IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1853

page_text: LETTERS PATENT to Sir James Caleb Anderson, Baronet, of
Fermoy, in the County of Cork, Ireland, for the Invention of
"IMPROVEMENTS IN LOCOMOTIVE ENGINES."
Sealed the 1st October 1853, and dated the 2nd April 1853.
PROVISIONAL SPECIFICATION left by the said Sir James Caleb
Anderson, Baronet, at the Office of the Commissioners of Patents,
with his Petition, on the 2nd April 1853.
I, SIR JAMES CALEB ANDERSON, of Fermoy, Ireland, Baronet, do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
LOCOMOTIVE ENGINES" to be as follows:-
1. Steam boilers which can be easily repaired, a large heating surface
obtained, and a draught secured.
2. Plans by which the steam can be worked at full pressure, or
expansively; the motion of the pistons reversed, and the power conveyed
to the wheels of a locomotive carriage by a strap of gutta percha, to be
used either singly or with a chain or chains or wire ropes; and also for
an arrangement for guiding a train of carriages on common roads when

page_text: DESCRIPTION.
My improved boilers are made in parts, so as to be easily taken
asunder to repair them, and a greater heating surface obtained. Fig. 1.
shews the vertical section of a boiler in two parts; the bottom part
contains the fire box and the tubes, and the top the steam chamber.
Fig. 2, shews a vertical section of a boiler of two cylinders. The exterior
case or cylinder contains the fire box, into which is inserted the interior
cylinder, and through it passes one tube. A space is left between the
sides of the interior and exterior cylinders. By this arrangement a
considerable increase of heating surface is obtained. Fig. 3, shows the
vertical section of a boiler in three parts. The top is the steam chamber,
under which is placed the tube cylinder, which is inserted into the fire
box cylinder. Fig. 4, shews a vertical section of a boiler in two parts:
the top part contains both the steam chambers and the tubes, and is
inserted into the fire box cylinder. Fig. 5, shews the section of a
horizontal boiler. The exterior cylinder contains the fire box, and the
interior cylinder the tubes around which the heated air passes between
it and the interior side of the exterior cylinder, by which a large heating
surface is obtained. When these boilers require repair, they can be
taken asunder, and all the parts be got at with ease.
To secure a draught in place of using the exit steam, as is done on
railways, I place a cap on the top of the chimney (see Fig. 6), so
arranged as to cause the atmospheric air to pass with great velocity
through compartments, and thus draw the heated air out of the chimney,
as shewn in the horizontal section, Fig. 7. The > point out the
course of the air and smoke. As the velocity of the locomotive carriage
is augmented, so will the draught be increased.
To work the steam expansively and at full pressure, and to reverse
the motion, I use two slide boxes, placed one above the other. In the
top box, into which the steam from the boiler is first admitted, are two
slide valves, one for the expansion and the other for full pressure. The

page_text: action of the expansive slide valve is regulated by an arch guide
motion, so as to cut off the steam at the part of the stroke required.
As long as the steam enters the engine this valve works. The full
pressure slide valve is also in the top slide box, and is so arranged as to
be opened by the engineer when pressure is required. From the top
slide valve box the steam & enters into the bottom slide valve box,
thro' the expansive full-pressure ports. In this box are three ports,
and one slide valve, as in other engines. By means of an arch guide
motion the engineer can start the engine, reverse it, and stop the motion,
at pleasure.
The strap to convey the power of the engines to the wheels of the
steam carriage is made of gutta percha formed into wedge-shaped pieces,
as seen in Fig. 8, united together, but leaving a space between each piece,
as seen in Fig. 9. The strap works into grooves in drums fixed on the
crank shaft of the engines, and on the hind wheels of the carriage on
each side. For the quick speed, the drums are to be of equal size on one
side of the carriage, and on the opposite side they are to be of different
sizes, in order, as the speed decreases, power may be gained for ascending
hills or getting over bad roads. On the back of the strap I place a
chain or wire rope, to prevent the strap from stretching, as seen in Fig. 9.
When both clutches are out of gear, the engines can be worked, without
moving the carriage, to pump water into the boiler, but when the
carriage is moving only one clutch is in gear at a time. The engineer
can, as he sees fit, alter the speed of the carriage by putting the quick
or the slow motion into gear.
To guide a train of carriages on common roads, when drawn by a
locomotive, I place a steering apparatus and steersman on each or every
second carriage, as may be required. Each steersman can thus cause
his carriage to follow in the same track as the preceding one. By this
arrangement a train of carriages can run round curves on common roads
with greater safety than on railways.
Fig. 6, shews the plan of my steam carriage, in which the above-
described improvements are combined.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Sir James Caleb Anderson, Baronet, in the Great
Seal Patent Office, on the 1st October 1853.
.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I,
SIR JAMES CALEB ANDERSON, of Fermoy, Ireland, Baronet, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the First day of April, in the year of
our Lord One thousand eight hundred and fifty-three, in the sixteenth
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said Sir James Caleb Anderson, Her special licence
that I, the said Sir James Caleb Anderson, my executors, administrators,
and assigns, or such others as I, the said Sir James Caleb Anderson, my
executors, administrators, and assigns, should at any time agree with,
and no others, from time to time and at all times thereafter during
the term therein expressed, should and lawfully might make, use,
exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN LOCOMOTIVE ENGINES," upon the condition (amongst
others) that I, the said Sir James Caleb Anderson, by an instrument in
under my hand and seal, should particularly describe and ascertain the
nature of the said Invention, and in what manner the same was to be
performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date
of the said Letters Patent.
NOW KNOW YE, that I, the said Sir James Caleb Anderson, do
hereby declare the nature of my said Invention, and in what manner
the same is to be performed, to be particularly described and ascertained
in and by the following statement, reference being had to the plans
hereunto annexed, that is to say:
1. Steam boilers which can be easily repaired, a large heating surface
obtained, and a draught secured.
2. Plans by which the steam can be worked at full pressure, or
expansively; the motion of the pistons reversed, and the power conveyed
to the wheels of a locomotive carriage by a strap of gutta percha, to be

page_text: used either singly or with a chain or chains, or wire ropes; and also for
an arrangement for guiding a train of carriages on common roads, when
drawn by a locomotive engine; and the plans for the arrangement of the
machinery of locomotive engines.
DESCRIPTION.
My improved boilers are made in parts, so as to be easily taken
asunder to repair them, and a greater heating surface obtained.
Fig. 1, shews the vertical section of a boiler in two parts. The bottom
part contains the fire box and the tubes, and the top the steam chamber.
Fig. 2, shews a vertical section of a boiler of two cylinders. The
exterior case or cylinder contains the fire box, into which is inserted
the interior cylinder, and through it passes one tube. A space is left
between the sides of the interior and exterior cylinder. By this ar-
rangement a. considerable increase of heating surface is obtained.
Fig. 3, shows the vertical section of a boiler in three parts. The top
is the steam chamber, under which is placed the tube cylinder, which
is inserted into the fire box cylinder. Fig. 4, shews a vertical section
of a boiler in two parts. The top part contains both the steam cham-
bers and the tubes, and is inserted into the fire box cylinder. Fig. 5,
shews the section of a horizontal boiler. The exterior cylinder contains
the fire box, and the interior cylinder the tubes, around which the
heated air passes between it and the interior side of the exterior cylinder,
by which a large heating surface is obtained. When these boilers
require repair they can be taken asunder, and all the parts be got
at with ease.
To secure a draught, in place of using the exit steam, as is done on
railways, I place a cap on the top of the chimney (see Figs. 6 & 7), so
ranged as to cause the atmospheric air to pass with great velocity
through compartments, and thus draw the heated air out of the chimney,
as shewn in the horizontal section, Fig. 7. The
point out the
course of the air and smoke. As the velocity of the locomotive carriage
is augmented, so will the draught be increased.
To work the steam expansively and at full pressure, and to reverse the
motion, I use two slide boxes, placed one above the other. In the top

page_text: box, into which the steam from the boiler is first admitted, are two slide
valves, one for the expansion and the other for full pressure. The action
of the expansive slide valve is regulated by an arch guide motion, so as
to cut off the steam at the part of the stroke required. As long as the
steam enters the engine, this valve works. The full-pressure slide valve
is also in the top slide box, and is so arranged as to be opened by the
engineer when pressure is required. From the top slide valve box
the steam enters into the bottom slide valve box through the expansive
full-pressure ports. In this box are three ports and one slide valve,
as in other engines. By means of an arch guide motion the engineer
can start the engine, reverse it, and stop the motion, at pleasure.
The strap to convey the power of the engines to the wheels of the
steam carriage is made of gutta percha, formed into wedge-shaped
pieces, as seen in Fig. 8, united together, but leaving a space between
each piece, as seen in Fig. 9. The strap works into grooves in drums
fixed on the crank shaft of the engines, and on the hind wheels of the
carriage on each side. For the quick speed the drums are to be of
equal size on one side of the carriage, and on the opposite side they are
to be of different sizes, in order, as the speed decreases, power may be
gained for ascending hills or getting over bad roads. On the back of
the strap I place a chain or wire rope, to prevent the strap from
stretching, as seen in Fig. 9. When both clutches are out of gear
the engines can be worked, without moving the carriage, to pump
water into the boiler; but when the carriage is moving, only one
clutch is in gear at a time. The engineer can, as he sees fit, alter
the speed of the carriage by putting the quick or the slow motion
into gear.
To guide a train of carriages on common roads, when drawn by a
locomotive, I place a steering apparatus and steersman on each or
every second carriage, as may be required. Each steersman can thus
cause his carriage to follow in the same track as the preceding one.
By this arrangement a train of carriages can run round curves on
common roads with greater safety than on railways.
Fig. 6, shews the plan of my steam carriage, in which the above
described improvements are combined.

page_text: And I claim by my said invention,―
1st. The boiler, as seen in Figs. 1, 2, 3, 4, 5.
2d. Arrangement of steam carriage, Fig. 6.
3d. Chimney cap to increase the draught in the locomotive engine
boilers, and which may be used to cure smokey chimneys, or to
draw the foul air out of ships holds, Figs. 6, and 7.
4th. Strap, Figs. 8, and 9.
5th. The plan for guiding a train of carriages when drawn by a
locomotive on common roads.
In witness whereof, I, the said Sir James Caleb Anderson, have
hereunto set my hand and seal, this First day of October,
in the year of our Lord One thousand eight hundred and
fifty-three.
JAMES C. ANDERSON. (L.S.)
JAMES C. ANDERSON. (L.S.)