Improvements in or connected with Railway Rolling Stock.
Year: 1894

page_text: Date of Application, 14th Apr., 1894
Complete Specification Left, 14th Feb., 1895-Accepted, 13th Apr., 1895
PROVISIONAL SPECIFICATION.
Improvements in or connected with Railway Rolling Stock.
We DANIEL HICKIE, of 20 Aliwal Road, New Wandsworth in the County of
London, Mining and Machinery Expert, and GEORGE FREDERICK BEUTNER, of
65 and 66 Basinghall Street, in the City of London, Merchant, do hereby declare
the nature of this invention to be as follows:-
The high speeds which are at present being attained on railways have, hitherto,
necessitated increased weight of the locomotive to give the requisite adhesion on the
rails, and it is the object of this invention to obviate the necessity for increasing
the weight of the locomotive in accordance with. the speed to be attained.
According to this invention each carriage, or vehicle, of a train, or some of such
carriages, or vehicles is or are provided with means for driving them simultaneously
with the engine. The motors which are so used in connection with the carriages,
or vehicles, may be of any suitable description, and be driven by any suitable power,
which, however, should be of such a nature as to act quickly, and practically such
as to enable the said motors to start simultaneously with the engine. For example:
compressed air may be used, which can be compressed by, and stored upon, the
locomotive, and distributed to the motors through tubes; or a dynamo, or other
generator, or reservoir, of electricity, may be used and it may be carried by and be
worked from, the locomotive, or stored thereby, and be connected by electric leads
to the motors of the carriages or vehicles. The source from which the power is
tbus derived for driving the said motors can be arranged so that it can be connected
to, and disconnected from, the said motors as desired; for instance it can be
connected for starting, and afterwards be disconnected when speed has been
attained.
Dated this 14th day of Anril 1894
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.
CUMI LEIE DIUITIATION.
Improvements in or connected with Railway Rolling Stock.
DANIEL HICKIE of 66 Basinghall Street London E.C. Mining and Machinery
Expert and GEORGE FREDERICK BEUTNER of same address, Merchant, do
hereby declare the nature of this invention and in what manner the same is to
be performed, to be particularly described and ascertained in and by the following
statement:
This invention has reference to means for utilizing the full steam power of
locomotives and increasing traction on railways to greater advantage than the
system hitherto employed developed.
The delays and difficulties attending the starting of trains from stations or other
stopping points, in the ordinary way of traffic are well known in practice. These
difficulties are increased by slippery railsand heavy gradients-more so should a
"block" occasion stopping a train on the latter.

page_text: For obtaining increased traction-power and speed, the building of very heavy
locomotives has been resorted to at great cost and these heavy locomotives in turn
necessitated largely increased expenditure for heavier rails and renewals bolts, ties,
sleepers, bridge supports, ballast, repairs, and other things, to withstand the extra
strain.
Now our invention consists in the application of some of the steam-power of the
ordinary locomotive for obtaining sufficient power for driving the wheels of the
other vehicles of the train (or as many of same as may be required) and for this
purpose we use an electric dynamo and engine combined, of any suitable power, and,
electrical reversible motors corresponding thereto and attached to the train-vehicles
with suitable gear and connections for driving the said vehicles and utilizing the
additional weight of the latter for traction purposes in conjunction with the
ordinary locomotive. Such appliances occupy small space and weigh comparatively
light.
The dynamo and engine combined may be placed in a small vehicle behind the
tender of the locomotive or in a separate compartment of a guards van the space
required being small. This system involves no change in the ordinary locomotive
beyond attaching small steam pipe connections, flexible between the connecting and
disconnecting part. We may also use some of the waste steam of the locomotive
separate from or combined with ordinary steam from latter through the engine of
the dynamo.
The "leading wires" from the generating dynamo to the motors have suitable
hooks for coupling and this system admits of using leading wires of ample capacity
and the application of low voltage or tension current in parallel with the highest
possible percentage of power and economy in relation to the primary source.
The train is started by distributing the full steam power of the locomotive
between its own cylinders for actuating its own driving wheels and the engine
attached to the dynamo. Power of other description may also be generated in the
same manner and applied for the same purpose as for instance compressed air, for
additional traction.
The double traction force attainable and working in unison, admitting of the full
steaming power of the locomotive being applied through the increased wheel-base
traction, overcomes the dead weight of the train with ordinary locomotives in
starting at any point, and the attainment of speed in less time and distance than
locomotives depending upon their own weight and traction power are capable of.
The electrical connections may be cut off or applied as required on the way and
should the locomotive engine break down the appliances would move the train in
most cases so long as the steaming capacity of the locomotive remained good.
In this.manner we do away with the necessity for those extra heavy locomotives
and their attendant outlay as aforesaid, and by our method.
The accompanying drawings will more fully explain the principle of our
invention.
Figure 1 is intended to represent a locomotive and its train or part of its train
vehicles, fitted with the auxilliary attachments and steam connections. referred
to, and Figure 2 is a plan of same more fully explaining the application of the
system.
a is a steam pipe taking steam from the dome (at f) to the auxilliary engine (c).
Steam may also be taken as at P or other convenient point as may be desirable.
b is an exhaust pipe which may be used as shown.
H is another form of exhaust which may also be applied for taking waste steam
from the auxilliary engine, this pipe passes through the tender as shown and the
feed-water in latter thus becomes heated, the waste steam, cooled in its passage
becomes condensed to some extent and aids the exhaust (from c). The exhaust
from the auxilliary engine may also be taken to the upcast of the locomotive, if
desirable, to be influenced by latter or it may be used, more or less, for heating the
carriages when desirable. c is the auxilliary engine and dynamo combined, d is a
tie-rod for steadying same, e the leading wires, o the wires which take the current

page_text: in parallel from leading wires to the motors (m²). The toothed gearing attached
to the motors and on the train axles is regulated in the ordinary manner and may
be varied according to circumstances. K is the lever and valve fixed conveniently
for the locomotive driver to control the steam to, and the operations of, the
auxilliary engine, and its attachments generally are under his control in like
manner.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is:
The use of steam of the ordinary railway steam locomotive for converting the
wheels of some or all of its own train-vehicles into driving wheels for additional
traction purposes substantially as described.
Toda
1441 TL
1007
D. HICKIE.
G. F. BEUTNER.