IMPROVEMENTS IN LOCOMOTIVE ENGINES AND TRAINS FOR RAILWAYS, TRAM- WAYS, AND COMMON ROADS
Year: 1863

page_text: LETTERS PATENT to William Bridges Adams, of Holly Mount, Hamp-
stead, in the County of Middlesex, Engineer, for the Invention of
"IMPROVEMENTS IN LOCOMOTIVE ENGINES AND TRAINS FOR RAILWAYS, TRAM-
WAYS, AND COMMON ROADS."
Sealed the 20th May 1864, and dated the 18th December 1863.
PROVISIONAL SPECIFICATION left by the said William Bridges
Adams at the Office of the Commissioners of Patents, with his
Petition, on the 18th December 1863.
I, WILLIAM BRIDGES ADAMS, of Holly Mount, Hampstead, in the County
of Middlesex, Engineer, do hereby declare the nature of the said Invention
for "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND TRAINS FOR RAILWAYS, TRAMWAYS
AND COMMON ROADS," to be as follows:-
My improvements in engines consist, firstly, in constructing the engine
and water and fuel carriage in one frame, with a central pivot to bend
laterally or in connecting the tenders of existing engines to form a similar
frame with the engine. The engine is on one half frame, the tender or
carriage on the other; the engine has the driving wheels in front of the fire.

page_text: box, and coupled wheels behind, or in any other convenient mode. Between
the hind wheels of the engine and the adjoining wheel of the tender or
pivotted frame is placed a pair of upper wheels, the peripheries of which rest
on the peripheries of the engine and tender wheels below, with an arrange-
ment of their flanges to keep them in plane with each other, spring tension
being applied through the hollow central pivot or otherwise to lift the whole
or as much of the load at the centre as may be needed to induce close contact
between the upper and lower wheels. Thus when the engine driving wheels
are put in motion that motion will be communicated to the upper wheels,
and through them to the pair of tender or hind frame wheels, which will
then become drivers also, and may be coupled to other wheels to make all
the wheels driving wheels, and thus the wheels of the engine and tender
frame may all be made adhesive and the whole load applied to the purposes
of propulsion, even through the tender wheels may be of smaller diameter
than the engine drivers; and if the engine has six drivers, and the tender
six, the bend at the middle may enable the machine to round a curve, and
with greater ease if the central wheels of each are without flanges; and
the pressure of the top wheels will tend by gravity to keep the whole
machine in a straight line, so as to run either end foremost steadily; and
radial wheels may be applied in addition at the extreme ends; and the
frames at their ends are to be made of curvelinear form, so that on curved
lines of rail they may suit the connecting train; and the couplings are to be
made so as to traverse along the end curves with rollers or otherwise to
work into a line with the adjoining carriage; and this plan of rounded
ends may be applied to other engines without a central bend; and existing
engines and tenders may be rigidly connected together for the application
of radial axle boxes; and the impelling power of the engines may be of any
available kind, but the fuel for heating purposes may be liquid or granular,
so as to feed from a cistern or hopper, or otherwise.
And my improvements in carriages consist in applying radial axle boxes
working in horizontal curved lines through horn plates, with the bearing
springs supported directly on slides or rollers on the top of the boxes, which
rollers may be applied to engines also with the springs above the frames, so
that the boxes may pass beneath them along the curve, or if middle wheels be
used these wheels may move in a similar way or at a right angle with the
carriage frame. I have before used similar boxes, but in such cases the
bearing springs were placed above the frames resting upon pius passing
through the frames, an arrangement not adapted for carriages and wagons;
and these carriages with curved axle boxes may be made very long or in two

page_text: lengths bolted together, as the curvilinear and lateral movement of the wheels
permits them to go round very sharp curves; and the ends of the carriages
may be made in curved lines as before described for the engines, and these
carriages will run very steady without being close coupled together, as is the
case with ordinary trains, and this will be a great advantage for free move-
ment, although the rounded ends may be closely connected with much
less disadvantage than ordinary carriages, by reason of the free movement
of the wheels and axles, and the rounded ends may have facings of elastic
steel or caoutchouc to form curvilinear buffer springs.
Another part of my improvements consists in the construction of carriages
and wagons so that the frame serves as a spring or springs by a hollowed or
lightened portion of what is called the "soli-bar," which is thus made to
yield to blows or pressure; and these wagons are used with my improved
wheels and axle boxes or without.
And another part of my improvements consists in enabling under frames or
bogeys at one or both ends of an engine or carriage to traverse from side to
side across the upper frame on curved lines, curved bars or slides being
provided with or without rollers to facilitate the movement, and place the
axles in a true position on curves. And for convenience in my radial or
curvilinear axle boxes I make the box in two parts, the outer part being made
to slide vertically on the horn plates or axle guards, and the inner portions to
slide on curved lines horizontally within the outer box, either with rollers or
sliding surfaces. When used for common roads the traction rod is made to
guide the wheels into their curved courses; and two or three or more pairs
of wheels with radial axle boxes may be made to apply at either end of the
engine or carriage or wagon, the curves of the boxes being struck from the
same horizontal centre at each end. And in applying breaks to the radial
wheels so that they may act equally well on curves and straight lines of
rails, I make the breaks follow the course of the wheels connecting them
with the axles, using screws or racks and pinions to move them, with a
drum connected by a chain or otherwise, so that if necessary the movement of
the wheels may supply the power to secure the friction of the breaks. This
break may also be applied to vehicles on which the axles do not radiate to
Or drums may be applied on the axles of the running wheels with
bands to tighten and produce friction. And to the engines before described I
apply breaks acting upon two or fouradjoining wheels by the agency of steam,
which breaks may also be in the form of sledges acting upon the rails, or on
rails and wheels, by either rising and falling by a combination of levers acted
curves.

page_text: on by the steam power, or a screw or water ram may be used instead of
These breaks may also be applied to carriages and wagons.
steam.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Bridges Adams in the Great Seal Patent
Office on the 15th June 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
BRIDGES ADAM8, of Holly Mount, Hampstead, Middlesex, Engineer,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eighteenth day of December, in the year of our Lord
One thousand eight hundred and sixty-three, in the twenty-seventh year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said William Bridges Adams, Her special licence that I, the said William
Bridges Adams, my executors, administrators, and assigns, or such others as
I, the said William Bridges Adams, my executors, administrators, 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 "Iм-
PROVEMENTS IN LOCOMOTIVE ENGINES AND TRAINS FOR RAILWAYS, TRAMWAYS, AND
COMMON ROADS," upon the condition (amongst others) that I, the said
William Bridges Adams, my executors or administrators, by an instrument in
writing under my, or their, or one of their hauds and seals, should par-
ticularly 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 imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Bridges Adams, 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 and accompanying Drawings, that is to say :-
As to my improvements in locomotive engines, Figures 1 and 1a shew in
elevation and plan an engine A with a tender B, for fuel and water, coupled
together a central pivot a, in such a mode as to constitute one frame, though
with provision for lateral bending, to suit curved lines of rails. The steam

page_text: cylinder bis shewn as outside the frame to act on cranks or pins placed in the
driving wheels, but they may be inside cylinders acting on cranks of the
axle if preferred; the driving wheel is shewn at C, C, with the crank attached
to the connecting rod d, and motion is communicated from the driving wheel
to other wheels of the same diameter e, f, by side or coupling rods g, h. The
driving wheel c is shewn without a flange to save friction on curves, but
instead of this the tires of all the wheels may be provided with lateral
traverse, as shewn at Fig. 12, which will prevent mischievous flange
friction ;
i is the foremost wheel of the tender connected to the two other
wheels jaud k by side rods on crank pins land m, the wheelj being without
a flange; or it may, as well as the others, be provided with a sliding tire; n
denotes a wheel bearing with its periphery on the peripheries of the hind
wheel of the engine f, and the front wheel of the tender i. The connection
between these wheels I prefer to make by salient and re-entrant angular
flanges, as shewn at Figures 2 a and 12, and to ensure adhesion between them
I suspend a part or the whole of the load of the hind end of the engine and
the front end of the tender on to the axle of the wheels n, either with springs
or without or by side springs next the wheels, or by a central spring and bolt
passing through th: hollow pivot of the conjoined frames, for which purpose
the wheels n are connected by a long axle box covering the whole length of
their axles, which may be in two parts divided at the mid-length, the box
being stiff enough to carry the load. When the driving wheels c are put in
motion by the pistons of the cylinders b, they will communicate motion by the
rods g, h, to the wheels e andf, and the wheels will communicate motion to
the upper wheeis n, which will thence be transferred to the tender wheels i,
i, k, and thus there will be twelve adhesive wheels, and if these wheels have
rails provided to take the angular flanged tires, the power of the engine to
take a load or ascend a steep incline will be greatly increased, and the wheelsn
will communicate motion to the tender wheels with the same effect, whether
the axles of the wheels f, i, be parallel, or at an angle with each other, as
when passing round curves. At the front of the engine are a pair of wheels o,
and at the back of the tender a similar pair of wheels p, to which are applied
radial axle boxes q (as shewn in my Patent of November 1863), which
permit their axles to attain an angular position pointing to the centre of the
curves of the line of rail. In this mode the conjoined frames will pass round
very sharp curves, the centre line assuming the position indicated in Plan by
letters r, s, t, u, v, on a curve of about two chains radius, and the centres from
which the concentric curves of the axle boxes q are struck are shewn by the
crosses w, x, and though these frames are adapted for sharp curves, governed

page_text: by the action of the flanges against the rails, they will run perfectly well on
straight lines, the pressure of the load at the wheels n having a constant
tendency to keep the frames straight. The plan, Fig. 1 a, shews curved
ends to the buffer beams y, z, formed of iron of a T section with a slot cut
through a part of the horizontal web enabling roller couplings to traverse
against the vertical web to suit the action of traction on curves and straight
lines, and these curved bars serve as buffers.
Fig. 2 shews in side view part of a similar frame a, a, with a large sized
driving wheel 6 and a smaller sized tender wheel c, and a coupling wheel d,
the pivot bolt e passing through the connecting joint of the frames, the nut fof
the pivot bolt being secured against a spring of india-rubber g, or steel may
be used if preferred. Fig. 2 a shews an end view of the same; the tires are
shewn with angular flanges, salient and re-entrant. The axle arrangement of
the upper wheels is an axle h, h, divided in two parts at the mid-length, and
fixed in the wheels d, d, as usual, or the axle may be undivided. i is a long
axle box tapering from the ends to the middle with increasing diameter and
recessed at intervals for oil. At the centre, outside, is a groove d,to receive the
suspending bolt . The tires both of these and the lower wheels I prefer to
be applied with springs as Fig. 14, and to have lateral motion in the wheels
to ensure contact, as shewn in Fig. 12, and though the flanges are shewn
angular, the section may be varied, provided the adhesion be not diminished
thereby, and ordinary engines and tenders may be thus pivotted together, or
bolted rigidly together, using the upper wheels to set the tender wheels in
motion by the load-enforced contact.
Fig. 3 shews in side elevation, and Fig. 3 a in half plan, an engine
frame A, on eight wheels, the four middle ones a, a, being drivers before
and behind the fire-box coupled together, the four end ones b, b, being
leaders or trailers fitted with radial axle boxes c, c, c, c, struck from the
centres s, s, to enable the engines to pass round very sharp curves; the
inner frames at d, d, may be arched for the wheels to pass below in lateral
traverse, or a six-wheeled engine may be made on the same plan with one
pair of driving wheels. The wheels I prefer to be spring tired, and they
may be angle-flanged also as regards the drivers, and the tires have
may
lateral traverse on the wheels. The ends of the frame have T iron buffer
bars and roller connections, as before described at Fig. 1 a. This engine,
Fig. 3, is adapted for straight lines or sharp curves, and carries water and fuel
on its own frame so as to dispense with a tender, and will travel either end
foremost equally well. The springs e are above the frames and rest on pins
passing down through the frame and resting on the axle boxes, or they may

page_text: be placed in other positions. The spring shoe f, which rests on the axle box,
has a large surface to move easily on the axle box with oil between, and is
connected to the spring pin by a hinge joint to allow the shoe to fit the box
when the frameis laterally depressed; or rollers may be used on the top of
the box or attached to the spring pin; and the frames may be in two parts
separated at the mid-length and bolted together for convenience of transit
when not on rails; and this free curvilinear movement of the wheels with
the radial axle boxes will greatly facilitate free movement and absence of
vibration even on straight lines, but nevertheless I can at pleasure prevent the
curvilinear movement by adjusting stops which will prevent the lateral move-
ment and make the engine as rigid as ordinary.engines; or, I can apply
friction in various modes to check the movement; and for the purpose of
retarding the movement of the engine previous to stopping, I use a peculiar
brake arranged to press on the rails and wheels together by the agency of
steam. g, h, are a pair of sledges of cast iron fitting the rails and wheels;
i small is a bar sliding in the sledges and attached to a piston rod 7, guided
on the frame into the cylinder; / diagonal bars; m, m, are hinged to the
sledges and the frame. When the steam presses on the piston from above,
the bars m, m, are forced into a more vertical position, and the sledges g, h,
are forced against the rails and wheels sliding along the bar i. To put the
sledges out of action the steam is shut off, and a spiral spring, indicated by
the dotted lines n, lifts the piston bars and sledges. Thus, the putting on
the breaks is within the control of the driver by the act of turning the
steam on and off, and all the eight wheels which serve the purpose of
traction with the total weight of the engine, will, by the application of these
brakes, all become retarders.
And although I have described and shewn the upper connecting wheels in
Fig. 1 and 1 a as applied to connect the driving power between the engine and
tender wheels, I do not confine myself to that arrangement, but apply them in
various modes above and below the driving wheels as a substitute for ordinary
coupling rods, to connect the wheels which traverse laterally on curved or other
lines, by means of radial axle boxes or "bogus," bars, or trucks, and I make
the contact either by the flanges or by the tread of the tires, using a narrow
periphery to the connecting wheels to permit them to play on the surfaces
laterally when on curves. And these connecting wheels may be used to give
adhesion to the radial wheels as indicated by the dotted lines o, o, Fig. 3.
Fig. 4 shews, in elevation, and Fig. 4 a in half plan, a portion of a railway
carriage, the end wheels a, a, being provided with radial axle boxes b, b, to

page_text: suit the axles to curves, and the central wheels c, c, which may be one or
more pairs, have their boxes d, d, arranged to slide at a right angle with the
carriage frame. The springs e, e, are attached to the frame in the usual
manner, and the central shoes or buckles of the spring rest on the tops of the
boxes. But to prevent the springs from tilting as the boxes slide beneath
them, they are confined between a pair of horn plates or otherwise at the
outside and inside of the carriage frame, the front ones, if preferred, being
cut short to the depth of the springs, as ff.ff. The ends of the carriage
frames are provided with T-iron buffer bars, as before described.
And to
apply brakes to these radial wheels it is needful that the brake blocks should
follow the wheels. For this reason I apply a carrying bar g, 9, 9, on a bearing
on the centre of the axle, and at the ends of this bar, I apply, in bearings, a
pair of round bars h, h, parallel to the axle, from the centre of which rise
vertical levers i, i, and from the ends of which descend other levers carrying
the brake blocks k, k, A rod connects the two opposite brake blocks at
bottom, and keeps them off the wheel when at rest. A rod m, m, is attached
to the tops of the rising lever i, i, and lengthlong motion being given to this
rod, either by steam or other power, the brakes can be put on to the wheels in
either direction. And the brake rods of every carriage may thus be attached
together by compensating radial links to operate equally well whether the
carriages are close or separate, and these brakes may be applied through the
whole train, and may be operated through a steam cylinder beneath the foot-
plate of the engine by the driver, or may be put in action by friction wheels
brought in contact with the running wheels of the train. And it will be
desirable to have such friction wheels made elastic in their action by spring
tires, to prevent noise and jarring. And this mode of putting all the brakes,
i.e., one-half the brakes of each vehicle, in action by tension power from the
engine and the downward action on the wheels will prevent jarring on the
blocks. And the ends of the carrying bars h, h, are suspended from the
carriage frame by chain links instead of the ordinary hangers, so that when
the brakes are on the action of the bearing springs will not be impeded. The
chains are not shewn, in order to avoid confusing the Diagram. And the
break blocks will follow the wheels whether on straight lines or curves,
where the wheels are radial, but they may also be applied to ordinary
wheels. And these carriages may be made in two parts, pivoted together
as the engine, Fig. 1; or they may be bolted rigidly together.
And although I have shewn this carriage with six wheels, the end wheels
radial,and the centres sliding at right angles to the carriage frame, and so also

page_text: with the four central wheels described, I also arrange the central wheels to
be fixed in a plane, as usual, with the carriage frame.
Fig. 5 shews in side elevation, Fig. 5 a in plan, and Fig. 5 b a part end
view of a wagon in which steel bearing springs are dispensed with. a, a, a,
thus shews the side frame; b, b, a sole bar, bolted to it below; c, c, the
headstock; d, d, the wheel, which may be formed of a hollow casting connected
by a coupling box in the centre to the opposite wheel, and both containing oil
or other lubricant. Thus the wheels, which may be bushed at the ends with
brass or other metal, revolve freely round a fixed axle, and may have abundant
end play without wasting the oil, and the axle, which has no collars, is
fastened on pedestals e, e, e, e, e, e, bolted to the sole bar b, and there may be
a block of india-rubber between the pedestal and the sole bar. The frame a
is cut away above the sole bar, and thus the sole bar forms a wooden spring.
And to prevent the frame from "hogging" upwards in the middle, I bolt
timber standards f to the frame standing on the sole bar, and across this
I stretch a strong tie bar passing through the headstocks at each end, which
presses down the middle and holds up the ends.
Fig. 6 shews in elevation, and Fig. 6 a in plan, a wagon on four wheels,
with radial boxes to run on straight lines and pass round sharp curves, the
centres of the radii being about five feet distant from the axle centres, as
shewn by the crosses a, b.
Fig. 7 shews in plan a similar wagon, with the radii of the axle boxes
reversed, supposing a very high speed to be used with great centrifugal force.
Fig. 6a will tend to keep the axles in true radial lines to the curves of the
rails, and if on very sharp curves at slow speeds the traction of the engine and
the elevation of the outer rail will put the axles in right position if the boxes
are applied as Fig. 7. Practically the downward presence of the load will in
both cases cause the wheel tires to take the path of least friction on the rails.
The radial centres of the boxes in Fig. 7 are denoted by the crosses a, b.
Centre wheels with sliding or fixed boxes may be applied to the wagons or
carriages, or fixed boxes may be applied at one end and radial boxes at the
other.
Fig. 9 indicates how inside as well as outside radial axle boxes may be
applied, either separately or combined, the wheels being either in pairs or
groups, either struck from a single centre or from two or more separate
centres Any convenient centre may be used, but a true centre may be found
by taking half the distance between the radial axle centre and the central
wheels of the frame, which will cause the radial wheels to run true on all curves.
Fig. 10 shews in plan a radial axle box a and wheel b. The dotted lines c

page_text: indicate the axle, and d the bearing brass, the axle having a central collar;
e, f, are the axle guides of cast metal bolted to the horn plates; g, h, are lips
on the box to limit the play.
Fig. 10 a shews the structure of the box in central section.
Fig. 11 shews a radial axle box, in which the axle a need not revolve, but
is retained in the box by a staple bolt b, which passes down a groove; or nuts
may be used at the axle ends.
Fig. 11 a shews this box in central section.
Fig. 12 shews part of a wheel a with a tire b applied without tension,
so that the wheel may slip round in the tire to prevent undue friction on
the rails on curves. The tire can slide laterally as shewn at c, c, and is
kept from coming off by a flat ring & sprung into a groove. The angle flange
is shewn at e, entering a corresponding angle of the rail, and not bearing on
the flat. The dotted lines g indicate the trailing wheels of the engine and
train. These rails are only applied on steep inclines, unless very heavy trains.
are needed on the level, and the power of much lighter engines is thus rendered
available without slipping. h shews the timber sleeper, to which the rails are
bolted down.
Fig. 13 shews part of a wheel a fitted with a revolving tire b, which is kept
on by a circular bar c, fitted into a groove of the tire c, and held by screws d
passing through the wheel rim into the bar, which is cut into lengths equal to
the number of screws; thus the tire can revolve, but will not come off.
Fig. 14 shews a wheel a with a revolving tire b, supported on a spring c,
the wheel being held in position by a front rib d and a flat ring at the back e ;
the spring permits the tire to flatten and rock on the wheel, and I prefer to
use it in my improved engines and carriages, especially the former. But apart
from the spring the slip of the tire round the wheel gives many important
advantages.
Fig. 15 shews an improved wheel of cast metal, hollow to contain oil, and
dispensing with revolution in the axle boxes. a shews the wheel externally,
6 internally with the hollow for oil. They are bolted together by flanges in
the centre.
The framing, flooring, and other portions of the wagon, Fig. 5, as well as
the buffing and traction, may be provided for in any usual manner. This will
be a very cheap and useful wagon, and especially useful when steel springs are
liable to damage from rust, as from salt and alkalies, or other substances.
Fig. S shews in elevation, and Fig. 8 a in half plan, part of a four-wheeled
frame to enable the wheels to radiate on curves, though not quite truly. The
wheels a, b, are coupled together by a frame c, c, like an ordinary "bogy,"

page_text: and with springs & resting on shoes e, e, on the axle boxes, and held down by
a bolt f. The two opposite springs are connected together by a radial bar, 9. 9,
which slides laterally on a curved line across the engine frame between two
other bars h, h, h, h, which form a dovetail; or double radial bars may be
applied from the spring ends or from frames.
And as to my improvements in the mode of feeding liquid fuel to locomotive
engines, Fig. 16 shews in cross section a portion of a locomotive engine A.
A close cistern B is also shewn in section. a shews the level of the oil, which
may be of any kind, but which I prefer to be paraffin or coal or shale oil, or
what is called rock oil, or petroleum. b is a pipe by which air is forced in;
c is a pipe with a cock d, one end of the pipe opening into the bottom of the
cistern, and the other end pierced with fine holes lying in the fire door or in a
hollow stay.
Round this oil pipe is a second pipe e, e, of larger diameter.
with a cock, the upper end entering the air space above the oil in the cistern.
When air pressure is put on the cistern, and the cocks d and fare opened, the
oil and condensed air are thrown on to the hot coals or coke, or other heated
surface, beneath what is called the "baffle plate" g; and if the air be in right
proportion to the gas generated by the heat from the oil, and which can easily
be adjusted by cocks on the oil tube and the air tube, the result will be that
the gas will be flashed into flame which will permeate the whole of the fire-box
and impinge on its surface, as well as on that of the greater part of the fire
tubes. And any number of openings for the oil may be adjusted, as in the
spout of a watering pot, according to the amount of flame required. And a
separate vessel may be used for condensing the air, worked by the engine
power, so as to turn it into the fire-box separately from the oil, though I
prefer to surround the jets of oil with air from a concentric pipe while entering
below the baffle plate. And the bottom of the fire-box may be a close hearth,
like a smith's forge, if sufficient air be supplied to dispense with the air which
passes through the fire-bars, and which tends to lift the fuel from the grate
and blow it through the tubes and up the chimney. And the cisterns or tanks
for the oil and air may be placed on the frame next the sides of the fire-box,
with a space between, openings being made on the sides to admit the oil and
air; and granular fuel may be dropped from a hopper in combination.
And in my engines and carriages before described I use any of my wheels,
tires, axles, or axle-boxes described in my Patent of November One thousand
eight hundred and sixty-three, either using radial boxes or radial bearings,
or tires with or without springs in them, or ordinary wheels.
And the Diagrams, Figs. 9, 10, 10a, 11, 11 a, 12, 13, 14, and 15, are
copied from the Specification of my Patent of November One thousand eight

page_text: hundred and sixty-three, for the better illustration of the plans herein-before
described, and are not claimed herein.
And the impelling force in my improved engines may be that of heated
air instead of steam, or of any other available use of heat, or of other
agency.
The Figures are drawn to the following scale :-
inch to one foot.
-
inch to one foot.
Figures 1, 1 a, 3, 3 a, 5, 5 a, 5 b, 6, 6 a 7,
Figures 2, 2 a, 4, 4 a, S, Sa, 9, 15, 16
Figures 1, 10a, 11, 11 a, 12
Figures 13, 14 -
-
1 inch to one foot.
6 inches to one foot.
Having now described my said improvements, I wish it to be understood
that what I claim is,-
Firstly, the construction of locomotive engine shewn at Figures 1 and 1 a
and 2 and 2 a, viz', a bending frame with the arrangement for communicating
motion from one wheel to another, that is to say, by upper wheels connected
by their peripheries to lower wheels of unequal or equal diameters, or vice
versa, or with a rigid frame, or a frame in two parts bolted together; also the
application of these connecting wheels to communicate motion to radial wheels
with radial axle-boxes, or to separate tenders or frames with radial bars, as
shewn at Fig. 8, or to the wheels of pivotted bogies or trucks, so that the con-
nection may be as complete on curved lines as on straight, the connecting
wheels being a substitute for side or connecting rods, which are only adapted
to parallel axles and straight lines, as herein-before described. Also the con-
struction of engine with two or four or more coupled central wheels, and with
end wheels in radial axle-boxes and a rigid frame, which for convenience may
be made in two parts, to bolt together, as herein-before described and shewn
at Figures 3 and 3 a.
Secondly, the construction of carriages shewn at Figures 4 and 4 a, with
radial end wheels and two or more central rigid or sliding wheels, in one solid
frame, or on two frames bolted together, for convenience of transit when not
on rails, as herein-before described.
Thirdly, the engine and carriage brakes as shewn at Figs. 3 and 3 a and
4 and 4 a, as herein-before described.
Fourthly, the wagon without steel springs as shewn at Figures 5, 5 a, and
5 b, and herein-before described.
Fifthly, the wagons shewn at Figures 6 and 7, with radial axle-boxes curved
in opposite directions, and which may have also two or more rigid or sliding
central wheels, as herein-before described.
Sixthly, the mode of obtaining radial movement of wheels and axles, either

page_text: one pair or two pairs, grouped by radial plates or bars, as shewn at Figures 8
and 8 a, as herein-before described.
And, lastly, the mode of using liquid fuel or petroleum by injecting it in
fine streams with compressed air on incandescent substances, as shewn at
Fig. 16, and herein-before described.
In witness whereof, I, the said William Bridges Adams, have hereunto
set my hand and seal, this Fifteenth day of June, in the year of our
Lord One thousand eight hundred and sixty-four.
fine streams with compressed air on incandescent substances, as shewn at
Fig. 16, and herein-before described.
In witness whereof, I, the said William Bridges Adams, have hereunto
set my hand and seal, this Fifteenth day of June, in the year of our
Lord One thousand eight hundred and sixty-four.
WILLIAM BRIDGES ADAMS. (L.s.)