engine and tender.
Figure 5 is a section, shewing the junction. If it be required to check the
passage of the wind through this part, it may be effected by a loose piece of
cloth, leather, caoutchouc, or other flexible material fastened to the two parts of
.the covering.
Sheet VII., Figure 1 is a side view, and Figure 2 is a plan of a portion of a
tender locomotive, in which the tender has only one pair of wheels placed
near the back, and is jointed to the engine in such manner that a portion of
the weight may be borne by the engine and serve to increase the adhesion of
the driving wheels. A, A, are the side frames of the engine, and B, B. are
the side frames of the tender, which are further apart than those of the engine.
Each of these frames B. rests upon a small wheel or pulley inclosed in a
'case C on the side of the engine frame, and a portion of the weight of the
..tender is thus carried by the engine. The engine and tender are united by a
drag link in the centre, shewn by the dotted lines in the plan. A projecting
stud or tooth on the tender enters à corresponding hollow in the engine at D,
and prevents lateral motion between the tender and engine; or a simple hinge
may be employed in lieu of the stud and hollow and the drag liuk. A portion

page_text: of the weight of the tender is thus carried by the side frames of the engine
without interfering with the easy passage of the engine round curves.
Figure 3 is a side view of a portion of a tender locomotive, constructed in a
similar manner to that last described, with the exception that is mounted on
two pair of wheels, which support a part of the weight while the engine carries
the remainder. The axles of the tender are mounted with spring axle guards,
similar to those herein-before described with reference to Sheet III., Figures
1 to 7 inclusive. The springs of the hinder axle guards are stronger than
those of the other axle, for the purpose of facilitating the passage of the
engine round curves.
Figure 4 is a side view of a portion of a tender locomotive, in which
the tender is partly supported by the engine frame, and partly by a bogy
frame E, resting on two pair of wheels. In all these cases the water tank
may be made to descend into the vacant spaces between the axles, and may
be made to project under the end of the framing of the engine, as shewn in
the dotted lines, for the purpose of economising space and obtaining a greater
load on, the frame, of the engine. When a part of the water tank descends
between the two axles of the tender, as shewn in Figure 3, a pipe should be
placed, to connect the bottom of this part with the rest of the tank:
Figures 5, 6, 7, and 8, shew the mode of attaching the supports C of the
pulleys to the frame of the engine.
Eighteenthly, the Invention relates to an improved mode or modes of faci-
litating the passage of tender locomotives, and other locomotive engines and
carriages round curves in the road, and also to a mode or modes of increasing
the adhesion of the wheel to the rail when only one wheel is fixed on the
driving axle and the other wheel is loose, as herein-before described under the
head Twelfthly. This mode or these modes of increasing the adhesion also
increase the steadiness of the motion, and may be applied for that purpose to
the ordinary locomotive engines and carriages.
Sheet V., Figure 1 is a section of a wheel tyre and a portion of a rail of
one of the ordinary forms. Figure 2 shews the same in one of the. ex-
treme positions which it acquires from the lateral movement of the engine
when the opposite wheel on the same axle is in the position shewn in
Figure 3. The red lines in Figure 4 shew the form of the tyre after it
has been for some time in use. The black lines in Figures 4 and 5 shew
the extreme positions of the tyre with regard to the rail, and the dotted
lines shew the original form of the tyre. The blue lines marked V are
vertical, and those marked H are horizontal. It is usual to turn the tyre
of a conical form, differing but slightly from a cylinder, as shewn in the
Figures, and the top of the rail is also sometimes inclined to the same angle.

page_text: The deviation from the horizontal line is sometimes one twentieth, that
is to say, the inclination rises one twentieth part of an inch in a horizontál
distance of one inch. This inclination, or the "cone of the wheel," is
intended to prevent lateral oscillation, by an increase in the effective
rolling diameter of one wheel and a diminution in that of the other, taking
place when any lateral motion of the wheels takes place. Latéral oscil-
lation, however, does still exist, and the consequence is, that this variation
of diameter is continually causing one wheel to act as a break to the
other, and thus checking the progress of the train, and wasting tractive
power. When a locomotive engine or carriage, with three pairs of wlieels
fixed on their respective axles in the ordinary manner, is passing round a
curve on a railway, the flanges of the wheels on the first and last axles, and
in contract with the external rail of the curve, and guide the carriage
round the curve. At the same tiine, and especially if the distance between the
axles is great, the flange of one of the wheels on the middle axle approaches
the rail on the interior of the curve, so that the wheel of the largest effective
rolling diameter is running on the interior of the curve, and the smallest on
the exterior of the curve, which is exactly the contrary of what is required.
The following arrangements are intended to remedy some or all of these
defects. The "cone of the wheel," or its deviation from the horizontal line, is
increased from one twentieth, as above mentioned; to one fourth and upwards.
By this means the weight of the engine or carriage tends to force the wheels
between the rails in the manner of a wedge, and thus to increase the pressure
and adhesion of the wheels on the rails in proportion to the obliquity of the
tyre.
Figure 7 is a section of a tyre and part of a rail, in which the inclination of
the rail is, as before mentioned; one twentieth, but the inclination of tlie tyre is
rather more than one third, being an angle of twenty degrees. The dotted lines
shew the form of an ordinary tyre, similar to that shewn in Figures 1, 2 and 3.
Figure 8 is a section of another tyre, the inclination of which is one, being
an angle of forty-five degrees. When so great an inclination is employed the
flanges may be dispensed with, as shewn in the Figure.
Figure 6 is a section of the upper part of a rail, with a series of lines showing
the various positions in which tyres of various inclinationis would come in cöii-
tact with the rail.
Figure 9 is a section of a tyre of the ordinary form, resting upon a rail,
both having an inclination of one sixteenth. The blue lines shew the positions
of tyres of various inclinations.
Figure 10 is a section of a rail, the whole of which has an inclination of one
fourth. The black and blue lines shew the positions of tyres of various inclinations.

page_text: Figure 11 is a section of a rail and tyre, having an inclination of one half.
The base of the rail may be flat; as shewn in this Figure, or inclined, as in
Figure 10, or of any other suitable form, and bridge rails, or other forms of
rails, may be employed in all the arrangements herein-before described. In
all these arrangements the increased inclination of the tyre (or of both tyre
and rail) serves to render the motion of the carriages more steady as well as to
increase the adhesion of the driving wheels. In some cases it may be found
advantageous to employ a different inclination of tyre for the driving wheels to
that employed for the other wheels of an engine, and the tyres of the carriage
wheels may again have a different inclination from those of the engines. The
Figures 6, 9, and 10 shew how tyres of different inclinations may run upon
the same rail. To enable a carriage with three pair of wheels to run with
greater facility round curves, the tyres of the intermediate pair of wheels are to
be inclined in the contrary direction to that of the tyres of the first and last
pair of wheels, by which means the effective rolling diameters of all the wheels
on the exterior of the curve will be larger than those of the corresponding
wheels on the interior of the curve. In Figures 7, 8, 9, and 11, the red lines
indicate the positions of the tyres of the intermediate pair of wheels. When
four or more pairs of wheels are used for the same carriage or engine, some or
all of the intermediate wheels may be thus made.
Figures 12 and 13 are sections of tyres resting upon rails, and obtaining
increased adhesion by means of two points or surfaces of contact. The tyre
is formed with a groove whose sides have contrary inclinations of not less than
one fourth. The inclination shewn in the Figures is one, being an angle of
forty-five degrees. The central part of the tyre is of a diameter sufficiently
small as to be out of contact with the rail, and this is an essential point on
which depends the wedging action of the tyre and rail, by which the increased
adhesion is obtained: The blue lines in each Figure shew a slight modification
of the tyre by the removal of a portion of one side. The dotted lines shew a
tyre of ordinary formi. The lateral motion of the carriages being prevented
by this means, the tyres are reduced in width, and more space is obtained for
the machinery and boiler between the wheels.
Figures 14 and 15 are sections of the upper parts of rails of a sort of
mushroom-like form, well adapted for receiving tyres of various inclinations,
as shewii by the black and red lines: These rails may be fixed with their
axes vertical; as in Figure 15, or inclined. The axis of the rail in Figure 14
hàs an inclination of one half from the vertical.
1. Figure 16 is a section of a similar rail supporting a grooved tyre, which
does not touch the rail in the centre, but has two points of contact where the

page_text: sides of the groove have an inclination of one, or an angle of forty-five
degrees. The dotted lines shew an ordinary tyre. The other lines shew
various slight modifications of the grooved tyre. When these wheels with
grooved tyres are employed, it is advantageous to employ' only one of them
on each axle, the other wheel on the same axle being made with a tyre of a
cylindrical form, or of a slightly conical or slightly hollow form.
Nineteenthly, the Invention relates to various applications to stationary
engines of some of the improvements herein-before described with regard to
locomotive engines, and also to certain other improvements applicable to
locomotive, stationary, and marine engines.
Sheet VI., Figure 1 is a front view of a crank with a double counter crank,
adapted for driving a slide valve and a separate expansion valve. O is the
main shaft. A is the main crank. B is the main crank pin, and C the con-
necting rod. D is the first counter crank, and E its pin. F is the second
counter crank, and G its pin. H is the connecting rod for driving the slide
valve, and I is the connecting rod for driving the expansion valve.
Figure 1 bis is a front view of a crank and counter crank, adapted for
driving a slide valve and expansion valve by the same motion. Similar parts
are designated by similar letters, as in Figure 1, and similar letters are also
used for similar parts in the following Figures. The rod H is driven by the
counter crank D, and gives motion to the bar J, which works in the guide K,
and carries the slide valve rod L and the expansion valve rod M, which are
shewn in side view, Figure 1 ter.
Figure 2 is a front view of a "link motion" driven by a double counter
crank D, E, F, G. H, I, are the two connecting rods which drive the link N.
Lis the slide valve rod attached to the bar J, working in the guide K. The
bar J carries at its extremity a pin which enters a block fitted into the link N.
P is a rod connecting the link-N with the notched bar Q, which is capable of
being fixed and held in various positions by the spring catch R, which enters
the notches in the bar Q.
Figure 3 is a front view, and Figure 4 is a side view of a similar "link
motion" driven by a double counter crank, and driving a slide valve rod L
and an expansion valve rod M with the same motion.
Figure 5 is a side' view, and Figure 6 is a front view of a similar link.
motion driven by a double counter crank, and driving a slide valve and
an expansion valve through the intervention of the lever T, slotted lever S,
slide valve rod L, and expansion valve rod M, which are shewn in plan in
Fig. 7.

page_text: Figure 13 shows the different positions of the slide valve, corresponding
to different positions of the counter crank; and Figure 14 shews the corre-
sponding positions of the slide valve when driven by the common excentric
motion, as already herein-before described in reference to Figures 13 and 14
Sheet II.
Figure 8 is a side view, Figure 9 is a front view, and Figure 10 is a plan
of an arrangement of levers for increasing the variations of velocity in the
slide valve, similar in principle to that described in reference to Figure 19,
Sheet II. Figure 15 is a diagram showing the positions of the slide valve,
corresponding to different positions of the counter crank when the last-
mentioned arrangement is adopted; and Figure 16 is a diagram of the cor-
responding positions of the slide valve, when driven by the ordinary excentric,
or by a counter crank, without the intervention of this arrangement of levers.
Figures 11, 12, and 12 bis, are front views of three different arrangements
for regulating the expansion of the steam by means of the governor of the
engine. In Figure 11, O is the main shaft, A is the main crank, and B its
pin. C is the connecting rod connected to the piston rod of the engine.
D, E, F, G, is the double counter crank driving the two connecting rods H; I.
The connecting rod H drives the bar J, which gives motion to the slide valve.
A pin at the end of the rod I enters a slot in the lever U, which turns upon
the fulcrum u. J¹ is a bar working in the guide K', and giving motion to the
expansion valve. A pin at the end of the bar J¹ enters the slot in the lever
U, which thus gives motion to it. The pin at the end of the lever I is not
fixed in position in the slotted lever U, but its position is regulated by the
connecting rod P, which is moved by the bent lever P, P³, which is con-
nected to the governor P by the rod P³ and lever P. The effect of this
arrangement is, that any increase in the velocity of the engine causes the
governor to expand and to push the pin of the rod I nearer to the fulcrum of
the lever U, and thus increase the length of the stroke of the expansion
valve, and cause it to close the steam passage at an earlier part of the stroke
of the piston. The expansion being thus increased, the engine will slacken its
speed until the degree of expansion, being adapted to the load on the engine
the velocity again becomes uniform.
Figure 12 shews another arrangement for regulating the degree of expansion
by means of the governor of a stationary engine. O is the main shaft, A is
the main crank, and B the main crank pin. C is the connecting rod from the
piston rod of the engine. D, E, F, G, is the double counter crank, and H, I,.
the two connecting rods which give motion to the link N, as in the ordinary
"link motion." This link is formed with a slot through only half its length,

page_text: being intended for a stationary engine, which only requires to move in one
direction. The link gives motion to a bar J working in the guide K, and
driving the slide valve, or both a slide valve and expansion valve. The link N
is moved from side to side by means of the rod P, levers P, P, rod P³, lever
P, and governor Ps. By this means the length of stroke of the valve and
the degree of expansion are regulated by the governor.
Figure 12 bis shows an arrangement in which a single counter crank D, E,
is applied to give motion to a slotted lever U by means of the connecting rod
H, the end of which is moved in the slotted lever U by means of the rod P,
driven by the levers P and P³, and rod P³, in connection with the governor.
Figure 17 is a section of an ordinary steam engine cylinder A without a steam
jacket. This has the defect of occasioning the condensation of a portion of
steam in the cylinder, from the sides and top and bottom of the cylinder being
exposed. This defect is sometimes partially remedied, as shewn in Figure 18,
by inclosing the sides and bottom of the cylinder A in a case or jacket B, which
is kept full of steam from the boiler, the steam being admitted into the valve
box from the steam jacket. In Figure 20 the steam jacket B is made to
inclose the sides and bottom of the cylinder, and also the valve box. In these
arrangements, however, the top of the cylinder is still exposed. In Figure 21
is shewn a steam jacket which completely incloses the cylinder and valve box,
and thus prevents any loss of heat from the sides or top or bottom of the
cylinder.
Figure 19 is a section of a cylinder A, the top and bottom covers of which are
so formed as to leave circular grooves or channels between them and the cylinder.
A second cover C is applied to the top cover, and another D to the bottom
cover of the cylinder so as to form steam jackets for the top and bottom, as
shewn in Figure 22. The cylinder itself may also be surrounded by an ordinary
steam jacket. Steam is introduced into the top of each cylinder cover by
pipes E, F, and the condensed water passes off by the pipes G, H, into the box
I, and when this box becomes partially filled, a float contained in it rises and
opens a cock communicating with a second box or reservoir K, from which the
feed pump draws the water to supply the boiler. This box K is furnished with
a supply pipe and overflow pipe for maintaining it full of water. By this
arrangement of cylinder covers, the steam which is left in the cylinder at the
end of the stroke is compressed as the valve shuts into the circular space
between the cylinder and the cover, and is there heated by the steam jacket.
Figure 23 is a section of a stuffing box for a stationary engine, similar to
that already herein-before described with regard to Figure 30, Sheet III.
Figure 24 is a longitudinal section, and Figure 25 is a transverse section of

page_text: a stuffing box, similar to that already herein-before described in reference to
Figures 31 and 32, Sheet III.
Figure 26 shews the form of the spring employed to keep the packing
rings in contact with each other.
Figure 27 is a transverse section, and Figure 28 is a side view of a metallic
piston, adapted for steam engines generally, but more particularly for small
engines and those which are to work at high speeds. The piston consists of a
simple block of metal A, either solid or hollow, and furnished with four
hardened steel screws, which are adjusted so as to keep the piston exactly
central in the cylinder and prevent it from wearing. As the screws wear away
gradually they are adjusted from time to time so as still to preserve the piston
in the centre of the cylinder.
Figure 29 is a front view, and Figure 30 a side view, partly in section, of a
stationary engine, in which a counter crank is applied to work the slide valve.
The feed pump is driven by a pin in the fly wheel, which overhangs the frame
and communicates motion to any machinery by means of a strap passing over
the rim of the fly wheel. The governor is driven by a disc on the fly wheel.
shaft, on which rests another disc on the axis of the governor. The air pump
and water pump are driven by a beam T, jointed to the cross head, and turning
on a centre on the rocking pillar U. A ladder and gallery are fixed to the frame
of the engine to enable the engineer to obtain access to the upper part of the
engine.
Figure 31 is a front view, and Figure 32 is a side view, partly in section, of
a stationary engine, with the cylinder A completely inclosed in a steam acket
B, which is shewn in section in both Figures, and which is similar to that shewn
in Figure 21. The slide valve is driven by a counter crank, which, like the
crank, is provided with a balance weight. A pulley K is fixed on the main
shaft, which drives the pulley L on another shaft by means of a strap
On
this shaft is another pulley M, which drives the pulley N, on the axis of which
is a disc P, which drives the disc Q on the axis of the governor. By shifting
the disc P along its axis the velocity of the governor may be adjusted. The
shaft which carries the pulleys L, M, also carries an excentric R, which drives
the feed pump.
Having now described the various parts of the Invention, and the manner
in which the same are to be performed, I wish it to be understood that I do not
claim the various arrangements herein-before described, except as berein-after

page_text: fire bricks or fire stone in the lower part of the fire box of a locomotive
engine.
Secondly, the mode herein-before described of constructing the ash pans of
locomotive engines of a curved or dished form, and applying two or more
valves or dampers in the bottom of the same, whereby the warping of the ash
pan and dampers, by the action of the heat, is diminished or prevented.
Thirdly, the mode or modes herein-before described with reference to
Sheet I., Figures 9, 10, 11, 12, 13, 14, 15, and 18, of constructing the fire box
and body of the boiler of a locomotive engine when the body of the boiler is
completely filled with tubes, as herein-before described; also the mode or modes
herein-before described of applying two or more boiler bodies in connection
with a single fire box.
Fourthly, the mode or modes herein-before described of applying a steam
channel of a semi-cylindrical, or other suitable form, on the top of the body of
the boiler for the exit of the steam, as herein-before mentioned in reference to
Sheet I., Figures 13, 14, 15, 17, 18, 21, 22, 23, 24, 25, 77, 78, 79, 80,
and 81.
Fifthly, the mode or modes herein-before described with reference to
Sheet I., Figures 19, 20, 20 bis, and 20 ter, of introducing the feed water
through several perforations at the end of the boiler farthest from the fire.
Sixthly, the mode or modes herein-before described with reference to Sheet I.,.
Figures 15, 18, 21, 22, 23, 24, 25, 80, and 81, of applying partitions in the
body of the boiler so as to cause a circulation and gradual heating of the feed
water; also the carrying up of these partitions into the steam channel, herein-
before mentioned in the fourth claim, so as to stop the passage of the water and
yet allow of the passage of the steam.
Seventhly, the mode or modes herein-before described with reference to
Sheet I., Figures 19, 56, 81, and 15, of applying an air vessel to receive the
water from the tender, and supply it to the feed pumps of a locomotive
engine.
Eighthly, the application below the boiler of a mud chamber, divided into
compartments, each of which can be blown out separately, as herein-before
described in reference to Sheet I., Figures 23, 24, 25, and 81. Pebbles, sheet
iron, or other matters may be introduced into the mud chamber to obtain an
extended surface for receiving the deposit.
Ninthly, the mode or modes herein-before described of applying two or more..
chimneys to the boiler of a locomotive engine, with a blast pipe in each
chimney.
Tenthly, the application to the chimney of a locomotive engine of a disc

page_text: damper turning, upon a spindle and entering a slit or notch in the side of the
chimney, as herein-before described in reference to Sheet I., Figures 80, 32, 33,
34, and 35.
Eleventhly, the constructing the chimnics of locomotive engines of the
various forms herein-before described in reference to Sheet I., Figures 31 to
49 inclusive; and also the application of the lining marked a, b, c, to the spark-
arresters shewn in Figures 50 and 52, Sheet I.
Twelfthly, the application to the blast pipes of locomotive engines of a slide
or other valve capable of closing in an air-tight manner, and adapting the
same to open and close any one or more of two or more blast pipes of unequal
size, as herein-before described.
Thirteenthly, the application of a steam chamber or reservoir on the escape
steam pipe of a locomotive engine, for the purpose of regulating the blast and
separating the water, grease, or other impurities, from the steam, as herein-.
before described.
Fourteenthly, the application in the steam pipe leading from a boiler to an
engine of a regulator or valve, which closes in proportion as the slide valve
opens, for the purpose of taking the steam off' from the boiler in a more regular
manner, as hercin-before described.
Fifteenthly, the application of a steam chamber between the regulator and the
cylinder of a locomotive engine, so as to render more uniform the flow of steam
from the boiler, and to render it more free from water, as herein-before described.
Sixteenthly, the application between the boiler and cylinder of an engine of
one or more regulating chambers, in entering each of which the pressure of the
steam is diminished so as to regulate its flow from the boiler, as herein-before
described.
Seventeenthly, the mode or modes herein-before described of applying super-
heating steam chambers or super-heating and regulating chambers in the smoke
box or flue of a steam boiler, and also the modes of applying super-heating
chambers to tubular boilers, as herein-before described with reference to Sheet
I., Figures 80 and 25, and Sheet II., Figures 25 and 26.
Eighteenthly, the mode herein-before described of packing a spindle by
making a part thereof of a conical or tapering form, and causing it to be forced.
into a corresponding hole by the pressure of a spring; assisted by the pressure
of the steam or other fluid to which it is exposed.
Nineteenthly, the mode. or modes herein-before described of applying, in
lieu of an excentric, a counter crank, adjustable in length and position, for the
purpose of varying the stroke and lead of the slide valve of a steam engine.
and reversing its motion.

page_text: Twentiethly, the mode or modes herein-before described of applying a counter
crank parallel with the main crank of a steam engine, but longer or shorter
than it, and carrying another small moveable counter crank, capable of being
adjusted and secured in any required position for working the valve and varying
its stroke and reversing its motion.
Twenty-firstly, the application of a double counter crank attached to the
main crank pin of a steam engine, for driving and reversing the slide valve, as
herein-before described.
Twenty-secondly, the application of a counter crank fixed to the main crank
pin of a steam engine, and carrying small additional counter cranks for working
the slide valve and expansion valve, as herein-before described.
Twenty-thirdly, the mode or modes herein-before described of working the
slide and expansion valves, by means of the same rod driven by the " link
motion," and making the expansion valve in two pieces, which are capable of
being brought nearer together or further apart, by means of a grooved plate, in
the manner herein-before described, so as to vary the expansion.
Twenty-fourthly, the mode or modes herein-before described in reference to
Sheet II., Figures 13, 18 bis, 15, 16, 18, and 19, and Sheet VI., Figures 5, 6,
7, 8, 9, 10, 18, and 15, of increasing the variations of velocity in the motion of
slide valves and expansion valves of steam engines.
Twenty-fifthly, the mode or modes herein-before described of regulating the
supply of feed water to locomotive and other boilers by working the feed pump
by means of a variable lever, and driving such variable lever with a reduced
motion from the cross head of the engine, as herein-before described.
Twenty-sixthly, the constructing the variable lever mentioned in the last
claim with a flanged slot to receive a small sliding block carrying a pin, on
which is jointed the connecting rod which drives it, and making this lever with
a catch or catches for retaining the block in various positions, as herein-before
described; also the application of this arrangement to slotted levers or links
used for driving slide valves.
Twenty-seventhly, the constructing the axle guards of locomotive engines
and carriages of flexible plates, or of plates jointed and provided with springs,
for the purpose of diminishing lateral concussions, as herein-before described.
Twenty-eighthly, the mode or modes herein-before described of constructing
the axle boxes and bearings of locomotive engines and carriages so that they
may bear on the collars at the ends of the axle, as well as upon the ordinary
bearing surface or journal; also the mode or modes herein-before described of
making the axle boxes and bearings so that they may bear against the end of
the axle and also against the nave of the wheel.

page_text: Twenty-ninthly, the constructing the axle box and crank boss of the driving
wheels of engines with external cranks, so that the axle box may bear partially
upon the boss of the crank, as herein-before described; also the combination
of this arrangenient with dished driving wheels, as herein-before described in
reference to Sheet III., Figures 16 and 17.
Thirtiethly, the mode or modes herein-before described in reference to
Sheet III., Figures 18 and 19, of constructing the cranks and counter cranks
by making the main crank pin in one piece with the first counter crank, and
making the first counter crank pin in one piece with the second counter crank,
and the second counter crank pin in one piece with the third counter crank,
when three are used; also the application of loose rings with spherical peri-
pheries on the crank and counter crank pins, as herein-before described.
Thirty-firstly, the mode or modes herein-before described of fitting one
wheel of a pair of wheels of a railway carriage loose upon the axle, and
securing it by a ring and a shoulder, or by two rings, while the other wheel is
fixed upon the axle in the ordinary manner.
Thirty-secondly, the mode or modes herein-before described of packing
stuffing boxes with a collar or bush of hard metal, or of soft metal, capable of
being compressed and squeezed up when worn; also the application, for a
similar purpose, of two or more metallic rings, forced in different directions
by springs, and confined by a plate, also pressed up by a spring, as herein-
before described.
Thirty-thirdly, the mode or modes herein-before described of constructing
springs for locomotive engines and carriages in such manner that the weight
comes upon the plates successively in lieu of simultaneously; also making the
lower plates of such springs progressively thicker than the upper ones, in
manner herein-before described.
Thirty-fourthly, the mode herein-before described in reference to Sheet III.,
Figures 42, 43, 44, 45, and 46, of jointing the fore carriage or bogy frame of
a locomotive engine or carriage by means of two pins, working in transverse
and longitudinal slots at the front and back of the frame.
Thirty-fifthly, the mode or modes herein-before described in reference to
Sheet III., Figures 49, 50, and 49 bis, of constructing a brake with a block
or shoe, without flanges, which is capable of being brought down quickly upon
the rail by means of a grooved disc or cam, or a pinion and racks, and then
forcibly pressed down by means of a screw, with the intervention of a spring, to
prevent concussion, as herein-before described.
Thirty-sixthly, the mode or modes herein-before described of constructing
tender locomotives with the driving wheels behind the fire box, and a bogy

page_text: frame in front of the smoke box, and without any wheels between the fire box
and smoke box, by which means the centre of gravity may be brought very
low, notwithstanding that large driving wheels are employed; also the appli-
cation of two or more pairs of coupled driving wheels behind the fire box of a
tender locomotive, or placing some of the driving wheels before and some
behind the fire box, and coupling them together, as herein-before described.
Thirty-seventhly, the mode or modes herein-before described of roofing over
the tender and part of a locomotive engine, to protect the driver and the coke
from the weather.
Thirty-eighthly, the mode or modes herein-before described of constructing
the wheels of locomotive engines and carriages with tyres of a conical form,
having an inclination to the horizontal line of not less than one part in four,
and with or without flanges, as herein-before described.
Thirty-ninthly, the application of wheels with conical tyres, so that some
of the wheels of a locomotive engine or carriage may have their tyres
inclined in the contrary directions to those of other wheels of the same engine
or carriage, in manner herein-before described.
Fortiethly, the mode or modes herein-before described of applying, on the
driving axle of a locomotive engine, a pair of wheels, one of which is loose
upon the axle while the other is fixed so as to facilitate the passage of the
engine round curves in the road; also the application of two or more such
pairs of wheels to the same engine, and coupling together the wheels, which
act as driving wheels, as herein-before described.
Forty-firstly, the mode or modes herein-before described of constructing the
wheels of locomotive engines and carriages with grooves in their tyres of such
form that the sloping sides of the groove may bear upon the rail while the
deepest part of the groove is out of contact with the rail.
Forty-secondly, the mode or modes herein-before described with reference
to Sheet VII., of causing a portion of the weight of the tender to rest upon a
pulley or roller on each side of the frame of a locomotive engine; and also the
application of a stud or tooth entering a hollow for preventing side oscillation
between such engine and tender, as herein-before described.
Forty-thirdly, the mode or modes herein-before described in reference to
Sheet VI., Figures 21, 22, 31, and 32, of applying steam jackets to the
cylinders, cylinder covers, and valve boxes of steam engines.
Forty-fourthly, the mode herein-before described in reference to
Sheet VI., Figures 27 and 28, of constructing a metallic piston, which is
more especially adapted for small steam engines, or those which are to run at
a great speed.

page_text: Forty-fifthly, the mode or modes herein-before described in reference to
Sheet VI., Figures 11, 12, and 12 bis, of applying the governor of a steam
engine to regulate the degree of expansion by means of valve gear driven by
counter cranks, as herein-before described.
In witness whereof, I, the said Charles Cowper, have hereunto set my
hand and seal, this Thirty-first day of January, One thousand eight