CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS AND STEAM ENGINES, AND IN STEAM ENGINE MACHINERY
Year: 1850

page_text: TO ALL TO WHOM THESE PRESENTS SHALL
COME, I, JAMES
SAMUEL, of Willoughby House, in the County of Middlesex, Civil Engineer,
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 Fifth day of April, One
thousand eight hundred and fifty, in the thirteenth year of Ier reign, did, for
Herself, Her heirs and successors, give and grant unto me, the said James
Samuel, my exors, admors, and assigns, Her especial licence, full power,
sole privilege and authority, that I, the said James Samuel, my exors,
adñiors, and assigns, and such others as I, the said James Samuel, my exors,
adiiors, 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 Guernsey, Jersey, Alderney,
Sark, and Man, and in all Her said Majesty's Colonies and Plantations abroad,
my Invention of "CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS
AND STEAM ENGINES, AND IN STEAM ENGINE MACHINERY; "in which said Letters
Patent is contained a proviso, that I, the said James Samuel, should cause a
particular description of the nature of my said Invention, and in what manner
the same is to be performed, by an instrument in writing under my hand and

page_text: seal, to be inrolled in Her said Majesty's High Court of Chancery within six
calendar months next and immediately after the date of the said in part
recited Letters Patent, as in and by the same, reference being thereunto had,
will more fully and at large appear.
NOW KNOW YE, that in pursuance of and in compliance with the said
proviso, I, the said James Samuel, do hereby declare that the nature of my
said Invention, and the manner in which the same is to be performed, are
described by the following Specification thereof, with the aid of the several
Drawings or Figures hereunto annexed (that is to say) :-
My said Invention consists, firstly, of improvements in the construction of
the permanent way of railways, which I have invented for the purpose of more
effectually securing the permanent rails of such railways in their proper posi-
tions, and also for the purpose of making such permanent way more durable,
and reducing cost of the maintenance thereof.
One of my said improvements in the construction of such permanent way, as
aforesaid, consists of what I term my longitudinal trough sleeper.
The several Figures in the said Drawings which I have made for the better
describing this part of my Invention have similar parts marked with similar
letters or characters. I make my longitudinal trough sleepers of cast or wrought
iron, and I fix the rails firmly in the troughs of such sleepers by means of
wooden linings.
Figure 1 in the said Drawings hereunto annexed is a transverse eleva-
tion of a pair of my longitudinal trough sleepers, shewing the manner in
which the rails are placed and secured within the troughs, and also the
mode in which each pair of sleepers is held at a proper distance apart by
means of transverse tie rods, such tie rods, however, forming no part of my
Invention. Figure 2 is a plan (upon a reduced scale) of a portion of
permanent way, constructed and laid down according to this part of my
Invention; and Figure 3 is a side elevation (upon a reduced scale) of part of
a line of rails, also constructed according to this part of my Invention. In
Figures 1, a, a, a, is the cast-iron trough of the sleeper; b, b, are side flanches
or bearing plates, which rest upon the ballast; and c, c, is a transverse web for
strengthening the sleeper, and each sleeper may be cast with six (as shewn
in Figure 3), or such other number of transverse webs as may be deemed
necessary. d, d, are wooden linings, for fixing and holding the rail R
firmly in the trough. I make these linings of wood, as being the cheapest
material possessed of the requisite degree of elasticity, but of course any
other material of sufficient durability, and having a similar amount of elas-
ticity, may be employed. I have in Figures. 2 and 3 shewn three sleepers

page_text: supporting a single length of rail, but the sleepers may, if desired, be laid
down close to each other, so as to be continuous, or such other number may
be used for supporting a length of rail as may be deemed requisite. I
have in Figures 2 and 3 shewn the wooden linings extending the length
of three sleepers, but the length of these linings may be restricted to the
length of the troughs, and I think it better and more economical to do so.
The troughs shewn in Figure 1 are wider at the top than at the bottom. The
wooden linings are made so as to fit accurately to the rail and to the sides of
the trough, and of such thickness that when inserted with the rail in the trough
they will not descend quite to the bottom of the trough. When wooden linings
are placed against each side of a rail (as shewn in Figure 1) their sides will
assume a wedge-like position, and being pressed down towards the bottom of
the trough, the linings will grasp the rail firmly, and hold it securely in
the intended position. I have shewn the troughs constructed in this form
because I deem it to be the best, but the sides of the troughs may be
made vertical, and the linings and rails secured by means of wedges.
The transverse tie rod f will be sufficient to preserve the gauge of the
line, but by adding the additional rod g the rails may be canted if desired,
and they will also be thus held more securely in their intended positions.
In Figures 2 and 3 I have shewn the rails connected together at the joints,
and secured by means of iron fishes placed in the side channels of the rails,
according to the Invention of Messrs. William Bridges Adams and Robert
Richardson, this being, in my opinion, the best mode of connecting rails for
the
of this
Invention.
purposes
part of
my
In Figures 4, 5, and 6 (Figures 5 and 6 being drawn on a reduced scale)
I have shewn another variety in the shape of my longitudinal trough sleeper,
the flanches in this case being placed horizontal, and the sides of the troughs
serrated; I have also in Figures 5 and 6 shewn the wooden linings extending
the length of the sleepers only, which I deem more economical, as already
mentioned. The object of serrating the sides of the troughs is to make
them hold the wooden linings more securely, and prevent any tendency which
they might otherwise have to move longitudinally.
In Figures 7, 8, and 9 I have also shewn another variety of my longitudinal
trough sleeper, the only material difference being that the flanches of the sleepers
are corrugated, as shewn in the Figures. The object of corrugating these parts
is of course to make them stronger without materially increasing the weight
of metal. Figures 8 and 9 are drawn upon a reduced scale.
Figures 10, 11, and 12 (Figures 11 and 12 being drawn upon a reduced
scale),shew forms of constructing my longitudinal trough sleepers which may be

page_text: adopted when they are made of wrought iron. In Figure 10 one form of trough
is shewn as made with plain flanches and the other with corrugated flanches.
In Figure 11 the flanches are shewn as corrugated on one side of the railway
and plain on the other side. For the purpose of keeping the bottoms of the
flanches in their proper shapes and positions, they are secured by means of
wrought-iron clips or ties, one of which (that in the centre) forms part of the
tie rod g connecting two sleepers together.
Another of my said improvements in the construction of such permanent
way, as aforesaid, consists of a metallic bearing plate or chair sleeper; the
whole of which I make of one and the same piece of metal. The several
Figures which I have made for the better describing this part of my Invention
also have similar parts marked with similar letters or characters.
One mode of constructing this bearing plate is shewn in Figures 13, 14,
and 15 of the said Drawings, Figures 14 and 15 being drawn upon a reduced
scale. This bearing plate consists of a chair and sleeper made in one piece,
the chair being made with only one jaw, to which the rail is to be secured by
means of bolts and nuts or rivets. In the bearing plate shewn in these Figures,
h is the chair, or jaw, already mentioned, strengthened by means of webs,
marked m; (i, i, is the base or sleeper upon which it is cast, the sleeper being
cast with suitable webs or brackets, as shewn at 1, Figures 13 and 15, for the
purpose of strengthening them. The rail R is shewn in Figures 13, 14, and 15
as fixed to the jaw or chair by means of bolts and nuts, and when the chair
sleeper is placed at a joint of the rails the joint is secured by means of a
fish n (seen in Figure 13), and a greater number of bolts and nuts, as shewn
in Figures 14 and 15. The gauge of the rails will in this case be preserved
by means of tie rods attached to the chair sleeper, either as shewn in the
Figures, or in any other convenient manner.
In Figures 16, 17, and 18 (the two latter Figures being drawn upon a
reduced scale) I have shewn another form of constructing my bearing plate or
chair sleeper, so as to enable me to bolt the rail to the jaw of the chair or
sleeper, as shewn in the Figures. In this case the parts i, i, of the sleeper
are placed in positions different from those in which they are placed in Figure
13; in other respects this chair sleeper is in substance the same as that shewn
in Figures 13, 14, and 15.
Another of my said improvements in the construction of such permanent
way, as aforesaid, consists of an improved chair, which is made with only one
jaw, and which I call a fish chair, and which I intend to use for more effec-
tually securing the joints of the rails of permanent way. The several Figures
which I have shewn in the said Drawings, to aid me in the better describing

page_text: of this part of my Invention, also have similar parts marked with similar letters
or characters.
This chair is shewn in Figures 19, 20, and 21; Figure 19 being an end
view of the chair; Figure 20 a plan (upon a reduced scale); and Figure 21
(also upon a reduced scale) is a side view or elevation of the same chair. In
this chair P is the base, which is to be placed upon the sleeper or block, and
secured in the ordinary manner; o is the jaw, against which the rail is to
be fixed; and n (shewn only at one end of Figure 19) is a fish, to be fixed
against the rails; and the rails and fish are secured to the jaw of the chair
by means of bolts and nuts, as shewn in the Figures. I prefer to use a fish
such as n, shewn at one end of Figure 19; but upon railways where the
traffic is light and economy is desired, the fish may be dispensed with, and the
rails bolted to the jaw of the fish chair, as shewn at the other end of Figure 19.
This fish chair may be applied to ordinary railways, and placed at the joints
of the rails without removing the joint sleepers. I also make an intermediate
chair (not intended to be placed at the joints of rails) with a single jaw, in
like manner as the fish chair just described, the jaw, however, in this chair
being of less width than that of the fish chair. The rail is to be secured to
the jaw of the intermediate chair by a single bolt and nut, as shewn in Figures
20 and 21, or in any other convenient manner. Fish chairs such as I have
already described may, instead of being fixed upon wooden sleepers, as shewn
in Figure 19, be cast upon or together with cast-iron transverse sleepers, as
shewn in Figure 22, 23, 24, 25, 26, and 27, and such sleepers may either be
plain, as shewn in Figures 22, 23, and 24, or corrugated, as shewn in Figures
25, 26, and 27. My fish chairs may also be made of wrought iron, and I have
shewn such chairs so made in Figures 29, 30, and 31. In making this chair,
I prefer, first, to make the piece of iron intended to form the chair in the
shape shewn in Figure 32, and then to bend the piece o into the form shewn
in Figure 29, so as to form the jaw of the chair; when this chair is placed
upon a wooden sleeper it must be secured by spikes, which may be done as
shewn at q, q, in the Figures.
In Figures 33, 34, and 35 I have shewn another variety of my fish chair,
which is made with two bases or flanches instead of one, as in the before-
described chairs. Figure 33 is an end view of two such chairs placed upon
a wooden sleeper, some of the parts connected therewith being shewn in.
section; Figure 34 is a plan (upon a reduced scale) of a portion of perma-
nent way, laid down with such chairs placed at the joints of the rails; and
Figure 35 is a side view, upon a reduced scale, of the same portion of railway.
In the chair shewn in these Figures, p and p, Figures 34 and 35, are the two

page_text: bases of the chair, each of which has only one jaw o, as shown in Figure 33,
but cast with a continuation of such jaw extending from one base to the other,
as seen best in Figure 35), so as to form but one jaw upon the chair. These
bases either place upon separate transverse sleepers, as shewn in Figures 34
and 35, or I place them both upon a longitudinal sleeper, if that description of
sleeper be used. The elongated jaw extending from base to base of this chair
forms the exterior fish for securing a joint of the rails, and I place another fish
against the other side of the rails, and secure the whole by means of rivets or
by bolts and nuts, as shewn in the Figures. Fish chairs made according to
my Invention, whether of cast or wrought iron, may be placed upon cast or
wrought iron transverse or longitudinal sleepers, and secured upon
such sleepers
by bolts and nuts, rivets, or any other convenient manner. And if wrought
iron sleepers should be adopted for my chairs, I would prefer to corrugate them
in the way shewn in Figure 27.
Another of my said improvements in the construction of such permanent
way, as aforesaid, consists of a mode or modes of constructing the ends or
joints of rails, for the purpose of more effectually securing them without aid
of fishes. The several Figures which I have shewn in the said Drawing
for aiding me in the description of this part of my Invention are marked
with similar letters or characters. This improvement I call my scarf joint,
one mode of constructing which I have shewn in Figures 36, 37, and 38.
Figure 36 is an end view of this joint; Figure 37, a plan, upon a reduced
scale, of a portion of permanent way, the joints of the rails of which are con-
structed in this manner; and Figure 38 is a side view, upon a reduced scale, of
the same portion of railway.
In these Figures I have shewn fish chairs made according to my Invention,
but the joint may be used in connection with any other description of chair.
The ends of the rails at a joint are bent in the peculiar mode shewn in
Figure 37, taking care that the inside of the rail is straight, so as not to
interfere with the flanches of the wheels running along the rail. The ends of
the rails being placed against each other, as shewn in Figure 37, they are to
be secured together by bolts and nuts, or by rivets, as may be deemed most
convenient; and if one of my fish chairs be placed at a joint I rivet or bolt the
joint to the jaw of the chair, as shewn in the Figures. Instead of placing a
joint of this description upon or within a chair, as just described, it may be
placed between two chairs, as shewn in Figures 40 and 41, and a section of the
joint is shewn at Figure 39. In the joint just mentioned portions of the sides
of rails are removed at the ends, so as to reduce the width of them, as shewn
in the Figures. The ends of the rails may, however, be bent in a similar

page_text: manner, without reducing the substance of the rails, in the manner shewn in
Figures 43 and 44, drawn upon a reduced scale, and when this course is
adopted a filling piece a may be inserted, as shewn at Figure 42, and the
whole may then be bolted or rivetted together.
Another of my said improvements in the construction of such permanent
way, as aforesaid, consists of a mode or modes of constructing bearing plates
for rails which are intended to be used without the ordinary longitudinal or
transverse sleepers. The several Figures contained in the said Drawings for
aiding me in the description of this part of my Invention are also marked
with similar letters or characters.
In Figure 43 I have shewn one mode of constructing such bearing
plates, which I make of corrugated iron, in the form shewn in the Figure.
For the purpose of strengthening the plates longitudinally, and also im-
parting a small degree of elasticity to them; I prefer to make these plates
of wrought iron, which may be rolled or prepared in any ordinary' manner.
They may be made of cast iron, but I deem wrought iron to be better for the
purpose.
In Figure 44 I have shewn a plan (upon a reduced scale) of one of these
bearing plates with a rail placed upon the top of it; and in Figure 45 is
represented a side view (also on a reduced scale) of a similar bearing plate and
rail. Figure 43, already mentioned, is a cross section, or end view; of this
bearing plate, the rail being shewn in dotted lines.
In these Figures, s, s, is the corrugated bearing plate, the sides of which
may be bent down into any required angle, and the plate may be strengthened
by fixing a tie rod G (Figure 43) across the base of the bearing plate: This
tie rod may be continued across the railway, and connected with the bearing
plate on the other side, for the purpose of keeping the rails in their proper
position. These bearing plates may either be placed so as to form a continuous
support to the rails, or they may be laid down with intervals between them, and "
they may be made in such lengths as may be deemed most convenient. These
bearing plates have a flat surface upon the top to receive the rail, and the rail
is to be secured to the plates by means of bolts and nuts, as shewn in the
Figures, or in any other convenient manner. I have shewn a particular
description of rail as placed upon this bearing plate, but of course I do not
intend to confine myself to the use of such rails in connection with this bearing
plate, but to use any other which may be conveniently secured upon the top of
the plate. This corrugated bearing plate may be made in two pieces, as
shewn in Figure 46. When so made, I secure the rail between the two half
plates by bolts passing through the rail and the plates, as shewn in the Figure.

page_text: The parts of these half plates which are placed next the rails are made to fit
the side channels of the rails, so that the upper lips of the rails may have
bearings upon the plates. Bearing plates constructed in this way, when
secured to the rails at the joints, will have a similar effect to the fishing of
them. I connect these half plates together by means of the rods (G, Figure
46,) in order to strengthen them, and such rods may be continued across to
the other rail of the railway, as before mentioned.
Figures 47 and 48 shew (on a reduced scale, a plan and side view respec-
tively of a portion of permanent way, with similar bearing plates and rails
secured between them. These plates may also be laid down either con-
tinuously or with intervals between them, and they may be made either of
wrought or cast iron, but I prefer the former. The bearing plates lastly
described may be used or applied to other forms of rail as well as that shewn
in Figure 46; and in Figure 49 I have shewn the application of it to a
different form of rail, and the securing of the rails to the plates by two rows
of bolts instead of one, which may be adopted or not, as may be thought
expedient.
I have described these bearing plates as being made with corrugations, the
ridges and furrows of which run longitudinally, but when the effect of the
corrugations is required in an opposite direction the corrugations may be so
made, and the transverse corrugations of such sleepers will be similar in
appearance to the corrugations shewn in Figures 7, 8, and 9 of the said
Drawings.
In laying down a railway with the corrugated bearing plates which I have
described, additional tie rods f (Figures 43, 46, and 49,) may be used to
connect the rails on one side of the railway with those on the other side, and
thus secure them more effectually in their intended positions.
I have described the making of my corrugated bearing plates separate
from the rails, but instead of making them separately, each rail may be made
with a corrugated bearing plate along each side of it, as shewn at Figure 50.
This, however, I do not recommend, for the destruction of the rail will also
involve the destruction of the bearing plate, and therefore I do not deem it
economical to make a rail and bearing plate of one piece of metal.
My said Invention nextly consists of improvements in the construction of
steam engines, which I have invented for the purpose of economising steam
and fuel. For this purpose, I construct my improved steam engines with their
cranks placed at right angles with each other, or nearly so, and with two or
more cylinders; and I cause a portion of the steam admitted into the first
cylinder to pass into the second; and if more than two cylinders be used, "I

page_text: cause the steam to pass to each of the cylinders in succession, for the
of giving motion to their pistons respectively.
purpose
And in working an engine constructed according to this part of my Invention,
after the supply of steam admitted from the boiler into either end of the first
cylinder for producing one stroke of the piston has been cut off (which I prefer
to do about the middle of the stroke), I open a communication between that
end of the first cylinder and the end of the second cylinder from which the
piston thereof is to be impelled, and the expansive force of the steam will thus
be made not only to continue the motion given to the piston of the first
cylinder for the residue of its stroke, but also to give motion to the piston of
the second cylinder in the required direction. This communication between
the two cylinders being then cut off, the expansive force of the steam which
has been admitted into the second cylinder will complete the stroke of the
piston of that cylinder, after which this steam may be admitted into a con-
denser or into the chimney of the engine for producing a blast; or the steam or
a portion of it may be conducted from the second cylinder to a third cylinder,
for the purpose of giving motion to a piston in like manner as the steam has
been conducted from the first cylinder to the second. The stroke of the piston
in the first cylinder, occasioned by the admission of steam from the boiler into
one end of that cylinder, as already mentioned, having been completed, I open
a communication between the boiler and the opposite end of the first cylinder,
so as to admit steam and produce a stroke or motion of the piston of that
cylinder in a direction contrary to that already mentioned, and I cut of the
supply of steam from the boiler in like manner, as before; I then open a com-
munication between the last-mentioned end of the first cylinder and that end
of the second cylinder from which its piston is now to be moved, and the ex-
pansive force of the steam will then not only continue the motion given to the
piston of the first cylinder for the residue of the stroke, but also give motion
to the piston of the second cylinder in the required direction. This second
communication between the two cylinders being then cut off, the expansive
force of the steam contained in the second cylinder will complete the stroke of
its piston, after which the steam may be admitted into a condenser, or other-
wise disposed of, as already mentioned. These motions may of course be
repeated and continued as long as the engine may be required to work. By
this mode of passing or regulating the passage of steam from one cylinder to
another, the whole or nearly the whole of the expansive force of the steam
acting against each of the pistons is exerted in the directions in which the
pistons are respectively intended to move.
In Figures 51 and 52 of the said Drawings hereunto annexed I have shewn

page_text: a mode of applying this part of my Invention in the construction of a railway
locomotive engine. In the Figures which I have shewn for aiding me in the
description of this engine similar parts are marked with similar letters.
Figure 51 is a horizontal cross section of parts of such a locomotive
engine, showing the application of my improvements thereto, the section
being shewn as taken through the centres of the two cylinders. Figure 52
is an end elevation, shewing the cylinder end, of a similar locomotive engine
which has been constructed with improvements according to my Invention.
In these and some of the other Figures, stuffing boxes, screw bolts, and other
well-known parts are omitted, as not being necessary to be shewn for the
explanation of the descriptions of this part of my Invention, or the applica-
tions thereof. In the last-mentioned two Figures similar parts are marked by
similar letters. O is one of the cylinders, which I will call the first cylinder,
furnished with a piston o and piston rod, as shewn in Figure 51; also two steam
ports a and b, but no exhaust port; P is another cylinder, which I will call
the second cylinder, similarly furnished with a piston p and piston rod, and I
prefer in every case to make the second cylinder of a greater diameter than
the first; Qis the steam chest, attached to the cylinder O; Z (Figure 52, is
the steam pipe; R is a chest, attached to the second cylinder, similar in form
to the chest Q, but used chiefly to protect a valve, which works within it;
S, X, is a pipe, along which steam is communicated from either end of the
first cylinder through the steam chest Q and the opening L in the steam
chest cover to the second cylinder; T, U, is a chamber or chest surrounding
the pipe S, X; V is the exhaust pipe, for conveying the steam ejected from
the second cylinder to the blast pipe or chimney; f is a hollow slide valve,
which works in the steam chest Q, motion being given to it by means of the
rod K. This valve is made in two parts, with a telescope joint or slide, and
furnished with spiral springs to keep the faces or sides of the valve close up
against the side or face of the cylinder O and the steam chest cover, a plan of
which cover is shewn in 53.
Figure 54 is a section of the valve f, and the several parts of the same valve
are shewn separately in Figures 55, 56, 57, and 58; Figure 55 is a plan of
the face of the valve, which works against the face of the cylinder; Figure 56
is a plan of the opposite side of the same part of the valve, shewing the open-
ing, into which is fitted a telescope joint or slide, as before mentioned; and this
opening is also shewn in the section, Figure 54; Figure 57 is a plan of a
plate, upon the back of which there is a ring, which fits into the opening,
shewn in Figure 56 just mentioned, so as to form a joint or slide, and the
outer face of the ring works against the steam chest cover, an opening L

page_text: being made through the cover into the pipe S, X.
Figure 58 is a side view of
the ring or packing, represented in Figure 57, showing the slide which fits
within the orifice, shewn in Figure 54, so as to make the telescope or slide
joint, before mentioned.
Figure 59 is a section of the slide valve g; Figure 60 is a plan of the
face of this valve, which works against the face of the second cylinder P;
Figure 61 is a plan of the opposite side of the same part of the same
valve, shewing a metallic packing or ring, which is fitted into a recess,
This ring
and thus forms a telescope or slide joint working in the recess.
is shewn in section in Figure 59, in which Figure are shewn spiral springs,
by which the packing or ring is pressed against the cover of the chest or
box R, against which it works; Figure 62 is a side view of the same valve.
The valve (Figure 51) is furnished to the engine so that it may be used to
close the communication between the two cylinders through the pipe S, X,
and when this valve is shut down the cylinder O. may be worked alone in the
ordinary manner. I have not shewn in the Figures already mentioned any
steam pipe for conveying steam immediately from the boiler to the cylinder P,
but I prefer to furnish that cylinder with such a pipe and a stop-cock, so that
if it should become desirable (more particularly at the time of starting the
engine) to work that cylinder by means of steam direct from the boiler the
steam pipe may be used in the ordinary manner for that purpose. The
Figure 51 shews the piston o of the first cylinder O when it has nearly
reached the bottom of a downward stroke, or stroke towards the bottom of
the cylinder, the steam from the boiler having been cut off at half stroke, and
the piston p of the second cylinder P has just commenced an upward stroke,
being propelled from the bottom of its cylinder by steam passing from the
upper side of the piston o in the cylinder O through the pipe S, X, into
the bottom of the cylinder P. As the piston o of the cylinder O descends
further down that cylinder, the valve f will ascend, and the upper port a
of the same cylinder will be opened to such an extent as to admit the
passage of a free supply of steam along the pipe S, X, to the cylinder P.
The further ascent of the valve f will close the opening L in the pipe S, X,
and confine the steam which has passed through that opening in such a way
as to compel it to act expansively upon the bottom of the piston p and propel
it upwards. When the piston o has reached the bottom of its downward
stroke, or nearly so, the valve f will have ascended so far as to admit the
steam remaining above the piston in the cylinder to pass through the
opening M and pipe U into the flast pipe or chimney W, shewn in Figure 5?,
and by dotted lines in Figure 51. The steam which has passed into the

page_text: cylinder P will act expansively, and propel the piston p upwards, and as
the rod of that piston is connected with a crank placed at a right angle
with the crank of the rod of the piston o, the piston p will move upwards
rapidly during a space of time in which the piston o has, comparatively
speaking, very little motion. And when that piston has arrived at the top
of its upward stroke, the valve g will have moved downwards to such an
extent as to open a communication by means of the concavity g* in the
valve 9,
with the exhaust pipe V, leading to the blast pipe, by means of
which, the steam which has performed its office in the cylinder P is ejected
into the blast pipe or chimney. Immediately after the piston o, o, has arrived
at the bottom of its downward stroke, the upward motion of the valve f will
have uncovered the port 6, leading from the steam chest Q, into the lower part
of the cylinder O, by means of which the piston o, o, will be propelled towards
the other end of the cylinder, so as to make an upward stroke of the piston,
and steam from the boiler being cut off at half stroke by the time that the
piston o, o, has proceeded a little beyond its half stroke, the communication
through the opening L will be again opened, and a portion of the steam which
is now propelling the piston o, o, will escape from the lower port of the cylinder
O, pass along the pipe S, X; and the position of the valve g having now been
altered, so as to close the lower port of the cylinder P and open the upper port
of it, the piston p, p, will be propelled towards the bottom of that cylinder.
The motion of the valvef will then again cause the opening L to be closed,
and at or a little before the completion of the upward stroke of the piston o, o,
a communication will be made through that valve and the opening N, so as
to allow the steam remaining below the piston o, o, to pass along the pipe T into
the blast pipe or chimney. The steam confined by the closing of the opening L
will afterwards by its expansive force cause the downward stroke of the piston
P, p, to be completed in like manner as its upward stroke was made, and the
upper port of the cylinder P being then opened by the passing of the valve g,
the steam contained in that cylinder will pass through the upper port r of that
cylinder, and through the the concavity g, x, into the pipe V and the blast
pipe in like manner, as before described.
In Figure 63 I have shewn another mode of applying this part of my
Invention in the construction of a locomotive engine; and the difference or the
chief difference between the mode of construction which I have described and
that which I am now about to describe is in the arrangement or construction
of the valves for regulating the transfer of steam from one cylinder to the
other, and the emission of it into the blast pipe, one of the valves for effecting
these objects being placed in an intermediate chest or chamber between the

page_text: two cylinders. In this mode of construction, instead of the valve f, in Figure 51,
I use a common slide valve, which works in the steam chest C, Figure 63,
against the face of the cylinder A, in the same Figure, in like manner as the
valve f works against the face of the cylinder O in Figure 51; and the parts
of the valve working in the chest C, Figure 63, against the face of the
cylinder A, are, in construction and effect, the same as the parts of the valve f,
Figure 51, which work against the face of the cylinder O in that Figure. An
intermediate chest E is shown, in Figure 63, placed between the two cylinders
A and B, and within this chest is placed a valve, which regulates the passage
of the steam from the cylinder A, so that it may be either conducted into the
other cylinder B or be ejected into the blast pipe. F is a pipe, which opens
into the steam chest C at one end, and, continuing across the bottom of the
chest E by a longitudinal slot in the side of the pipe, communicates with the
chest E. G is a pipe, one end of which is inserted into the centre, or nearly
so, of the upper side of the box E, and the other end of it is inserted into the
chest D. His the exhaust pipe of the cylinder B, one end of which is inserted
into the lower side of the box D, and the other into the lower side of the
chest E in such a position that it may not interfere with the slot or port in
the lower part of the chest opening into the pipe F, or the valve, by which
it is opened and closed; I is the blast pipe, or pipe communicating with the
chimney; the lower end of which pipe is forked, in manner shewn in Figure 64,
so that the arch of. the fork may pass over the insertion of the pipe G, and
the two ends i, r, of the forked pipe are inserted into the chest E, as shewn in
the Figure.
Figure 64 is a side view, upon an enlarged scale, of the chest E, showing
not only some of the parts already described, but also the rod which gives
motion to the valve inside the chest, and a section of the pipe F. Figure 65
is a plan, upon an enlarged scale, of the inside of the bottom of the chest E,
showing the slot or opening into the pipe F, and also the opening into the
pipe I. The construction of the valve which works in the inside of the
chest E is shewn in Figures 66, 67, and 68, and which may be made of brass,
or any other proper metal.
Figure 66 is a top view of the valve, which is closed all round; and within
the circular recess, shewn at the top, is to be fitted and inserted a flat ring or
metallic packing k, which by means of four spiral springs is pressed against
the under side of the top of the chest E. The valve, and also the flat ring just
mentioned, must be of such diameter that the opening of the ring will in
every position of the valve cover the opening into the pipe G.
is a bottom view of the valve, with a slot of the same dimensions as the
Figure 67

page_text: slot at the bottom of the chest, which opens into the pipe F. Figure 68
is a side view of the valve; the insertion of the rod which gives motion
to the valve being shewn in this Figure, and also in Figures 66 and 67.
The valve which works in the chest D is the same as the valve g in
Figure 51, also shewn separately in Figures 59, 60, 61, and 62, already
described. The action of the valve placed in the intermediate chest E is to
be, the same as the action of that part of the valve f, Figure 51, which works
against the cover of the steam chest Q, in the same Figure, the valve in the
chest E being moved or actuated by its rod, so that the slot at the bottom of
that valve will open a communication between the interior of the valve and
the pipe F for the passage of steam from the cylinder A, through the. valve
and the pipe G to the cylinder B, at the like times and in like manner as the
valve f, by its motion, already described, opens communications for the passage
of steam along the pipe S, X, Figure 51, to the cylinder P in that Eigure.
When the slot at the bottom of the valve in the chest E has by its rod been
from time to time moved from the opening into the pipe F, that opening
will allow the residue of the steam in cylinder A, which has performed its
office, and which is not conveyed into cylinder B, to find a free passage
through the chest E round the outside of the valve within it into the pipe I,
leading to the blast pipe or chimney. This description, in connection with the
description of the working of the engine, shewn in Figure 51, will be sufficient.
to explain the working of the engine shewn in Figure 63. The rods which
give motion to the various valves, which have been described, may be worked
by eccentrics, or any of the well-known means adopted for that purpose.
I have particularly described the application of this part of my Invention
to locomotive engines, but it may also be applied to marine and stationary
engines, whether condensing or non-condensing; and when my Invention is
applied to a condensing engine, I conduct the exhaust steam of the second or
last of the series of cylinders. which I use to a condenser of any ordinary
description.
The hollow slide valve f, shewn in Figure 51, and the valve herein-before
described as working in the intermediate box E, Figure 63, are constructed
according to a mode which forms another part of my said Invention, and I
have shewn them as so constructed, because I.deem such valves the best
for working the engines or machinery described in connection with them.
Hollow slide valves, constructed according to this part of my Invention, I also
apply to ordinary steam engines for the purpose of enabling me to dispense
with separate exhaust ports, and make the cylinders of such engines exhaust
through the back of my hollow slide valve. I have, in Figures 69, 70, 71, and

page_text: 72, shewn a mode of constructing such a valve for an ordinary steam engine.
Figure 69 is a view of that side of the valve which works against the cover
of the steam chest, the metallic packing or ring being shewn as inserted in
the circular recess within which it works; Figure 70 is a section of the valve,
shewing the spiral springs, by means of which the packing or-ring is-pressed
against the cover of the steam chest. Figure 71 is a view of that side of the
valve which works against. the face of the cylinder, and Figure 72.is an. end
view of the valve. The valve rod is shewn in the Figures, and the uses and
applications of such. valves are so well known that further description is
unnecessary. In Figures 73, 74, 75, and 76 I have shewn similar. views,
and a section of a similar slide valve, the only difference being, that, for the
purpose of more effectually preventing the escape of steam; the side of the
valve which works against the cover of the steam chest is furnished with two
of such packing rings, as already described, instead of one. The mode in
which these hollow slide valves are used, so that their cylinders may.exhaust
through the backs of the valves, has already in effect been described in the
description herein-before contained of the action of the valve f, as part-of
the machinery shewn in Fig. 51, the only difference being, that when a valve,
such as
sf, Fig. 51, is used in an ordinary engine, the exhaust steam will
pass through an aperture, such as that shewn at L in the Figure, into the
exhaust pipe, instead of passing along the pipe.S, X, shown in the same
Figure.
.
Another part of my said Invention consists of an improved mode of con-
structing "donkey" engines, or small, engines for pumping water into steam
engine boilers. The construction of this improved engine is shewn in Figures
77, 78, 79, and 80 of the said Drawings hereunto annexed. Figure 77 shews
a side elevation of the engine; Figure 78 is a top view; Figure 79 is a
vertical section, taken through the centre of the cylinder and barrel of the
pumps; and Figure 80 is another view of some of the parts shewn in Figure
77. In Figure 79, a is the cylinder of the engine; b is. the pump, the cylinder
and pump being cast together of one piece of metal; c is the steam chest;
e and fare the ports, and g the exhaust port; his the slide valve with its rod;
i is the steam pipe; and d is the plunger and piston, which are made of one
and the same piece of metal; and furnished with a piston rod. The piston
and plunger are respectively made steam and water tight by means of metallic
packing j and k, kept tight by spiral springs in the usual manner. l is the
suction pipe and valve; m is the feed pipe, through which water is to forced
into the boiler, and which must be furnished with a valve in the ordinary way
to prevent the return of the water. Those parts of the engine shewn in

page_text: Figure 79 which have been described, and which are also shewn in Figure 77,
are marked with similar letters as in Figure 79. The valve h is worked in
the ordinary manner, and the plunger of the pump being of smaller diameter
than the upper part of it, which forms the piston, a small space surrounds the
bottom of the piston, which will admit sufficient steam to elevate the piston
and plunger and draw the water through the suction valve into the barrel of
the pump. The larger space above the piston enables the engine to possess
more power in giving the downward stroke of the piston, so as the better to
enable it to force the water in the barrel of the pump through the feed pipe m
into the boiler.
Having now described the nature of the several parts of my said Invention,
and the manner in which the same is to be performed, I declare that I claim
as of my said Invention,-
Firstly, the constructing of longitudinal trough sleepers, as herein-before
described.
Secondly, the constructing of metallic bearing plates or chair sleepers, as
herein-before described.
Thirdly, the constructing of fish chairs and intermediate chairs, as herein-
before described.
Fourthly, the mode or modes of securing the ends of rails by means of scarf
joints, as herein-before described.
Fifthly, the constructing of corrugated railway bearing plates, herein-before
described.
Sixthly, the mode or modes of constructing such steam engines as have two
or more cylinders and work with their cranks at right angles, or nearly at right
angles, so that steam used for giving motion to the piston of one cylinder may
be transferred to another cylinder, and used for giving motion to its piston, as
herein-before described.
Seventhly, the constructing of hollow slide valves with metallic packings and
springs, in manner herein-before described, for the purpose of allowing the
exhaust steam from the cylinders to pass through the back of the valves.
And, lastly, the constructing of small or "donkey" engines, such as used for
pumping water into steam boilers, with such cylinders, and pump barrels,
pistons, and plungers, as are herein-before described.
In witness whereof, I, the said James Samuel, have hereunto set my
hand and seal, this Fourth day of October, One thousand eight hundred
and fifty.
JAMES (L.S.) SAMUEL.

page_text: AND BE IT REMEMBERED, that on the Fourth day of October, in the
year of our Lord 1850, the aforesaid James Samuel came before our said
Lady the Queen in Her Chancery, and acknowledged the Specification afore-
said, 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 Fifth day of October, in the year of our Lord One thousand
eight hundred and fifty.