sure of the spring was too great, the lever should be relieved, and when not exerting the desired pressure, centrifugal force, obtained by the rotation of the flyer, should assist in maintaining the pressure of the lever on the bobbin. The patentee has however found, after a variety of experiments, that the pressure thus given to the lever is not required for the firm and uniform winding-on of the sliver, but that such pressure creates an amount of friction which may be advantageously dispensed with. In place of employing a spring or other presser, he considers it only necessary to balance the guides or arms a, by means of a weighted socket, so as to prevent or remove the tendency which they have to fly off from the bobbin by centrifugal force; such weight, when suitably proportioned, presenting a dead resistance to any movement of its arm. By constructing and applying this weighted socket as shewn at fig. 8, which represents a guide or arm detached, the hooked or guiding end of the arm is kept in contact with the bobbin, while the winding-on of the sliver is proceeding; and from the sliver itself (which is lapped two or more times round the arm) the requisite drag, for giving firmness and consistency to the bobbin, is obtained.

The patentec claims, First,-preventing the waste of staple during the carding operation, by enclosing the exposed or underneath part of the carding-engine, which lies between the feed-rollers and the doffer-cylinder, and thus preventing the flying off and consequent waste of the loose fibres of the staple under operation. Secondly, the mode of stopping the operation of drawing and slubbing-frames when the sliver is broken, as hereinbefore described. And with respect to the last part of the invention, viz., the improved flyer, the patentee remarks that he is aware it has been proposed to employ a weight in connection with the presser-lever; but the object was, in that case, to modify the power of the spring which kept the lever in close contact with the bobbin, and thus to preserve a uniform pressure on the bobbin. He is also aware that it has been proposed to obtain this pressure by centrifugal force alone, and therefore disclaims the conveying of pressure to the arm which guides the sliver to the bobbin by means of a weight; but, under this head of the

invention, he claims, generally, the mode, hereinbefore described, of constructing flyers, whereby they may be driven at a greater speed than usual, by reason of the increased steadiness of the arms, and the diminution of friction in the operation; and particularly the mode shewn in the drawings, whereby the tendency which the guides or arms a*, of the flyers have to fly off from their work (by the centrifugal force given to them by the rotation of their flyer) is counteracted, and at the same time the useless pressure of the arms upon the bobbin is prevented,—the “drag” being obtained, as before stated, by the passage of the sliver round the arm or guide.—[Inrolled in the Petty Bag Office, June, 1847.] Specification drawn by Messrs. Newton and Son.

To George TayLOR, of Holbeck, near Leeds, in the county of York, mechanic, for improvements in the construction of engines and carriages to be used on railways.—[Sealed 3rd June, 1847.]

THIS invention relates, firstly, to certain improved arrangements of the cylinders of locomotive engines, and the parts which communicate the reciprocating motion of the pistons of such cylinders to the driving-wheels,-the several objects of which arrangements are, first, to concentrate the driving power of the actuated pistons, so as to communicate an even rotating motion to the axle or axles of the driving-wheels; and, secondly, to distribute the moving power (without first concentrating it) to one, two, or more pairs of driving-wheels in an even and uniform manner. The advantages which the patentee considers to be attendant on this part of the invention are, a considerable reduction in the wear and tear of the engine, and the attainment, with safety, of an increased speed, in consequence of the diminished amount of oscillation in the engines, when compared with engines as at present constructed. Secondly, this invention refers to an improved construction of apparatus with which the carriage of the engine, as well as the tender and passenger carriages of a train, are to be furnished, for the purpose of stopping their progress along the line of railway, at certain periods; such apparatus being also suitable for sustaining its carriage on the rails, in

case of the breaking of an axle. Thirdly, this invention relates to an improved arrangement of tender. And, Fourthly, to certain improvements in mounting the wheels of railway carriages.

In Plate II., the improved arrangements of locomotiveengines are shewn in several views. Fig. 1, is a side elevation, and fig. 2, is a plan view of an arrangement, in which the motive power, communicated to the pistons of the working cylinders by the steam or other moving agent, is concentrated in a line drawn longitudinally through the centre of the plane of the engine. a, a, are a pair of cylinders, of equal capacity, placed immediately over that end of the boiler b, nearest to the smoke-box; c, c, are the piston-rods, provided, as usual, with cross-heads, which slide in guides, fixed to the outside casing of the boiler, or otherwise; and d, d, are rods for connecting the piston-rods to the cranks e, which cranks are attached one to either side of a central wheel ƒ. The periphery of this wheel is provided with cogs or indentations, for the purpose of gearing into or driving a wheel 9, keyed to the axle of the driving-wheels h. In order to ensure the proper gearing together of the wheels f, and g, and allow of the play of the bearing-spring, the guides, in which the axle-boxes or journals of the driving-wheels h, slide, are made at an angle, as shewn at i, fig. 1. By referring to the figures it will be seen, that the axles are placed above the boiler, and therefore, wheels of large diameter (say from 10 to 15 feet) may, if required, be employed with safety; the oscillation of the engine being, in great part, avoided, by the central and uniform driving of the axle of the wheels h, and the weight of the engine being near the ground. When it is desired to make all the wheels driving-wheels, their shafts may be connected together by rods and crank-pins, as now generally employed.

At fig. 3, two other arrangements of mechanism, for communicating the reciprocating motion of the pistons to the axles of the driving-wheels, are shewn in plan view; but that which is shewn in longitudinal elevation at fig. 4, and in cross section at fig. 5, will be first described. a, is one of two cylinders, of equal capacity, placed, as in the former arrange

ment, above the boiler; and b, is the piston-rod, which works in a guide c, and is formed, at about the middle of its length, with a slot b*. The sides of this slot form bearings for a pin, which carries a short vibrating link d. This link is jointed to the upper end of a vertical frame e, (see fig. 5,) which vibrates upon a horizontal pin f, mounted in a frame attached to the bottom of the boiler, and also, by means of stanchions, to the main framing, at either side of the engine. To this vibrating frame e, a connecting-rod g, is also jointed, which rod being affixed to a crank-pin on the boss of the wheel h, communicates rotary motion thereto, when actuated by the motion of the piston.

The third arrangement of actuating parts is shewn in the plan view, fig. 3. a*, is one of a pair of cylinders, placed over the boiler; b, is the piston-rod; and c, the cross-head, which is provided with two guide-rods d, d. These rods work in lugs, provided for them, at the sides of the cylinder, and also slide in the guides e. The outer end of the cross-head c, is connected to the boss of the driving-wheel h*, by the rod g; and when in this, as well as in the former arrangements, two or more pairs of wheels are required to be made drivingwheels, the coupling-rods i, i, are employed.

The improved apparatus to be applied to railway carriages, for retarding and stopping the train, is shewn at fig. 4; but its peculiar construction will be better understood by referring to figs. 6, and 7;—fig. 6, being a side elevation of a tender, with the apparatus attached thereto; and fig. 7, an end elevation of the same. ɑ, is one of two levers, attached to the bottom of the carriage, and intended to vibrate slightly upon centre-pins or studs b. At their outer ends these levers are connected together by a cross-rod c, and are thereby caused to move simultaneously when any motion is communicated to them. d, d, are flanged skids, attached to the outer end of the levers a; and they are provided, at their under surface, with a block of wood, the grain of which is vertical. These skids are intended to be depressed on to the rails, when the speed of the train is to be checked; and the flanges, which are formed on the inner side of the skids, will act as guides and keep the carriages on the line of rails, in

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case of the breakage of an axle. e, is a strong spring, stretching across from one skid to the other, and taking into slots or openings formed in the upper part of the skids. This spring is embraced, at the middle of its length, by a hoop f, which is jointed to a vertical shaft g, composed of two parts, and capable of being adjusted, in its length, by a threaded connecting-piece h. The upper end of the shaft g, is forked, and between its prongs two antifriction rollers i, i, are mounted. In the sides of these prongs, and between the centres of the rollers i, longitudinal slots are cut, for the purpose of receiving the axle k, of a cam 7, which is in contact with the peripheries of the antifriction rollers. The axle k, is mounted in bearings affixed to the end of the tender, and to its outer end a worm-wheel m, is keyed. This wheel gears into a worm n, mounted on one end of a shaft o, which turns in bearings at the side of the tender; and at its other end a hand-wheel p, is keyed, for the purpose of giving it a rotary motion. Let it now be supposed that the skids are required to be let down on to the rail,-the hand-wheel p, is turned, in order, by means of the worm n, to move round the wheel m, and its axle, which carries the cam ; the larger radius of this cam being now brought into contact with the lower antifriction roller, it will depress the vertical shaft g, and communicate, through the spring e, an elastic pressure to the skids, whereby they will be made to bite the rails, and retard the progress of the train. When, by the breakage of an axle, the skids are intended to carry the weight of the carriage, instead of this pressure being put on the spring and the parts in connection with the shaft g, (which parts would soon give way under such a burden as, for instance, the weight of an engine) check-pins or stops q, (see fig. 4,) are provided; and thus the machinery for depressing the skids is relieved from all strain. The front end of the engine (as will be seen at fig. 4,) is furnished with a fixed block or skid r, beneath the fire-box, for the purpose of supporting the engine on the rails, in case of the breakage of the front axle.

The improvement in tenders is shewn, in vertical section, at fig. 8, and consists in carrying the axles through or above the water-tank, whereby the weight is brought near the rails,