LOCOMOTIVE ENGINES, AND IN THE MEANS EMPLOYED FOR GENERATING STEAM THEREIN
Year: 1865

page_text: LETTERS PATENT to Robert Francis Fairlie, of Gracechurch Street, in
"IMPROVEMENTS
the City of London, Engineer, for the Invention of
IN LOCOMOTIVE ENGINES, AND IN THE MEANS EMPLOYED FOR GENERATING STEAM
THEREIN."
Sealed the 25th May 1866, and dated the 9th December 1865.
PROVISIONAL SPECIFICATION left by the said Robert Francis Fairlie
at the Office of the Commissioners of Patents, with his Petition, on
the 9th December 1865.
I, ROBERT FRANCIS FAIRLIE, of Gracechurch Street, in the City of
London, Engineer, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN LOCOMOTIVE ENGINES, AND IN THE MEANS EMPLOYED FOR GENE.
BATING STEAM THEREIN," to be as follows:-
My Invention relates to improvements in locomotive engines, and in the
first place to the locomotive engine for which I obtained the grant of
Letters Patent, No. 1210, dated 12th May 1864. These improvements
consist in the formation of the fire-box of the "boiler, the method of feeding
the same with fuel for steam-generating purposes, and the arrangement
and position of the fuel and water bunkers to supply the fire-box and
boiler.
The first of these improvements, viz., the formation of the fire-
box, has especial reference to the system of fire-box described in the
Patent referred to, which has parallel sides. I construct the one side or

page_text: both sides, as desired, of the fire-box and shell in the form of a
bay or half-moon shape, so that the additional area thus given will increase the
space or standing room for the engineman and fireman without extending
the foot plate beyond the ordinary width. The sides of the fire-box and
external shell may be concave on the outside in a curved form, or may be
plane surfaces disposed at an angle to each other, so that at midlength the
fire-box is of less area in cross section than at the junctions with the boiler
body; each side is thus divided into two plane surfaces standing at an angle
with each other, each of which may be furnished with a fire-door, and this
although the fire-box be in one compartment or divided by a transverse
partition into two compartments, one for each end of the boiler. I also
construct the fire-box, whether for the single or double barrel boiler, of the
usual shapes, including that above described, with the exception of the top
and bottom, which I construct as follows:-The bottom of the fire-box is
usually supplied with fire-bars for the purpose of carrying the fire; these
I dispense with, and enclose it completely with a water space between it
and the shell of six inches, and provide inlets for air through hollow stays
in the sides and ends of the box or by openings at suitable points, as may
be found most desirable. I further construct locomotive fire-boxes so as
to be fed with fuel from the top, providing a hopper and sluice or other
contrivance admitting the fuel at intervals, and whereby such inlet is closed
when fuel is not being introduced. I also construct and adapt locomotive
fire-boxes for the combustion of petroleum or other oil to be fed from the
top and sides as may be found most desirable; for this purpose I partially
line the fire-box with porous bricks and raise the bottom in the form of an
angular ridge, on which fire-bricks the oil is allowed to drop, and which is
partially absorbed and again given out by the bricks. The oil is contained
in a reservoir above or on the sides, and supplied and distributed by
numerous ducts over the horizontal area of the fire-box, the supply thereto
being regulated by self-acting means operated from the going machinery
of the locomotive. When the locomotive is stationary a supply may be
admitted by hand to maintain the combustion and pressure of steam. To
admit and regulate the oil a revolving cylinder or plug may be used having
a series of hollows or cavities which receive oil from the reservoirs
and carry it round in measured quantities; these cavities deliver the oil
through a passage or passages over the fire, which are protected from
the heat by a distributing plate or dome piece of metal or ceramic
material. It may be sufficient to regulate the supply at all times by a
stop-cock,

page_text: The second part of my Invention relates to locomotive engines constructed
on the principle of the engine described in the Specification of Patent before
referred to, that is to say, with a bogie frame or frames, the wheels
of one bogie frame being driven by an engine or engines separate
and independent from the engine of the other bogie frame or other driving
wheels of the locomotive.
In my former Patent I described my improved locomotive boiler as
having two body parts extending in opposite directions from a fire-box
in the middle, which boiler is carried by two bogie frames furnished with
independent driving engines; this locomotive engine is more particularly
applicable for very heavy traffic, whereas my present improvements in
locomotive engines are calculated more for ordinary or light traffic, at the
same time retaining all the bite of the wheels and driving power due to the
whole weight of the boiler and its accessories (fuel and water) as before, and
the facilities for turning curves due to the use of bogie frames, as exemplified
in the Specification of the Patent herein-before mentioned, and will more-
over admit of a beneficial reduction in the weight of metal in the permanent
way. In carrying out my improvements I dispense with one body part of
the boiler and substitute a frame of the same or other suitable length, which
frame is rigidly fixed to the fire-box, forming a rigid extension from the
rear of the fire-box in the position occupied in ordinary by the tender of
a locomotive engine; this frame and end of the locomotive I mount on a
bogie frame with separate engine power, the other end and body of the
boiler being supported and carried by another bogie frame with an engine or
engines, and as described in my former Specification herein-before referred
to. On the rear and rigid frame extended from the fire-box and boiler
I mount suitable tanks to contain water, as also receptacles of the
necessary amount of fuel; between the tanks and fuel or container and the
fire-box sufficient area is left to form a foot plate, the fire being stoked
from behind exactly as in an ordinary locomotive. As the end of the loco-
motive carrying the fuel and water may be lighter than the other and
boiler end, it may be advisable to support it on a four-wheeled bogie frame,
while the bogie frame may be furnished with six, the one set being in all
cases driven by engines separate and independent from the other set.
The wheels only may be disposed at the end (under the fuel and water carrier
frame, and the bogie frame might even be dispensed with at that end, but the
wheels should be driven by an independent engine or engines in order to obtain
all the tractive hold and power possible.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Robert Francis Fairlie in the Great Seal Patent Office on the
9th June 1866.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ROBERT
FRANCIS FAIRLIE, of Gracechurch Street, in the City of London, Engineer, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Ninth day of December, in the year of our
Lord One thousand eight hundred and sixty-five, in the twenty-ninth year
of Her reign, did for Herself, Her heirs and successors, give and grant
unto me, the said Robert Francis Fairlie, Her special licence that I, the
said Robert Francis Fairlie, my executors, administrators, and assigns, or
such others as I, the said Robert Francis Fairlie, my executors, adminis
trators, and assigns, should at any time agree with, and no others, from time
to time and at all times thereafter during the term therein expressed,
should and lawfully might make, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland, the Channel Islands, and Isle
of Man, an Invention for "IMPROVEMENTS IN LOCOMOTIVE ENGINES, AND IN THE
MEANS EMPLOYED FOR GENERATING STEAM THEREIN," upon the condition
(amongst others) that I, the said Robert Francis Fairlie, my executors
or administrators, by an instrument in writing under my, or their, or one
of their hands and seals, should particularly describe and ascertain
the nature of the said Invention, and in what manner the same
be performed, and cause the same to be filed in the Great Seal Patent Office
within six calendar months next and immediately after the date of the said
Letters Patent.
was to
NOW KNOW YE, that I, the said Robert Francis Fairlie, do hereby
declare the nature of my said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and by
the following statement, reference being had to the three Sheets of
Drawings hereunto annexed, and to the letters and figures marked thereon (that
is to say):-
My Invention relates to improvements in locomotive engines, and
in the first place to the locomotive engines for which I obtained
the grant of Letters Patent, Number 1210, dated May 12th, 1864. These
improvements consist in the formation of the fire-box of the boiler, the method
of feeding the same with fuel for steam-generating purposes, and the arrange-

page_text: ment and position of me fuel and water Dunkers to supply the pre-box and
boiler.
be
The first of these improvements, viz., the formation of the fire-box, has
especial reference to the system of fire-box described in the Specification
of the Patent above referred to, which has parallel sides. I construct the
one or both sides, as required, of the fire-box and shell in the form of a bay
or half-moon shape, so that the additional area thus obtained will
increase the space or standing room for the engineman and fireman with-
out extending the foot plate beyond the ordinary width. The sides of the
fire-box and external shell may be concave on the outside in the curved
form, or may be plane surfaces disposed at an angle to each other, so that
at midlength the fire-box is of less area in cross section than at the junc-
tions with the boiler bodies; each side is thus divided into two
plane surfaces standing at an angle with each other, each of which may be
furnished with a fire-door, and this although the fire-box may be in one
compartment, but it may be divided by a transverse partition into two
compartments, one for each end of the boiler. The partitions may be either
transverse or longitudinal, and may
either carried up through
the crown of the fire-box as far as the average water level or even higher,
or may terminate at the crown of the fire-box; the partition may also be
suspended from the crown either in a transverse or longitudinal direction,
and extend downwards in the fire-box to any depth that may be found most
desirable. The fire-bars instead of being horizontal may be inclined in one
or both directions, and brick arches or other means provided for the better
consumption of smoke. I also construct the fire-box, whether for the
double or single barrel boiler, of the usual shape, including that above
described, with the exception of the top and bottom, which I construct as
follows: The bottom of the fire-box is usually provided with fire-bars for the
purpose of carrying the fire; these I dispense with, and enclose it with a water
space between it and the shell of, say, six inches, more or less, and provide
inlets for air through hollow stays in the sides and ends of the box or by
openings at other suitable points, as may be found most desirable. I further
construct locomotive fire-boxes so as to be fed from the top, providing a
hopper and sluice or other contrivance admitting the fuel at intervals, and
whereby such inlet is closed when fuel is not being introduced. I also
construct and adapt locomotive fire-boxes for the combustion of petroleum
or other oil to be fed from the top or sides or bottom as may be found
most desirable; for this purpose I partially line the fire-box with porous
bricks, or it may be coke or other fuel, and by preference raise the bottom

page_text: in the form of an angular ridge, on which fire-bricks the oil is allowed to
drop, which is partially absorbed and again given out by the bricks. The
oil is contained in a reservoir above, and supplied and distributed by
numerous ducts over the horizontal area of the fire-box, the supply thereto
being regulated by self-acting means operated from the going machinery
of the locomotive, or it may be by hand.. When the locomotive is stationary
a supply may be admitted by hand to maintain the combustion and pressure
of steam in the boiler. To admit and regulate the oil I employ a revolving
cylinder or plug having a series of hollows or cavities which receive oil from
the reservoirs and carry it round in measured quantities; these cavities deliver
the oil through a passage or passages over the fire, which passages are pro-
tected from the heat by a distributing plate or dome piece of metal or ceramic
material, if necessary.
Another part of my Invention relates to locomotive engines constructed
on the principle of the engine described in the Specification of the Patent
herein-before referred to, that is to say, with a bogie frame or frames, the
wheels of one bogie frame being driven by an engine or engines separate and
independent from the engine of the other bogie frame or other driving wheels
of the locomotive engine.
In my former Patent I described my improved locomotive boiler as having
two body parts extending in opposite directions from a fire-box in the middle,
which boiler is carried by two.bogie frames furnished with independent
driving engines; this engine is more particularly applicable for very heavy
traffic on a narrow guage line, whereas my present improvement
in locomotive engines is more calculated for ordinary or light traffic, at the
same time retaining all the bite of the wheels and driving power due to the
whole weight of the boiler and its accessories (fuel and water) as before, and
the facilities for turning curves due to the use of bogie frames, as exemplified
in the Specification of the Patent herein-before referred to, which at same
time permits of a reduction in the weight of metal in the per-
manent way by reason of a uniform and equal distribution of the
weight of the locomotive. In carrying out my improvements I dispense with
one body part of the boiler and substitute a frame of the same
or of other suitable length, which frame is rigidly fixed to the fire-
box, forming a rigid extension in the rear thereof (the position occupied in
ordinary by the tender of a locomotive engine); this frame and end of the
locomotive I mount on a bogie frame with separate engine power, the other
end and body of the boiler being supported and carried by another bogie
frame with an engine or engines, and as described in my former Specification

page_text: herein-before referred to. On the rear and rigid frame extended from the
fire-box I mount suitable tanks to contain water, as also receptacles
for the necessary amount of fuel; between the tanks and fuel space or con-
tainer and the fire-box sufficient area is left to form a foot plate, the fire being
stoked from behind exactly as in the ordinary locomotive. As the
end of the locomotive carriage carrying the fuel and water may be
lighter than the other and boiler end, it may be advisable to support it on
a four-wheeled bogie frame, while the other bogie frame may be furnished
with six wheels, the one set being in all cases driven by engines separate
and independent from the other set. Two wheels only may be disposed at
the rear (under the fuel and water carrier frame), and the bogie frame might
even be dispensed with at that end, but the wheels must be driven by an
independent engine or engines in order to obtain all the tractive hold and
nowa nossible
Figure 1 represents a half elevation and a half longitudinal section of a
locomotive constructed according to the Specification of my former Patent
herein-before referred to, with my former improvements, each side of the fire-
box and shell being indented in the form of a bay; Figure 2
represents a plan partly in section of the same; while Figure 3 represents
a transverse section on the line 1, 2, 3, 4, Figure 2.
A is the fire-box situated between the barrels of the boiler B, B, and is
here shown with the fire-bars inclined in both directions and with brick arches
for the better consumption of the smoke, but the bars may be flat if desired.
The fire-door C is at the side of the fire-box, and there may be one or more
either side of the engine; the smoke boxes are situated at
each end of the engine, and communicate with the fire-box by means
of the tubes E as usual, the smoke boxes being each provided
with a chimney and blast pipe for the escape of the gases and steam, as
described in the Specification of my former Patent before referred to. I is a
strong framing carried round the fire-box shell and attached to the bogie frames
by means of the jaws J, which rest on the quadrants K and are keyed to
them; the whole pulling strain is thus transmitted through these keys to the
central frame and does not pass through the boiler in any way. The fire-box
has two angle irons N, N, riveted to the sides, which are bolted to and carry
the foot plates, and to brackets O, O, on the central frame, the

page_text: central frame being supported as before mentioned by the quadrants K at
the ends of the bogie frames.
Figure 4 represents a sectional plan, and Figure 5 a cross section through
the centre of a fire-box, representing a modification of the fore-going, the bay
or indentation being formed on one side only; the driver and fire-
man in this case necessarily stand on the same side of the engine.
A is the fire-box, and B, B, the boiler barrels leading in opposite directions from
either end of the fire-box, as before; C, C, are the fire-doors. In this arrange-
ment I have represented a hollow partition D containing water extending
from the bottom upwards through the crown of the fire-box, dividing it into
two parts; E, E¹, are foot plates, the driver and fireman standing on the one
marked E.
Figures 6 and 7 represent longitudinal and cross sections of a fire-box for
burning petroleum oils and other liquid fuel, showing the methods adopted
for feeding oil from the top, sides, or bottom of the fire-box. In these Figures
the apparatus for feeding coal, coke, or solid fuel is represented
in red lines, while the apparatus for feeding the oil is represented in blue,
and separately at Figures 8 and 9, Figure 8 being a cross section, and
Figure 9 a half longitudinal section and half elevation, of a revolving cylinder
for supplying liquid fuel. R is the revolving cylinder whose cir-
cumference is indented with numerous hollows S, which are filled successively
with oil as they revolve past the channel F, and discharge their contents direct
into the fire-box as they pass the opening T, or this opening may diverge into
several pipes as herein-after explained, and according to the different modes
of feeding adopted; the cylinder R has on its axis a toothed
wheel, which is put in gear with a going part of the machinery
whereby it is driven at the velocity required according to the
quantity of fuel to be supplied, which gear should also be arranged for driving
by hand when the locomotive is stationary. C is the fire-box shell, which
with the fire-box A has a close bottom; the latter is here shown with a flat
top plate, but it may be constructed with a curved top as usual if preferred.
D is the tank or receptacle for containing the petroleum fuel; E, E,
pipes for conducting the supply of fuel from the reservoir to cylinder R, or
it may be direct into the fire-box by the main pipes marked F¹
and G when firing from the sides or bottom, or both. The oil from the main
pipes is introduced into the fire-box through numerous small pipes H, said
pipes H being carried up through the porous brick or other material I to the
surface. The pipes E, E, are furnished with one or more stop-cocks or valves

page_text: for regulating the supply. K is a pipe similar to the pipes F, and fitted with
a stop-cock, from which pipe small tubes H¹ conduct the oil
through the outer and inner fire-box, allowing the oil to drop from above on
to the porous substance. If desired, a distributing plate or water space may
be disposed below the pipes H, as seen dotted at X, Fig. 6, as a protection
to the orifices of the pipes.
Figure 10 represents a cross section, and Figure 11 a half longitudinal sec-
tion and half elevation, of a fire-box with the reservoirs arranged at the sides,
and showing a method of supplying air through tubes placed inside and con-
centric with the tubes for conveying the petroleum through the bottom of the
fire-box. A, fire-box; D, reservoir or tank for containing the petroleum or
other oil; E, pipe for conveying the oil to the main pipe G; H, H, tubes for
conveying the oil from the main pipe to the fire-box; V, V, air tubes inside the
tubes marked H, and passing through the main tube G. A damper of the
form shown at Y, Figure 6, may be used for regulating the supply of air above
the fuel. U is a door for clearing the fire-box when required, which will
only be necessary at prolonged intervals. In Figure 6 I have represented
one half of the bottom of the fire-box covered with non-combustible porous
material, while in the other half coke, coal, or other solid fuel
is disposed and substituted for the porous material, on which solid
fuel the petroleum is fed; as thus indicated I sometimes dispense with the
non-combustible porous material and substitute solid fuel, supplying and burn-
ing oil in combination therewith, as herein-before described. L, Figures 6
and 7, is a hopper for feeding with coal, coke, or other solid fuel through the
top of the fire-box; the foot plate M in this case is disposed on the top of the
fire-box shell, and the bunkers N carried on the top of the boiler barrels or
level therewith, sufficient room being left between the boiler plates and the
tanks or bunkers to allow for air spaces; O, O, are the hollow stays or open-
ings in the sides or ends of the fire-box for admitting the neces-
sary supply of air, the supply being regulated by suitable dampers,
as at Y, Figure 6. The hopper L leads into a revolving supply
chamber W, fitted in a suitable cylinder Z, which will deliver the
solid fuel in regulated quantities, and at the same time always keep the fire-
box closed; this part W may be driven by hand, or its axis may be geared with
à going part of the locomotive to actuate it at the rate desired.
Figure 12 represents the elevation of an engine with the fuel and water
carriers situated at the rear of the boiler, the frame for carrying these being
rigidly connected with the sides of the fire-box shell; Figure 13 represents

page_text: a plan partly in section of the same engine, and Figure 14 a transverse sėċ-
tion through the line 5, 6, 7, 8, Figure 13.
A is the fire-box constructed in a similar manner to those in ordinary use;
B is the boiler barrel; C, the smoke box; D, D, are strong side frames or
girders securely bolted or riveted to the sides of the fire-box and extending
towards the rear end of the engine; these frames are stiffened at top and
bottom by angle irons d, d, and connected together at intervals by the 'cross
frames or girders E, E, carrying the receptacles for fuel and
water; F, F, are the bogie and engine frames for supporting the
boiler at one end of the engine, and the water and fuel carriers at the other;
G, G, are the sockets for the bogie pins connected with the side
and end plates of the bogie frames by the arms H, H; I is a central frame
extending round the fire-box (which rests on it), and is attached to the bogië
frames by means of the jaws J, J; L, L, are the water tanks carried on the
frame D, and M is the space for fuel placed between the water tanks; N is
the foot plate behind the fire-box, as in ordinary locomotive engines; 0, 0,
are the cylinders attached to the bogie frames under the barrel of the boiler,
and P, P, are the cylinders attached to the bogie frame under
the water carrier; Q, Q, are the bogie pins, round which the
bogie frames and machinery swivel when passing round curves, the tops being
formed each with a plate, allowing the boiler and water carrier frame
to slide in a horizontal direction either way with every variation of
temperature.
Instead of disposing four wheels and a bogie frame under the fuel and
water carrier as represented in the Figures above, a pair of wheels only may
be employed and the bogie frame dispensed with, but such wheels must,
according to my Invention, be driven by an engine or engines separate and
independent from the other driving power of the locomotive, which will be
readily understood without other illustration or description.
Having described the nature of my Invention, and the manner of perform-
ing the same, I declare that what I claim as my Invention to be protected by
the herein-before in part recited Letters Patent is,―
First, the form and arrangement of the sides of locomotive fire-boxes herein-
before described and represented in the Drawings annexed, Figures 1, 2, 3, 4,
and 5, in which the side or sides are indented or bayed in order to provide
additional room for the driver and stoker as described.
Secondly, the arrangement of parts and apparatus herein-before described
and represented in the Drawings annexed (Figs. 6, 7, 8. 9. 10. and 11).

page_text: whereby to supply and to facilitate the combustion of petroleum and other
oils in the fire-boxes of locomotive engines, combined with the close bottom
and restricted admission of air, as herein-before set forth; I also claim the
use of the apparatus for feeding solid fuel, represented in Figures 6 and 7
of the Drawings annexed, in combination with the close bottom and restricted
admission of air, as herein-before set forth.
Thirdly, I claim the arrangement and construction of a fuel and water
carrying end or part of a locomotive engine in rigid connection with said
locomotive engine, such fuel and water carrying part or end being supported
on wheels driven by an engine or engines separate and independent from the
other driving engine or engines of the locomotive.
In witness whereof, I, the said Robert Francis Fairlie, have hereunto
set my hand and seal, this Ninth day of June, in the year of our Lord
One thousand eight hundred and sixty-six.
Witness,
W. CLARK,
Patent Agent,
53, Chancery Lane,
London.
ROB. F. FAIRLIE. (L.S.)