nt 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



LApril, 



.■((Imission of a larjje volume of air with undue force at any of 

 these j^fiven points above enumerated. 



These arrangements are also applicable to boilers of marine 

 steam-engines. Thus, where tlie boilers are set in brickwork, 

 with flues or fire-bed passini; under the boiler, and side flues sur- 

 rounding the l)oiler, like those of stationary land-en^^ines, the 

 sanie method of applying the arrangements as before described 

 will answer the purpose, and where the furnace and ash-pit are 

 within the boiler, the ventilators arc to be a|>plied to the 

 ash-pit doors, to the furnace door-frame and upper door, and to a 

 metallic pipe to convey air to the back of the bridge, and should 

 there be a slide-flue, one also to th.at ; the regulating damper to 

 the chimney and a vertical damper enclosed for safety in a case 

 open at the bottom to admit air. 



As some of the arrangements herein described are old, or have 

 been in use, such as the horizontal damper, the divided furnaoe- 

 do(U-, with apertures therein, and the admission of air at the back 

 of the bridge, the patentee does not claim any one of these sepa- 

 rately, but claims their application combined with the following im- 

 j)rovements (that is to say) the vertical damper mirked m, tlie open- 

 ings in the door-frame, and slides to cover them occasionally, the 

 side air-flue, and ventilator A-, and that marked c, the ventilators in 

 the ash-pit doors, and the tube for conveying tlie air to the back of 

 the bridge, marked e, in the manner set forth, to produce, by their 

 regulated and united action, the effect of more complete combus- 

 tion, by igniting the gas and smoke, and thereby saving fuel to a 

 considerable extent. 



CONDENSER FOR STEAM-ENGINES. 



Christian Schiele, of Manchester, mechanician, for " Improve- 

 ments ill nvwhinKri) nr apparatus for condensing steam." — Granted 

 May 27 ; Enrolled November 27, 1817. 



The new condenser consists of a 

 cylinder A, one end of which is di- 

 vided off, forming a separate cham- 

 ber B ; the two chambers are con- 

 nected by a valve A, in the partition n, 

 and a tube e, leads from near the 

 bottom of the small chamber into the 

 large one, proceeding along the ujjper 

 part of the cylinder, and having its 

 lower surface pierced with holes. 

 The cylinder contains water, and on 

 steam being admitted from the engine, 

 through the pipe e, into the large 



chamber A, it forces the water 



throu"-h the valve h in the partition into the small chamber ; but as 

 soon as the steam begins to condense, and tlie pressure on the sur- 

 face of the water is released, tlie compressed air in the small 

 chamber forces the water up the connecting-tube e, and which, flow- 

 ing along, passes through the orifices /in a shower, and completes 

 the condensation, k is an elbow-pipe, in connection with the 

 force-pump of the boiler, to carry off the condensed fluid ; it is 

 lirovided with a vertical tubular slide /, to be raised to any suitable 

 elevation by a rod m, to regulate the level of the condensed fluid, 

 and steam space c. </ is a valve on the upper part of the chamber, 



opening outwards to allow of the escape, at certain periods of the 

 operation, of any steam or air contained in the chamber, p is a 

 glass gauge-ball, in communication with the chamber B, by means 

 of a small pipe, wliicb depends from the top of that chamber to 

 about one-fifth of its depth. This ball p is intended to show the 

 diminution of the air in the chamber B, by the rise of the fluid 

 into it. r is a small pipe with a stop-cock, for supplying air to the 

 chamber when required. A third pipe q is connected with the 



chamber B, an.l is iutendL'd to furnish a fresh supply of water 

 from an elevated cistern, in order to compensate for the fluid lo-t 

 by leakage. 



GAS BURNERS. 



JoH.N Hu\r, of Birmingliam, brass-founder, for '■^Improvements 

 in the comhastion of ijas, oil, camphine, and other substances which ar e 

 or may be liurned for the production of tight." — Granted July 3, 1847 ; 

 Enrolled January 3, 1818. 



Tills invention relates to the application of caps or discs, made 

 of perforated metal or wire gauze, to the tops of the chimneys or 

 glasses of gas, oil, or other lamps, as shown at fig. 1. 



The second part of the invention relates to the manufactuer of 

 argand burners and the chimney-holders 

 attached thereto. Fig. 2 is a vertical 

 section of a burner and chimney-holder. 

 In the ordinary method of making them, 

 the several pieces are joined by solder- 

 ing at the parts marked n, a ; but the 

 patentee proposes to cast in one piece 

 either the outer cylinder 6, and the bot- 

 tom c, and rim rf, of the glass-holder, or 

 the inner cylinder *>, and the bottom and 

 rim of the glass-holder ; or, instead of 

 casting,it can be made the sameby stamp- 

 ing from slieet-metal. The completion 

 of the burner by the addition of the 

 inner or outer cylinder, as the case may 

 be, is effected by the ordinary process of 

 soldering. 



RAILWAY BREAK. 



Frederick Chaplin, of Bishops Stortford, Hertfordshire, tan- 

 ner, for " Improvements in wheels of railway carriages." — Granted 

 June 29; Enrolled December 29, 184.7. 



The improvements consist in applying to the tyres of railway 

 wheels belts of hide, skin, or leather, in such a manner that they 

 will come in contact with the rails on which the wheels travel, 

 whereby the driving-wheels of a locomotive engine will be enabled 

 to take a firmer hold of the rail, and the wheels of the railway 

 carriages will travel more slowly and with less noise. 



Railway Wheels. — Patented June 28, 1847, by W. E. Newton, 

 of Chancery-lane, consisting of a peculiar method of casting the 

 iron wheels for locomotive engines and railway carriages, the 

 object being to cool uniformly all parts of the casting at the same 

 time, and thereby preventing fractures from irregular shrinking. 

 From the time when wheels with a chilled bub and flange were first 

 brought into use, the difficulty of casting them has been known, 

 for the chill sets and cools the metal of the rim before the spokes 

 or parts connecting it with the hub, and these, in cooling, shrink, 

 and either break, or become so weak as to break on the least 

 strain. To obviate this, the hub was for a long time made in sec- 

 tions, to enable it to open and yield to the contraction of the 

 spokes, but this was attended with a diminution of strength, and 

 the necessity of putting on wrought-iron hoops or bands. The 

 patentee avoids these objections, which is effected by casting the 

 whole wheel in a chill, and cooling all the jiarts at the same time, 

 and without undue strain on any part. For casting a wheel of 

 this kind a circular metal mould is to be constructed in several 

 pieces, as shown in the annexed engraving, which, when put toge- 



ther, will leave an internal recess, or chamber, to receive the 

 molten metal, corresponding to the figure of the intended wheel 

 when complete. A quantity of molten metal being ]>oured into 

 the mould, the cast wheel will be produced, the inner face, flange, 

 and outer periphery of the felloe being chilled and hardened by 

 the cold metal surfaces, against which the molten iron has come in 

 contact, and by which means all parts of the casting, as it cools, 

 will shrink uniformly, and have no tendency to strain and crack. 



