386 SEC. 12. APPLIED MECHANICS. 



amounting to fifty tons ran, at an average rate of six miles an 

 hour. It (he ?) was kept at work until the 6th June 1862, and 

 was then purchased for the Patent Museum. 



H.M. Commissioners of Patents. 



1935. Wood Model of Disc Engine. (Taylor and Davies' 

 Patent, 1836.) Bennet Woodcraft, F.R.S. 



1936. Original Model of Trevithick's Locomotive 

 Engine. (Trevithick's Patent, 1802.) 



Sennet Woodcraft, F.R.S. 



1937. Model of a Caloric Engine (unfinished). 



Bennet Woodcroft, F.R.S. 



1938. Model of Reversing Apparatus for Locomotive 

 Engines. Bennet Woodcroft, F.R.S. 



1939. Models (2) of Rotary Engines. 



Bennet Woodcroft, F.R.S. 



1939a. Model of Locomotive, of great adherent power, 

 working by means of six clogs. 



M. Adolphe Fortin Hermann, Paris. 



(This model belongs to the Conservatoire des Arts et Metiers.) 



1940. Working Model of Stirling's Air Engine, presented 

 by the inventor, the Rev. Robert Stirling of Galston, to the Natural 

 Philosophy Class of Glasgow University, and used constantly for 

 lecture illustrations. Sir William Thomson. 



1941. Model of Dawes' Compound Stationary Engine. 



In this the low-pressure cylinder is horizontal, and the high 

 pressure is arranged over it, at an angle of 30 to the centre line 

 of low pressure. The connecting rods couple to a single crank ; 

 the air pumps and condensers are driven off the low pressure 

 crosshead, and being two in number are arranged on each side of 

 connecting rods. Henry S. Holt, C.E., Leeds. 



1942. Model of Agricultural Locomotive Engine, fitted 

 with patent side-plate brackets. Aveling and Pointer. 



This represents one of Aveling and Porter's road locomotive engines. 

 The single cylinder is placed on the forward part of the boiler, and is sur- 

 rounded by a jacket in direct communication with it ; the steam is taken into 

 the cylinder from a dome connected with the jacket. Priming is by this 

 means prevented, the use of steam-pipes either inside or outside the boiler is 

 rendered needless, and a considerable economy in fuel is effected. The crank- 

 shaft brackets are formed out of the side plates of the fire-box extended up- 

 wards and backwards in one piece, so as not only to carry the crank-shaft, but 

 to provide bearings also for the counter-shaft and driving-axle, in the most 

 convenient position. This arrangement produces a combination of much 

 strength and lightness, reduces to a minimum the loss and annoyance from 

 leakage at strained bolt holes, and unites all parts, peculiarly exposed to 



