This historic book may have numerous typos, missing text or index. Purchasers can download a free scanned copy of the original book (without typos) from the publisher. 1866. Not illustrated. Excerpt: ... engines; steel springs were introduced between the engineframe and the axle-boxes; and tires of wrought iron were applied to the driving wheels. It is recorded, that in the year 1825 locomotives were constructed upon eight wheels, arranged in two sets of four each, each set being attached to a separate frame, or bogie. Each of these frames was connected with the frame of the engine by means of a swivel joint, and thus great freedom was obtained for passing round sharp curves in the road, rail, or tram-way. The proposition for these bogie frames had been made in a patent obtained by Messrs. Chapman in the year 1812. Mr. Stephenson's "Killingworth Engine," as it was used previous to the year 1829, had four wheels, 4 feet in diameter and coupled. The boiler, of wrought iron, was cylindrical, 4 feet in diameter and 9 feet long, with slightly convex ends. A fire tube, 1 foot 10 inches in diameter, was fixed within the boiler, the fire-grate being placed in one end of the tube, while the other end led into the chimney. Two cylinders were provided, sunk upright in the boiler, one at each end of it, and each cylinder, by means of piston-rod, connectingrods, &c, worked one of the pairs of wheels. The performance of this engine, which weighed 6£ tons,--or with tender, fuel, and water, 10 tons,--was reported to equal 50 tons gross load--that is, including carriages or waggons, engine, and tender--at the rate of 6 miles per hour on a level, 15 cubic feet of water being evaporated per hour. But the great desideratum for attaining velocity was yet wanting. Within the necessarily limited size for the locomotive boiler, means were yet required for boiling the water fast enough to produce the quantity of steam indispensable for rapidity of motion. The method for obtaining t...
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