IMPROVEMENTS IN THE FORMATION OF EMBANKMENTS FOR CANALS, DOCKS, AND SEA WALLS, AND IN THE CONVEYANCE AND PROPULSION OF LOCOMOTIVE ENGINES AND OTHER CARRIAGES OR BODIES ON CANALS AND OTHER INLAND WATERS, AND ALSO ON RAIL AND OTHER ROADS, AND IN PROPELLING VESSELS ON THE OCEAN AND NAVIGABLE RIVERS
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, Sir
SAMUEL BROWN, Knight of the Hanoverian Guelphic Order, Captain in Her
Majesty's Navy, of Blackheath, in the County of Kent, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Twenty-ninth day of July, in the ninth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Sir Samuel Brown, his exors, admors, and assigns, Her especial licence, full
power, sole privilege and authority, that I, the said Sir Samuel Brown, my
exors, admors, and assigns, or such others as I, the said Sir Samuel Brown,
my exors, adiñors, 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 Town of Berwick-upon-Tweed, my Invention of "IMPROVEMENTS IN
THE FORMATION OF EMBANKMENTS FOR CANALS, DOCKS, AND SEA WALLS, AND IN
THE CONVEYANCE AND PROPULSION OF LOCOMOTIVE ENGINES AND OTHER CARRIAGES
OR BODIES ON CANALS AND OTHER INLAND WATERS, AND ALSO ON RAIL AND OTHER
ROADS, AND IN PROPELLING VESSELS ON THE OCEAN AND NAVIGABLE RIVERS;" in
which said Letters Patent is contained a proviso that I, the said Sir Samuel
Brown, shall cause a particular description of the nature of my said Invention,
and in what manner the same is to be performed, to be inrolled in Her said
Majesty's High Court of Chancery within six calendar months next and

page_text: 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 my Invention and improvements consist of certain
new and useful combinations of machinery and materials, some parts of which
have been used for various other purposes, which, abstractedly considered in
their present uses, I do not claim as my Invention, but solely for their union
in effecting improvements in the formation of embankments for canals, docks,
and sea walls, and in the conveyance and propulsion of locomotive engines
and other carriages or bodies on canals and other inland waters, and also
on rail and other roads, and in propelling vessels on the ocean and navigable
rivers; but it is necessary to state that, in specifying these various Inventions
and improvements, that they do not appear in the same order as detailed in
the title; they are, nevertheless, to the same purport and effect. But
whereas it requires much greater power to propel or draw carriages of all
descriptions singly or in trains, with the combination of carriages and engines
at present in general use on iron rails and tram roads, whether constructed of
stone or iron, than is required to draw the same load on a railway constructed
according to my improvements on the contrary, it requires engines of less
power to draw the same weight and number of carriages at the same speed, or
it requires engines of the same power to draw the same with greater speed on
my railway.
Besides the above mechanical advantages, I am enabled to
dispense with iron rails altogether in the construction of railways, by which a
great saving is effected. Another important advantage obtained by increase
of attraction or propelling power is this, that I can ascend much steeper
gradients with less power and the same speed than can be obtained by the
present method, and that in consequence of the adhesion, or what is techni-
cally called the bite or grip, on my improved rail, I am enabled to ascend
gradients of so steep an eclivity it would be impossible, on account of the
tendency to slip of iron wheels running upon iron rails, to surmount, and
consequently the deep cuttings and tunnels which, under the present system of
operation, are unavoidable by my system this would be in almost every
instance obviated, whereby not only a great saving of labor and expense is
effected, but the inconvenience and danger which is generally apprehended in
passing through tunnels will be avoided. Figure 1 is the sectional elevation,
and Figure 2 is a plan of the entrance to a dock or first sea lock; there is no
peculiarity in the formation of the entrance of the dock claimed as a part of my
Invention. The improvement consists in constructing a thin wall of bricks set in
common mortar about one foot apart, and filling in the space with concrete or

page_text: other impervious substance, or the same effect will be produced by a single
row of sheeting piles tongued and grooved, and driven down below the
foundations within the outer and inner walls; if the work is exposed to the
violence of the sea it is to be protected by bulwark of rubble built in regular
order, but without mortar or other adhesive matter; the stones should be as
large as they can be conveniently procured, and the inclination of the surface
of the outer sea wall would be about thirty degrees. If the canal or dock is
inland, or bounded by a river, then instead of large rubble stones a common
earth work embankment will answer the purpose, and the narrow brick walls,
or the sheeting piles before mentioned, built in the centre of the embankment,
will render it completely water-tight, as if the whole embankment or sea wall
was impervious. By this means many millions of cubic feet of clay or other
water-tight interior hartings will be saved, and if these water-tight walls or
sheeting piles are founded, or driven down behind the bed of the canal or dock
so that they reach a close or compact foundation, it will not be necessary
to puddle with clay the bed of the canal, or to make the bed or sides of
the dock water-tight. Figure 3 is a side elevation of the locomotive steam
engine and part of a train of carriages on the line of railway. There is
nothing new in the construction of the engine claimed as part of the Invention.
The improvements consist, first, in the application of wheels of much larger
diameter than those in general use, the difference of the diameter in those
shown is as 5 to 3 of ordinary railway carriage wheels; secondly, in the
relative position of the wheel and axles; thirdly, in the mode of hanging
the carriages; fourthly, in the formation of the axle itself, which admits of the
bodies of all the carriages being hung below the axle, instead of being
supported above the axle, whereby stability is greatly increased. The principal
part of the weight being thus brought considerably below the centre of gravity,
as shown in the elevation, Figures 3, and in the section, Figure 4,"removes
the danger and inconvenience, and prevents the oscillation, as at present expe-
rienced, from the great top weights as they are now fixed. The guide wheels,
Fig. 6, which form a part of my Invention, differ essentially from all other
guide wheels which have been proposed or used for the same purpose, as they
are protected from any exterior obstruction by being inclosed in a close
wrought-iron box, as is shown separately at Fig. 6, so that only a very small
segment of the wheel protrudes beyond the side, which wheel revolves as it
occasionally impinges on the rail. Another essential and entirely new improve-
ment consists in the spindle of the wheel being allowed to play up and down
by means of the spring fixed in the skids over the iron brackets, so that

page_text: should the wheels meet with any obstruction on the rails, or the carriage meet
with impediments between the rails, should such obstruction occur, the
carriages will be permitted to be jolted or lifted up without injury to the
upper rail above the guide wheel. This improvement is illustrated by
Figures 5, and the contrary effect is shewn by the fixed guide wheels meeting
with similar obstructions, whereby the upper rail is torn up, which would
inevitably cause the carriages to be thrown off the rail, if the guide wheel was
a permanent fixture to the carriage, as shewn at Figure 7. Figures 5 also
shows a section of the timber railway. I do not claim the longitudinal or
continuous sleepers as part of my Invention; the improvement consists of its
being constructed in three parts, by which means a great saving in expence is
effected, and the upper surfaces being the only part subject to wear, can be
removed and replaced, or repaired with a new rail whenever it is required.
The middle part is formed out of a piece of timber nine inches wide and four
inches thick, which being cut obliquely forms two rails, the base being nine
inches, the top four and a half inches wide; consequently I have the same area
of base with one-half of the material. The top or running rail is six inches
wide and two inches thick, and projects over the middle piece one and a half
inches, which forms a rabbet or ledge, under which the guide wheels run, as
shewn in Figure 4, and all these pieces are securely bolted together. If it is
preferred, a flat wrought-iron bar a half inch thick and six inches wide may be
used instead of the timber rail, there being no other objection than its being
more than double the expense of the timber rail. Figures 8 & 9 are sections
of a continuous sleeper or foundation for the rail, constructed of two courses of
bricks eighteen inches wide and nine inches thick; the under space of the
upper course is filled with concrete. k, k, Fig. 10, are wrought-iron tye rods,
used to retain the rails in their places instead of transverse timber sleepers, as
now in general use. The ends of these tye rods pass through the lower
sleepers, and are fixed tightly to the rails by nuts and screws 1, 1, which
preserve the rails in their relative position; the same tye is used in the conti-
nuous brick concrete sleepers, with the addition of retaining plates on each
side. Figure 11 & 5 shew a method of joining the axles of all the carriage
wheels in the centre under the carriage, by which means the wheels, notwith-
standing they are fixed on the axles as at present, are permitted to revolve at
the different velocities, according to the curve or serpentine direction of the
rails, whereby the slip of the wheels, with the ordinary axles running over
curved lines, is effectually prevented, and a great diminution of resistance or
friction is obtained. Figure 10 is a plan of the rail, the guage being seven

page_text: fect six inches from centre to centre, the rails shewing the tye rods for
adjusting and retaining the rails in their positions, which will answer equally
well for any other guage. Figure 12 & 13 is a method of propelling by two
sets of feathering paddles; t is the paddle returning to the head of the vessel
whilst it is rotating towards the stern and propelling the vessel, at the same
time the paddle is just coming into action, thereby producing a continuous
action; the feathering motion is produced by the ends w of the plate or paddles
successively coming against the inclined plane o, and on to the raised surface.
Figure 12 is an elevation of the stern part of the ship, the paddle u returning
to the head of the ship edgeways, and t propelling the vessel. Figure 14
shews the stern of a ship with the same sort of paddle fixed in the dead wood
of the vessel to work horizontally; the paddle x is in full propelling power,
and y returning edgeways, Figure 15 shewing one propellor working between
the other; the paddles are kept in their relative positions by wheel-work.
Figure 16 is the propellor working on each side of the keel, the feathering
being performed inside the ship, and communicated to the paddles by means of
a chain working over rollers. 2, z, the four friction rollers fixed in the
shaft a', a', fixed at right angles to one another; the paddles are feathered by
the inclined planes 61, 61, and are driven by the cog wheels c'. d', d¹, is an iron
pipe standing above the highest water line in order to keep the shaft water-
tight; the shaft revolves in segments fixed at the bottom of the pipe. Figure 17
is a plan of the inclined planes, and shaft a', a', with four friction rollers fixed
at right angles. Figure 18 is an elevation of the inclined plane or feathering
apparatus shewing the frame e¹, e', which carries the friction rollers. Figure 19
is an apparatus for conveying ships, barges, and other vessels on a tram road
by means of the endless chain of rollers working in the frame f,f; the ship is
supported in the cradle g, g, Figure 19 & 20, by timber chocks. These
Figures are much exaggerated on account of the smallness of the scale;
however, the rollers are intended to be eighteen inches diameter, the bearing
timber is eighteen inches deep and 12 inches wide, extending the whole
length of the cradel, as shown by dotted lines. This apparatus is intended to
be drawn by one or more locomotive engines, is propelled on suitable rails.
In witness whereof, I, the said Sir Samuel Brown, have hereunto set my
hand and seal, this Twenty-ninth day of January, in the year of our
Lord One thousand eight hundred and forty-six.
SAM. (L.S.) BROWN.

page_text: AND BE IT REMEMBERED, that on the Twenty-ninth day of January,
in the year of our Lord 1846, the aforesaid Sir Samuel Brown came before our
said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according
to the tenor of the Statute made for that purpose.
Enrolled the Twenty-ninth day of January, in the year of our Lord One
thousand eight hundred and forty-six.