IMPROVEMENTS IN THE CONSTRUCTION OF LOCOMOTIVE STEAM CARRIAGES TO BE USED ON RAILWAYS
Year: 1868

page_text: LETTERS PATENT to James Samuel, of 26, Great George Street, in
the City of Westminster, in the County of Middlesex, Civil
Engineer, for the Invention of "IMPROVEMENTS IN THE CONSTRUCTION OF
LOCOMOTIVE STEAM CARRIAGES TO BE USED ON RAILWAYS."
Sealed the 30th April 1869, and dated the 6th November 1868.
PROVISIONAL SPECIFICATION left by the said James Samuel at the
Office of the Commissioners of Patents, with his Petition, on the
6th November 1868.
I, JAMES SAMUEL, of 26, Great George Street, in the City of
Westminster, in the County of Middlesex, Civil Engineer, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN THE
CONSTRUCTION OF LOCOMOTIVE STEAM CARRIAGES TO BE
ON RAILWAYS,"
to be as follows:-
I construct a locomotive with vertical boiler of any improved form,
either circular, oval, or rectangular on plan, with an extent of heating
surface as circumstances may require. The boiler is firmly secured to
the top table of the frames carrying the engine at or near to the

page_text: The
centre between the wheels supporting the frames, in the same manner
as described by Mr. Robert F. Fairlie in his Patent, bearing date 14th
November 1867, and numbered 3221. The locomotive being now
complete is made to support the ends of one, two, or more girder frames
of any given length at or near its centre either above or below the
top table by means of a cross girder firmly fixed to the head of a centre
pin, which fits into a hole or socket at or near the centre of the engine
frame, and round which pin the engine would swivel or revolve.
girders may be continued parallel with each other to their junction
with the cross piece or girder fixed to the pin head, or they may be
narrowed towards their ends so as to converge on one centre and be
firmly fixed to the centre pinhead, or be formed into a boss to bear on
the swivelling centre of the engine frame with a suitable hole in it and
through which a centre pin would pass, and thus permit the swivelling
motion of the engine. The other ends of these girder frames at any
convenient portion of their length may be supported on a truck similar
to that described but without motive power, or in the case where steep
gradients have to be worked, and all the adhesion of the entire weight
with additional power would be required, they may be supported in
an exactly similar manner on an engine frame; thus there would be
two swivelling engines tied together at or near their centres in the
manner described by the girder frames, which would permit one engine
to revolve or pass round any curve or reverse curve without in any way
influencing the motion or direction of the other, saving that the girders
would always maintain equal distances between the engines, which
under these circumstances come under the denomination of bogie
engines. The girder frames between the engines are intended to form a
platform on which to erect compartments for the carriage of merchandise,
or passengers, or in combination; or the platform may be kept without
any erection on it, so that trucks containing cattle, coal, water, or any
other cargo may be rolled on and off again as the exigences of the traffic
may require. It is clear, however, that whatever is carried when the
two engines are used the whole weight of the material so carried is made
available for adhesion. The gearing of the two engines thus placed, say
from 30 to 100 feet apart, can be so arranged as to be worked by one
person standing at either engine, the works of each engine being con-
nected together by rods and levers in a similar manner to that described
in Mr. Robert F. Fairlie's Patent, bearing date 12th May 1864, and
numbered 1210, so that the two engines may be started or stopped at

page_text: any time ou a line which is straight or curved or with reversed curves as
if there were only one engine. The same operation may also be carried
out by connecting the reversing. rods of each engine together by means
of rods or bars passing on one side or inside. or underneath the compart-
ments erected on the girder platform, or under or through suitable holes
made through the platform itself. The reversing rods of each engine being
thus tied together, the ends are fixed to one end of a bell crank fixed on
the girder framing at suitable distances directly over the reversing shaft
levers of each engine. From the other end of these bell cranks rods are
suspended with universal joints to attach to the levers on the reversing
shafts, which rods act through the motion of the bell cranks and
reversing rods by lifting or lowering the reversing shaft levers, and by
shifting the valve blocks in the expansion links the motion of the engines
will be reversed. It will be seen that the suspension rods between the bell
cranks and the reversing shaft levers act like pendulums and thus permit
The
the revolving of the bogies without disturbing the valve motion.
levers for admitting steam to each engine and shutting it off again to be
similarly connected together, the revolving motion of the bogies to be
permitted through slotted curved links and blocks to work in them, the
one or the other being fixed to the girder platform while the other
traverses the curve in the link. This curve, would be struck from the
bogie centres, and would act in the same manner as described in
Mr. Robert F. Fairlie's Patent, bearing date 12th May 1864, and
numbered 1210. Each engine carries its supply of fuel convenient to
feed the furnaces, of the boilers, the water being part carried in com-
bination with the girder frames and the engine or bogie frames, the
former feeding into the latter.
From the foregoing description it will be readily understood that the
engine or engines may be detached from the girder frames by the
removal of the bolts joining these to the cross piece forming the pin head,
or by removal of the centre pin itself when the girder frames are made
to converge to the centre, the object of such removal being to facilitate
the repairs either to the engine or to the carriage or waggon bodies, or
other erection that may be placed on the girder platform, it being con-
sidered inconvenient to repair carriages and engines in the
workshop, and further to permit the carriage being used for traffic by
duplicate engines while repairs were being made either to the one or the
other, or vice versa. When only one engine is employed the truck
supporting the other end of the girder frames would go permanently
same

page_text: with the carriage, at the same time the truck could be removed by
simply taking out the centre pin. At or near the ends of the girder
frames supporting the platform or carriage auxiliary wheels & axles
are provided, which can be lowered upon or raised from the rails by
screws acting upon the axle boxes, or other convenient means, for the
repair of engine or carriage separately, as before mentioned.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said James Samuel in the Great Seal Patent Office
on the 6th May 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
SAMUEL, of 26, Great George Street, in the City of Westminster, in
the County of Middlesex, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Sixth day of November, in the year
of our Lord One thousand eight hundred and sixty-eight, in the thirty-
second year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said James Samuel, Her special license that
I, the said James Samuel, my executors, administrators, and assigns
or such others as I, the said James Samuel, my executors, adminis-
trators, or 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 THE CON-
STRUCTION OF LOCOMOTIVE STEAM CARRIAGES TO BE USED ON RAILWAYS,"
upon the
condition (amongst others) that I, the said James Samuel, my executors
or administrators, by an instrument in writing under my haud and seal,
should particularly describe and ascertain the nature of the said Invention,
and in what manner the same was to 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.
NOW KNOW YE, that I, the said James Samuel, do hereby
declare the nature of my said Invention, and in what manner the same

page_text: is to be performed, to be particularly described and ascertained in and
by the following statement, reference being had to the accompanying
Drawings, and to the letters and figures marked thereon, that is to
suy
My said Invention relates to certain peculiar combinations and
arrangements of parts of locomotive steam carriages to be used on
railways.
"
co
In carrying out my improvements I construct a locomotive engine
with vertical boiler of any suitable form, either circular, oval, or
rectangular in plan, with such an extent of heating surface as cir-
cumstances may require. The boiler or boilers is or are firmly secured
to the top table or platform of a bogie" or "bogies" carrying the
engine or engines at or near to the centre between the wheels of such
bogies in a somewhat similar manner to that described in the
Specification of Letters Patent granted to Robert Francis Fairlie, bear-
ing date Fourteenth November One thousand eight hundred and sixty-
seven, and numbered 3221. The locomotive or locomotives is or are
made to support the ends of one, two, or more girder or "carrier
frames" consisting of main girders framed together of any desired length,
at or near the centres of the "bogies" either above or below the platform
by means of a cross girder firmly fixed to the head of a centre pin, which
fits into a hole or socket made in or near the centre of the engine frame
or "bogie," and round which pin the engine is free to swivel or partially
revolve. The girders may be continued parallel with each other to their
junction with the cross piece or transverse girder fixed to the pin head,
or they may be narrowed towards their ends so as to converge towards
one centre and be firmly fixed to the centre pin head, or be formed into
a boss to bear on the swivelling centre of the engine frame, with a
suitable hole in it, and through which a centre pin passes, thus permitting
the swivelling motion of the engine. The other ends of these "carrier
frames" at any convenient portion of their length may be supported on
a truck or bogie" similar to that herein-before described but without
motive power; but in the case where steep gradients have to be worked
and all the adhesion of the entire weight with additional power would
be required, they may be supported in an exactly similar manner on a
second engine bogic" frame, in which arrangement there would be
two swivelling engines tied together at or near their centres in the
manner described by the "carrier frames," which would permit one engine
"

page_text: to pass round any curve or reverse curve without in any way influencing
the motion or direction of the other, excepting that the carrier frames"
would always maintain equal distance between the engines, which
under these circumstances come under the denomination of "bogie"
engines. The "carrier frame" between the engines, or between the
engine and rear "bogie," are intended to form a platform on which to
erect compartments for the carriage of merchandise, or passengers, or
both; or the platform may be kept without any erection on it, so that
trucks containing cattle, coal, water, or any other cargo may be rolled
on and off again as the exigencies of the traffic may require. It is clear
however that whatever is carried, when the two engines are used the
whole weight of the material so carried is made available for adhesion.
The gearing of the two engines thus placed, say from thirty to onc
hundred feet apart, can be so arranged as to be worked by one person
standing at either engine, the works of each engine being connected
together by rods and levers in a somewhat similar manner to that
described in the Specification of a Patent granted to Robert Francis
Fairlie, bearing date Twelfth May One thousand eight hundred and
sixty-four, and numbered 1210, s that the two engines may be started
or stopped at any time on a line which is straight or curved or with
reversed curves as readily as if one engine only were employed. The
same operation may also be carried out by connecting the reversing rods
of each engine together by means of rods or bars passing on one side of
or inside or underneath the compartments erected on the girder platform,
or under or through suitable openings made through the platform itself.
The reversing rods of each engine being thus tied together the ends arc
fixed to one end of a bell crank, fixed on the "carrier frame" at suitable
distances directly over the reversing shaft levers of each engine. From
the other end of these bell cranks rods are suspended with universal
joints to attach to the levers on the reversing shafts, which rods act
through the motion of the bell cranks and reversing rods, and by lifting
or lowering the reversing shaft levers, and by shifting the valve blocks
in the expansion links, the motion of the engines will be reversed. It
will be seen that the suspension rods between the bell cranks and the
reversing shaft levers act as pendulums, and thus permit the revolving of
the bogies without disturbing the valve motion. The levers for admitting
steam to each engine and for shutting it off again are to be similarly
connected together, the revolving motion of the "bogies" being permitted
through slotted curved links and blocks. to work in them, the one or the

page_text: .
"
other being fixed to the girder platform while the other traverses
the curve in the link. This curve should be struck from the "bogie'
centres, and would act in a similar manner to that described in the
Specification of the Patent of Robert Francis Fairlie, bearing date
Twelfth May One thousand eight hundred and sixty-four, and num-
bered 1210. Each engine carries its supply of fuel in a convenient
position for feeding the furnace of the boilers, the water being partly
carried in tanks made between the girders of the "carrier frame" and, in
the engine or "bogie" frames, the former tanks supplying the latter.
From the foregoing description it will be readily understood that the
engine or engines may be detached from the girder frames by the
removal of the bolts which connect them to the cross piece forming
the pin head, or by removal of the centre pin itself when the "carrier
frame" is made to converge to the centre, the object of such removal
being to facilitate repairs, either to the engine or to the carriage or
wagon bodies or other erection that may be placed on the girder platform,
it being considered inconvenient to repair carriages and engines in the
same workshop, and further to permit the carriage being used for traffic
by duplicate engines whilst repairs are being made either to the one or
the other, or vice versa. When only one engine is employed the truck
supporting the other end of the "carrier frame" will form a permanent
connection with the carriage, but at the same time it can be detached by
simply removing the centre pin. At or near the end of the carrier
frame which support the platform or carriage auxiliary wheels and
axles are provided, which can be lowered down, upon, or raised from the
rails as required by screws acting upon the axle boxes or other convenient
means, whereby the carriage may be supported when detached from the
engine for repairs.
And in order that my said Invention may be fully understood I shall
now proceed more particularly to describe the same, and for that
purpose shall refer to the several Figures on the annexed Sheets of
Drawings, the same letters of reference indicating corresponding parts in
all the Figures.
Figure 1 (Sheet 1) of my Drawings represents a side elevation of one
arrangement of locomotive steam carriage constructed according to my
said Invention, and Figure 2 is a corresponding half plan, and horizontal
section of the same.

page_text: "
A represents the "carrier
or girder frame composed of three or more
longitudinal wrought-iron girders A composed of angle iron rivetted
to flat plates which are connected transversely by cross stays and
braces B, B, at suitable intervals and of a like construction. One
end of this frame is supported on the platform C, which also carries
the vertical boiler D of a four-wheel coupled locomotive engine.
According to this arrangement one end of the carrier frame A (the
outer girders of which are bent inwards slightly so as to reduce the
width of the frame at its extremity, as shewn clearly in Figure 2) is
made to encircle one-half of the base of the boiler, which is of a circular
section and is situate centrally between the two axles of the engine. Tho
other half of the boiler is encircled by a strap E united by bolts to the
end of the "carrier frame," as shewn at F, F. This strap is composed
of strong angle iron with the bottom face turned perfectly true, so as
to rest and revolve smoothly upon a gun-metal angular ring firmly
rivetted to the platform C of the engine and to the boiler seat. The
ring round the base of the boiler forms a pivot or centre which is free to
partially revolve or swivel inside the circle made the end of the carrier
frame and the strap E, and consequently permits the locomotive to
swivel or adjust itself to any curve in the line without interfering with
the direction of the centre line of the "carrier frame" A which supports
the carriage body. The opposite end of the girder or "carrier" frame A
is supported upon a four-wheeled bogie" G placed at a suitable
distance from the engine to allow of the complete locomotive carriage
being turned ou a 40 feet turntable. H, H, are tension bars for adding
stiffness to the girders A. The engine is fitted with working gear in
every respect the same as an ordinary locomotive engine. I represents
the foot plate or driver's platform situate in front of the boiler; K, K,
are fuel bunkers; and L is a feed water tank situate underneath the foot
plate at the front end of the engine and communicating by flexible pipes
with a main supply tank formed between the several girders of the main
"carrier frame" A. The guard's or luggage compartment M is situate
between the front end of the passenger carriage N and the boiler. A
sufficient clearance space is left between the coal bunkers and the boiler
to permit the guard to pass to the driver's platform, doors O, O, being
provided in the luggage compartment and in the partition P extending
between the fuel bunkers and the boiler D to afford access thereto. In
some cases I form a bearing or support at Q between the frame A
"

page_text: and the platform C for the purpose of obtaining increased steadiness,
but this is by no means essential and may be dispensed with if
preferred.
In Figures 3 and 4 I have represented in elevation and plan another
mode of connecting the carrier frame A to the locomotive engine
wherein the swivelling centre or pivot is distinct from the centre or
vertical axis of the boiler. According to this arrangement the longi-
tudinal main girders A are carried straight over the platform C of
the engine, and are firmly secured to a cross frame B' at their
front ends, as shown clearly in Figure 4. The swivelling centre
or pivot R, as in the arrangement shown at Figures 1 and 2, is
situate centrally between the two axles of the engine, but in this
modification it consists of a pin R which fits into a corresponding
hole made in the engine framing centrally between the two axles. The
head of this pin is firmly secured to the cross frame B', and thus the
free swivelling of the engine is permitted whilst the main "carrier
frane "A retains its position as before. Suitable bearing springs are
secured to the under side of each of the outer girders A of the "carrier
frame," which springs rest upon and slide over quadrant plates S rivetted
to the platform C. Thus the "carrier frame" which supports the
carriage body is itself supported across the full width of the platform C.
If desired, the swivelling centre or pivot R with its socket may be
situate centrally over the trailing axle, as shown in dotted lines in
Figures 3 and 4, or it may be nearer the end of the locomotive
engine.
Figures 5 and 6 represent in elevation and plan another mode of
Connecting the carrier frame A to the locomotive engine. In this case
the longitudinal girders of the carrier frame A are made to converge at
their front extremity to one centre, where they form a large boss through
which an opening is made, a corresponding opening being also made in the
engine framing. In these openings so as to couple the "carrier frame "
A and locomotive engine together there is inserted a strong pin R turned
to fit the holes accurately, such pin forming the swivelling centre or
pivot of the engine. With a view to take off the strain from the pin R
the platform C of the engine may be sunk or recessed round
the pin hole therein, so as to admit of the under side of the bosz
dropping therein, there being of course sufficient space left to allow of

page_text: clearance between the under side of the carrie, frame" A and the plat-
form C.
Figure 7 (Sheet 2) represents a side elevation, and Figure S a plan
with one-half of the carriage body removed of a duplex steam carriage.
The "carrier frame" A in this arrangement is supported at both ends on
the platforms C, C, of the locomotive engines situate in front and rear
of the carriage. The "carrier frame" A is constructed in the manner
herein-before described with reference to Figures 1 and 2, and is con-
nected to the engine platforms or "bogies" C in the same manner as
already described with reference to Figures 5 and 6. The boilers D, D,
of the engines are here shown as being fixed on the platforms C, C, in
a position immediately above the leading axles, but they may be variously
placed as found most suitable in practice. Although the points of con-
nection of the carrier frame A with the two " bogies" are shown as
centrally placed between the two axles of cach "bogic," it is obvious
that they may be situate in any position which will best counterbalance
the weight of the boilers.
When employing two engines as herein-described it is necessary to
conuect their respective reversing gears in such a manner as to enable
the driver on either engine to reverse the two simultaneously, the
engines being nevertheless perfectly free to run over regular or reverse
curves in. the line without in any way affecting the valve gear. Accord-
ing to one mode of accomplishing this object (shewn in Figures 7 and 8,
(Sheet 2,) I connect or couple together the two weigh bar shatfs T, T,
which are situate immediately under the points of connection between
the engines and the "carrier frame" by means of a longitudinal rod U,
which is connected by a species of universal joint V at each end to
pendant levers W, W, keyed on to each of the reversing or weigh
shafts T directly in the centre line of the engine. This rod is supported
at suitable intervals by stays or brackets fixed under the centre of the
"carrier frame" A, and is free to slide longitudinally therein. Thus any
reversing motion imparted to one of the weigh shafts will be instantly
transmitted to the other through the longitudinal coupling rod U,
whatever may be the position of the twe engines in relation to the main
body of the intermediate carriage.
Figure 7 also illustrates in dotted lines another method of insuring
the simultaneous action of the two reversing or weigh shafts, which
consists in connecting each end of the sliding coupling rod U with a

page_text: bell crank X. (shewn dotted at the left-hand side of Figure 7) lixed in
any convenient position at the ends of the "carrier frame "A". These
bell cranks are connected by vertical rods Y to lever arms Z on the
reversing shafts.
Another arrangement of connected or coupled reversing shafts is
shown in Figures 9 and 10. 1lt consists of one or more longitudinal
rods U sliding in guides under the carriage frame, and having curved
slots U at each end, the curve being struck from the pivot or swivelling
centre of each engine, as shown clearly in Figure 8. Each reversing
shaft should be situate immediately under the swivelling centre, and it
is connected with the curved slot U! by means of a short rod a, one
end of which is jointed to a lever on the reversing shaft, whilst the
opposite end is attached to a block sliding in the curved slot U', a
<
guide a serving to maintain the rod a always central to the engine or
bogie "frame. Figure 10 shows in dotted lines the two engines partly
swivelled round as they would be when in the act of passing along a
sharp curve, and the corresponding position of the rod a in relation to
the main connecting rod U of the valve gear. This or a similar
arrangement would serve equally well for opening and closing the
regulators of both engines simultaneously by one driver, and either of
the two last-mentioned arrangements are particularly well adapted for
applying the breaks of both engines simultaneously whether on a
straight line or on reverse curves.
Figure 11 (Sheet 3) represents an elevation of a carrier frame
intended to be coupled to two four-wheeled locomotive engines, one at
each end of the frame. 'These engines are shown detached in Figure 11,
and the "carrier frame" is alone supported upon four adjustable auxiliary
wheels d, d, herein-after more fully referred to. The "carrier frame "A
here shown is adapted for goods traffic, and is represented as supporting
three coal wagons which are wheoled thereon; other goods wagons
either complete or with the bodies only, may be thus carried on the
"carrier frame" A; in either case thè entire load carried will be
available for adhesion and consequent tractive power, which is not the
case where the load is supported on its own wheels independent of the
engine or engines.
The auxiliary wheels d, d, shown in Figure 1 (Sheet 1) and in
Figure 11 (Sheet 3) are intended to be raised clear of the rails when
the locomotive steam carriage is running, and to be lowered so as to

page_text: detached.
support the weight of the carriage when the engines are
Screws, levers, or other suitable mechanical contrivances are employed
for raising and lowering the said wheels combined or not with bearing
springs. This system admits of the carrier frame being used as a
other
truck simply where the engines are detached for shunting or
purposes.
Figures 12 and 13 (Sheet 3) represent an elevation and plan of a
carrier frame connected to two four-wheeled coupled locomotive engines
below the platforms C, C, of the engine frames or "bogies" in lieu of
above the same as illustrated in all the preceding Figures.
Although the boilers shewn in all these Figures are circular I do
not confine myself to that shape as they may be oval, rectangular, or
of any other desired form. Of course, where the end of the girder or
carrier frame A is made to embrace one-half of the boiler, as in Figures 1
and 2, it will be more convenient in such case to make the boiler
circular.
Having now described and particularly ascertained the nature of
my said Invention, and the manner in which the same is or may
be used or carried into effect, I would observe iu conclusion that
what I consider to be novel and original, and therefore claim as the
Invention secured to me by the herein-before in part recited Letters
Patent is, the several peculiar combinations and arrangements of parts
constituting locomotive steam carriages to be used on railways, as
herein-before described and illustrated by the Sheets of Drawings here
unto annexed.
In witness whereof, I, the said James Samuel, have to this my
Specification set my hand and seal, the Sixth day of May, One
thousand eight hundred and sixty-nine.
JAMES SAMUEL. (L.S.)