550 
Trials of Traction-Engines at Wolverhampton. 
foot. The asli-pau is hinged at the back end, and is provided with a hinged 
bottom door at the .front. The pan and the door are each upheld by chains, 
and by means of these chains the pan and the door can be shal?en and the 
aslies cleared out. There is an iron-wire grate in the base of the funnel to 
arrest the escape of ignited fuel. 
The mode in which the joint between the pot and the boiler is made is a 
bold one, and, so far as we know, up to the day of '\Pot Boilers," no such joint 
had ever been attempted before in a similar or even in an analogous place in a 
boiler. The copper pot bas a brass neck riveted and braized to it, which is 
turned to fit the central opening in the crown of the fire-box, the sides of which 
opening are formed by a flanging upwards of the crown plate, this opening is 
bored to take the turned neck of the pot. On the toji of the neck of the pot 
there is secured by eighteen |-inch stud bolts (with close-ended brass nuts) 
a gun-metal flange ; this is faced and overlies the thickness of the turned-up 
crown plate round about the hole. The top of this thickness is also faced, and 
is bevelled inwards, and into the sink thus formed an indiarubber ring is put, 
upon which the brass ring bears, being kept hard down upon it by the pres- 
sure of the steam. 
The pot boiler is carried on a wrouglit-iron frame extending fore and aft, but 
more fore than aft. The ends of the frame are upheld by two wrought-iron 
inclined stays or truss rods, the upper ends of which are attached to two studs 
secured to the boiler case. At the hinder part, and immediately behind the 
boiler, this wrought-iron frame carries four raking wrought standards on which 
the steam cylinders, two in number, are supported, each of these cylinders is 
10 inches length of stroke, and 6 inches diameter, giving 72 circular inches as 
the collective area of the two cylinders, or 9 circular inches per nominal horse- 
power, being one-tenth less than the Bury standard for single-cylinder engines, 
but being exactly up to the Bury standard for double-cylinder engines. Why 
double-cylinder engines should have had 1 circular inch less area per nominal 
horse-power than single engines at this Bury meeting was not revealed to the 
world at large, nor even to the then judges, and we do not pretend to be able to 
solve the mystery. Certain, however, it is that that was the then standard, 
and that Messrs. Ransomes, Sims, and Head, have conformed exactly to it. 
The cylinders are jjlaced fore and aft of the engine, and are fitted with guides 
and connecting rods working down to a crank-shaft, 'situated about 3 feet 10? 
inches from the ground. This crank-shaft is a forged one, and carries between 
the two throws the four eccentrics for the link motions, and an eccentric to 
work horizontally the feed-pump, placed on the left-hand side of the frame. 
The links of the link motion are solid, working in gun-metal blocks, which 
oscillate in beds provided in the slide rods. The cylinders are not steam- 
jacketed. The whole of the framing of the engines is wrought iron, and is 
admirable for its excellence of proportion and for the finish of its workmanship. 
The crank-shaft continues to the back part of the engine, where it carries a 
band fly-wheel 4 feet 6 inches diameter by 7 inches wide, for giving motion 
to threshing and other machinery. When the engine is used for farmyard 
purposes, it is regulated by a governor. This is of the horizontal construction, 
and is actuated by a spring instead of by gravity. Upon the crank-shaft is a 
23air of pinions cast together, which can be placed between, or can be slidden 
into gear with, either one of two wheels keyed on the second-motion shaft, thus 
giving either the fast or slow speed for travelling. The second-motion shaft is 
immediately below the crank-shaft, and carries at its forward end a bevel 
pinion which gears into a bevel wheel upon the third-motion shaft. This lies 
across the engine, and has at each end a pinion sliding upon it. These pinions 
gear into internal spur-wheels attached to the insides of the driving-wheels. 
The pinions can be slidden in or out of gear by handles within reach of the 
steersman, who sits in the front part of the carriage, and they are takea ia or 
