AN IMPROVED SYSTEM OF TANK LOCOMOTIVE ENGINE
Year: 1867

page_text: LETTERS PATENT to Jean Jacques Meyer and Adolphe Meyer, junior,
of Mulhouse, now of No. 113. Avenue de Neuilly, Paris, in the Empire of
France, Civil Engineers, for the Invention of "AN IMPROVED SYSTEM
OF TANK LOCOMOTIVE ENGINE."
Sealed the 24th September 1867, and dated the 2nd April 1867.
PROVISIONAL SPECIFICATION left by the said Jean Jacques Moyer
and Adolphe Meyer, at the Office of the Commissioners of Patents, with
their Petition, on the 2ud April 1867.
We, JEAN JACQUES MEYER and ADOLPHE MEYER junior,of Mulhouse, now of
No. 113, Avenue de Neuilly, Paris, in the Empire of France, Civil Engineers,
do hereby declare the nature of the said Invention for "AN IMPROVED
SYSTEM OF TANK LOCOMOTIVE ENGINE," to be as follows:-
The locomotive of our Invention is intended to increase three very important
qualities of the said engines, their adhesion weight, the heating surface of
the boiler, and the means of turning readily in curves. The long tubular boiler
of this engine is mounted on two separate carriages or "bogie" frames with
a swivelling connexion, each carriage being fitted with a pair of cylinders
working its leading wheels either coupled or not; such engines although of a
[Price 8d.]

page_text: great total length can readily pass round very sharp curves, while the whole of
the weight is made available for driving adhesion. Each separate train
bearing part of the boiler is fitted with at least two pairs of wheels, being
further provided with proper propelling organs. The supply of water and fuel
is carried directly by the "bogie" frames. The boiler rests directly on the
bogie" frames without any special intermediate fraine, being carried by three
hinge chairs or pivots; for instance, the one on the fore carriage under the
boiler is in a vertical plane to the axis of the latter, and both the other hinge
chairs on the hind carriage are in a plane at right augle with the first one.
The first hinge chair on the fore train is situated nearly in the center of the
carrying frame in the vertical line of the center of gravity; both other hinge
chairs must be situated as nearly as possible in the vertical plane of the center
of gravity of the hind train, but they rest on this train through intermediate
plates capable of sliding forwards and backwards in order to allow the respective
motion of the boiler and trains when running in curves. The fore and hind
trains are connected to one another by a connecting or propelling rod; the fore
hinging point of the said rod is the very hinge chair of the boiler, and the
back hinging point of the said rod must be forward of the center of the
hind train. The steam is conveyed to the cylinders through pipes capable
of allowing the slight relative motion of the boiler and cylinders.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Jean Jacques Meyer and Adolphe Meyer, in the Great
Seal Patent Office on the 1st October 1867.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JEAN
JACQUES MEYER and ADOLPHE MEYER, junior, of Mulliouse, now of No. 113,
Avenue de Neuilly, Paris, in the Empire of France, Civil Engineers, send
greeting.
WHEREAS Her most Excellent Majesty, Queen Victoria, by Her Letters
Patent, bearing date the Second day of April, in the year of our Lord Que
thousand eight hundred and sixty-seven, in the thirtieth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto us, the said
Jean Jacques Meyer and Adolphe Meyer, junior, Her special licence, that we
the said Jean Jacques Meyer and Adolphe Meyer, junior, our executors,
administrators, and assigns, or such others as we, the said Jean Jacques
Meyer and Adolphe Meyer, junior, our executors, administrators, and assigns,
should at any time agree with, and no others, from time to time, and at all

page_text: times thereafter during the terin therein expressed should and lawfully might
make, use, exercise, and vend, withinthe United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for "AN
IMPROVED SYSTEM OF TANK LOCOMOTIVE ENGINE, "upon the condition (amongst
others) that we, the said Jean Jacques Meyer and Adolphe Meyer, junior,
our executors or administrators, by an instrument in writing under our, 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
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 we, the said Jean Jacques Meyer and Adolphe
Meyer, junior, do hereby declare the nature of our said Invention, and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
We proposed by our Invention to combine a system of locomotive engine
we could almost say of an optional power, carrying its supply of water and fuel,
being of the lightest possible weight per unit of power, that is to say per unit
of heating surface, carried by such a number of axletrees that the load carried
by each one would not exceed the minimum load required for the resistance
of the rails, say, for instance, & to 10 tons for the main lines of the present
day, and 7, 4, or even 3 tons for the secondary lines with light rails, the said
engines utilizing their whole weight for adhesion without howevercompelling
more than six wheels to a common angular motion, and finally having the
spaces between the parallel axletrees sufficiently restricted to permit the whole
engine to run easily over the sharpest curves of 150 to 100 yards of radius.
We have carried ourplan into effectby the hinging or, "l'articulation")principle,
we mean by dividing the engine into two groups independent of each other
and from the single boiler carried by them, both of them being capable not
only of horizontal but also of vertical motion so as to follow freely and
independently both the longitudinal and transverse variations of level of the
permanent way.
1. Our system of locomotive engine, which is represented on the annexed
two Sheets of Drawing forming part of this our Specification, is composed in
principle of a sole or single boiler carried by independent carriages, generally
only two in number.
2. Each bogie carriage must be mounted on at least two axletrees, and if
all the bogie carriages are propellers each one must have its own propelling
mechanism.

page_text: 3. The frames of the two bogie carriages of a locomotive engine on our
system are provided with tanks and coal chambers, and in almost all cases, in
order to equalise the load on the wheels, it is better to have the water on the
fore and the fuel on the hind bogie carriage.
4. The boiler is not at all applied to the transmission of the traction power
from one bogie carriage to the other, or from the propeller to the passenger
carriages ortrucks, it is only carried by the bogie carriages without connecting
them to one another; it rests directly upon the said bogie carriages without
the interference of a special frame by means of three hinge or pivot bearings
(supports pivots,") placed the one at one of the ends beneath the boiler in
the vertical plane of its axis, and both the other hinge bearings at the other
end on each side of the said axis, also in a vertical plane, but at right angles
with the former.
5. The first hinge bearing, that is to say the fore one, corresponds to the
centre of figure of the fore carriage or nearly so. Unless compelled to be
otherwise its centre is situated in the vertical line of the middle centre of
gravity of the fore carriage, that is to say when the water tanks are halfemptied
and the water level in the boiler is at its normal height.
6. The two other hinge bearings placed at a suitable distance from one
another correspond with the hind train or bogie carriage, and are situated in
the transverse plane of the centre of gravity of this carriage, as much at least
as is suitable in each case, and as much as the requirements of stability and
suitable repartition of the whole weight of the locomotive engine will allow,
but they rest on the frame of said carriage by means of supports or sills
("patins ") under which the hind carriage can freely slide, so that on a curve,
the centre of which for instance would be on the left hand, the left sill
("patin") recedes in relation to the hind carriage and the right one moves
forward.
7. Thus the boiler may freely expand and modify its shape under the action
of heat and inward pressure without warping or at all injuring the adjustment
of the frames and machinery; this is a precious advantage which is wanting
more or less in all locomotive engines.
8. Both bogie carriages are connected to one another by a connecting
rod, the pivot or hinge part of which is the actual hinge bearing of the fore
carriage, or in other words, the socket bearing of this hinge point is of a
spherical shape.
9. The position of the centre of this pivot pin ("tourillon ") is unchangeable
with regard to the boiler and fore carriage no matter what may be the relative
displacement of either since this center is that of the pivot pin itself.

page_text: 10. The hinder pivot pin of the draw bar is of a spherical shape like the
fore one, and is placed in the axis of the hind carriage forward of its centre
of shape and of gravity; it must be rather loose in its back part within the
pieces which attach it to the hind carriage, this looseness is enough to
permit both bogie carriages of the engine to draw near each other and to
bring into contact two special hard buffers placed between the said bogie
carriages and in the axis of each one
11. The purpose of this arrangement is to place the draw bar in the
same excellent conditions of resistance and work as the draw bar connecting
a common locomotive engine with its tender, and to submit it only to
simple traction.
13. The elevation most suitable to the intermediate connecting or draw
bar is that of the buffers and connecting point to the first passenger vehicle
or truck of the train, it will be also the elevation of the centre of the fore
hinge bearing.
13. We prefer for attaching the first vehicle to the engine using the so-
called "Stradal" connector, and such connecting apparatus may be placed
at both ends of the engine, the said engines being fit to run either way
14. The steam is conveyed through ordinary copper pipes, but the said
pipes must be long enough and suitably arranged to easily lend themselves
to the relative displacements of the cylinders and boiler mouth or steam
egress ("prise de vapeur ") this very simple connecting process owing to
the pliability of long copper tubes has been successfully tried.
15. The steam exhaust takes place through similar long pliable copper
tubes.
16. It is evident that the boiler and the fore and hind train or carriage may
be easily disconnected by merely unscrewing a few bolts, and when several
engines of our system are on the same premises any one of these three main
parts may be used indifferently to connect with any of the two other ones.
17. We will now proceed to describe the several parts of the locomotive
engines of our system.
The boiler. All the various systems of boilers used for locomotives can
be applied to our system. but by increasing the length it is possible to
retain the simple ordinary method, and nevertheless to obtain a greater
heating surface and a high pressure without excessive increase in the
diameter of the boiler and thickness of the sheet iron.
18. In certain cases, for instance for a better repartition of the load or in
order to relieve the hinge bearings (see paragraphs 4, 5, and 3,) and the
fastenings of the said bearings to the boiler, it may be suitable to place springs

page_text: betwixt both the fore and hind bearings towards the middle part of the
boiler or around the said bearings. The said springs, which may be of any
system, bear on one side on the frames or bogie carriages, and on the other
side on the boiler, but always in such way as to allow the variations of position
of the carriages with one another and with the boiler.
19. Single hinge or pivot bearing of one of the ends. See Sheet II.,
Figures 2 and 3.-This pivot which we will suppose to be at the chimney
end, and this latter in the front as is usual, is not only used as a bearing for
the boiler but also as the pole pin (" cheville ouvriere") of the fore train and
rotula of the escape pipe, this pipe ending at its lower end in a spherical
segment around the centre of which take place the movements of the fore
carriage in relation with the boiler; it is hollow and bored throughout its
inner recess, communicating on one side with the escape pipe from the
cylinders, on the other side with the blow pipe in the smoke chamber; it is
firmly tied by means of a cylindrical or slightly conical piece to special
longitudinal and transverse ribs which are attached to the boiler.
20. The said hinge pin is thus tied to the boiler, but so as to be readily taken
apart, can rest directly on its bearing, the latter being fixed to the frame of
the carriage, but it is preferable to provide it with a moveable socket as
being cheaper and easier to replace than the whole bearing.
21. The bearing socket, against the inner part of which the frictions of the
hinge pin take place, is widened in a ring at its upper part and is fitted with
a cap intended to keep the socket against the hinge pin. In the event of
the boiler or carriage being either separated or changed the bearing socket
is removed with the boiler, which facilitates changing the said parts, because
the same sockets remain always with the same hinge pin. In normal course
the bearing socket is bolted fast through its ring against the bearing, which is
itself bolted fast to the frame of the carriage, as shewn, Figure 2, Sheet II., so
that unless the bolts are taken out the boiler cannot be lifted up without
carrying up the whole carriage frame with it. It is needless to say that the
socket bearing of the hinge or pivot pin is fitted outside in the bearing and
opened downwards in order to correspond with the escape channel, the
Figures of the annexed Drawing are in fact clear enough to leave no doubt
as to the principle of this mode of construction.
22. Of course it is not indispensable to use the said hinge pin for con-
veying the exhaust steam, as the escape might as well take place through a
special flexible or hinged or jointed tube of any kind.
23. Side binge or pivot bearings of the other end, shewn Figures 1 and 4,
Sheet II. The side hinge bearings of the rear end are of a half spherical

page_text: shape to prevent their hindering the vertical movements of the carriage;
they are fitted so as to be easily taken apart.
24. The horizontal sliding sill "patin," upon which each one of the
hinge pins rests. is arranged like a flanged basin to be fitted with a cap
which ties the sill to the hinge pit.
25. The sill itself, although free to move with the boiler, is held fast in
the vertical direction against the bracket of the carriage, so that the boiler
cannot be removed without previously removing the fastening bolts, the boiler
can therefore neither slide freely from the carriage nor get loose from it.
26. Rollers might be substituted in lieu of these hinge pins or pivots,
but we prefer the arrangement just described.
27. Connection of the carriages to each other, shewn Figures 1 and 2,
Sheet II., and Figures 22, 3, and 24, Sheet II.-For the better working of
the connecting rod of our two carriages one or several springs may be
interposed, which springs tend to drive the carriages away from one another
in the longitudinal direction, as shewn. Figure 1, Sheet I. Any kind of springs
may be applied to this purpose; they should be of variable tension, and be
arranged so as not to hinder the angular motion of the carriages.
28. Both carriages might also be connected to each other by the usual
means of attaching a tender to a locomotive, but it is evident that it would
prejudice the flexibility of carriages on curves. The connecting contrivance
should in any case be so arranged as to suitably limit the variations in the
distance of the carriages from one another.
29. A connecting or draw bar of "Stradal" system would here answer
perfectly; it should be arranged so as to bring the geometric point of the con-
nection or coupling towards the centre of figure of the fore carriage, and the
play of the coupling piece and the flexibility of the draw spring will be limited
to the necessary extent for preventing any excess of strain upon the steam and
water conveying tubes which the relative motions of the carriages and boiler
cause to yield; but in all cases the plain simple coupling by means of a
stretched bar, as before-mentioned, (paragraphs 8, 9 and 10,) is to be preferred.
30. As to the method of construction, the said draw bar is a kind of
connecting rod with end framing braces and tightening contrivance, as
shewn, Figures 22, 23, and 24, Sheet II.
31. We prefer, however, to this shape the combination shewn, Figures 1
and 2, Sheet II., which consists of two long bolts carrying directly friction
collars on the coupling hinge pins with the requisite screw nuts.
Steam conveying pipes.
32. In order to prevent the settle rings of the joints being strained to the

page_text: utmost it is desirable to widen the pipes near the said rings, and to make
these rings very strong, so that the greatest rigidity of the said pipes is at
the joints and settle rings. Sharp elbows must especially be avoided as much
as possible. A single induction pipe is required for a pair of cylinders,
and a single escape or exhaust pipe for all the cylinders of an engine.
33. Steam exhaust and annular shaped chimney, Sheet II., Figures 2
and 3. For the purpose of lessening, if required, the length of the chimney,
and to increase the effect of the jet of steam on the draught, we employ a
chimney composed of two concentric pipes, leaving between them a free
annular space, through which escape the gases and smoke produced by the
combustion of the fuel and also the puff or exhaust steam. The lower end
of the inner tube of the chimney enters the exhaust pipe, the said pipe
being closed at both ends, only leaving a free annular space, as in the said
chimney, the puff of steam therefore assumes an annular shape, its diameter,
surface, and sucking or exhaust power being increased in ratio with the
quantity of steam escaping.
34. The outer chimney and interior pipe may be at pleasure of an
increasing or decreasing diameter up to the outlet.
35. The inner pipe may either reach up to the top of the chimney or be a
little shorter, according to circumstances and the length of the chimney.
36. The annular outlet of the exhaust pipe can, as may be desired, have
either a fixed section or a section variable by means of the wearing motion of
the sides of the inner exhaust pipe; this wearing motion of the sides can be
obtained by displacing the moveable end of the exhaust pipe, as shewn in
Figure 3, Sheet II., or by displacing the central pipe, as in Figure 2,
Sheet II., or in any other appropriate manner.
37. Every variation of shape is possible in the different parts, the novelty
of this system consisting in the annular state of the section of the chimney,
particularly at its base, and also of the exhaust pipe.
38. This principle is applicable in general to any chimney with a frced
draught produced by a jet of steam, as well as to any apparatus working by
the driving along of any ambient fluid by a jet possessing a greater speed.
39. Working pieces of the engine, Sheet II., Figures 5, 20, and 21.-The
breadth between the two lines of rails of railways which limits the wideness of
locomotive engines is an impediment which on several lines prevents the fitting
of outer framings and outer cylinders to locomotive engines. Besides, as it is
always advisable to lessen as much as possible the distance between theaxis of
the cylinders as well as the false bearing "porte à faux" of the propelling or
coupling rods on the axle boxes, we purpose constructing the cranks of our

page_text: engines as shewn, Figures 5 and 20, Sheet II. The head of the crank serves
as a journal to lengthen the axletree, and the wheel is keyed fast on the head
of the crank, lengthened inwardly, and until just behind the nave of the wheel.
What distinguishes this disposition and makes it new is the keying of the
wheel on the crank itself, whether the axletree runs through the crank, as
in Figure 20, or does not do so, as in Figure 5.
40. The same result could be attained by forging both cranks in a single
piece with the axletree, but then the key bed of the wheels must be thick
enough to allow the crank to pass through the hole of the nave by suitably
inclining this latter. This arrangement is represented in Figure 21, Sheet II.
This way of fitting cranks is, we believe, quite novel, and may be applied
to locomotive engines on the ordinary systems.
.
41. Metallic packings for piston and slide rods.-The presence of four
cylinders in most of the locomotives of our system requiring four packings for
piston rods, and as many for slide rods, a method of packing which may be
kept in order without incessant care is very desirable. Metallic packing,
doing away with hemp and wearing very slowly, would not occasion leakages,
and would be a means of improving the service of our propelling engines.
42. The metallic packing we intend to apply is distinguished by the following
conditions-First, it is entirely metallic. Second, it is composed of a number
of rings superposed and threaded on the rod they are intended to protect; each
ring presses in a direction diametrically opposite to that of the preceding one,
that is to say, in a one and a same plane running through the axis of the rod.
Third, the steam is freely admitted into the inner part of the packing box.
Fourth, the steam itself regulates the pressure of the rings against the rod;
the springs with which each ring is provided are used only to determine the
touching points of half the inner periphery of the ring against the corresponding
half circumference of the rod, and these touching points determine the direc-
tion of the action of the steam. Fifth, all variable tightening or pinching in the
direction of the axis of the rods is done away with, thestuffing box gland being
superseded by a tight lid; the ring corresponding to the lid is kept in contact
with it by means of springs placed between the packing and the bottom of the
packing box; the same springs also keep the rings touching one another.
Sixth, the ring which commonly lies on the bottom of stuffing boxes is done
away with, or at least any direct touching and friction of this ring on the rod.
Seventh, the packed rod can, to a certain degree, freely bend in every direction,
the packing rings not preventing these inflections by their contact with the
inner sides of the packing box, so that the rod is guided in a steady manner
only at both ends, namely, by the piston in the cylinder and the head of the

page_text: rod in the slide bars. Eighth, the particular mod of fitting and putting on
the said packing for the purpose of obtaining not only a perfect contact of the
rings with the rods in their rubbing points, but also of the rings over each
other on their surfaces at a right angle with the rod. Ninth, regular oiling,
and as much as possible self-acting oiling.
43. It is the uniting of all these conditions which constitutes the novelty of
this metallic packing, which we believe will result in many advantages, such
as solidity, durability, and economy; it may be applied to all kinds of sliding
rods requiring packing, particularly to marine engines.
44. The Figures 15 to 19, Sheet II., shew the mode of applying the metallic
packings. Figure 15 is an end view, the cover or lid being removed; Figure 16,
longitudinal section; Figure 18, a view of the bottom ring with six circular
recesses intended to lodge as many helical springs, this ring and these springs
cause the close contact of the packing with the lid; Figure 17, packing ring
with a bit to receive the spring, which causes the ring to touch the rod, and
also to prevent the ring turning round; Figure 19, packing ring in the case of
a rod that is not swelled or bossed up in the key bed. A, A, bottom plate;
B, B, packing box containing the rings, the steam enters it through the free
space left around the rod in the bottom; C, C, cover or lid of the packing box
made true and fitted against the box, it is in close contact with the last ring
of the packing, but does not touch the rod; d, d, bottom ring, the helical
springs lodged within its thickness bear against the bottom of the cylinder and
push forward the whole packing composed of the rings e¹, e², e³, et, and against
the lid C; the ring d does not touch the rol, but is in close contact with the
first ring e8 of the packing, it does not touch either the bottom or the inner
sides of the packing box; the first ring e¹ is pushed against the rod in a
direction at a right angle with the latter by a spring ; the second ring e² is
pushed in an opposite direction; the third one e³ in the direction of el; the
fourth ring e' in the direction of e³, and so on. A greater number of packing
rings may be used if required; the said rings may be made either of cast iron,
steel, brass, or any other suitable metal or alloy. f. f, is a receiver, fed by
any suitable means with lubricating fluid of any kind. For economy, we
furnish the receiver with a sponge of cotton, wool, or any similar substance;
it can also be separately removed.
45. Applications of the hinged system to several classes of railway
engines, Sheet II., Figures 6 to 14.
Figures 6 to 14 represent skeletons of railway engines drawn to the scale
of 100 Figures 6 to 9 are engines of total, and Figures 10 to 14 are engines
of partial adhesion weight. Figure 6 is an eight-wheel engine of small

page_text: size, intended to run on light rails and curves of short radii. Engines of
this type may be constructed up to the heaviest indicated load compatible
with the preservation of the tires and rails, and with wheels of all the usual
diameters.
4. Figure 7 is an engine having 10 adhering wheels; the second group
is composed but of two axletrees mounted with wheels of a smaller diameter
than in the first group, although all the wheels might be of the same
diameter.
47. Figure 8 is an engine with twelve wheels, six for each bogie carriage
or train.
48. Figure 9 isan exceptional sixteen-wheel engine, divided in twocarriages
having each eight wheels; we do not advise the employment of such a number
of couplings except under very exceptional circumstances, as, for example, in
crossing steep mountains in climates where the adhesion is weak.
49. Figure 10 is a small eight-wheel engine in two bogie carriages of four
wheels each, the first bogie carriage being the only propeller, the engine has
therefore only two cylinders. An engine mounted only on two axletrees
separated from one another, as are those of each of the bogie carriages, could
have but a power much weaker even with a same weight, because its fire-box
and heating surface would necessarily be much smaller.
50. Figure 11 is a ten-wheel engine, the six ones of the fore bogie carriage
teing propelling ones; the six propelling wheels might equally be in the hind
bogie carriage, and the fore carrying wheels on the fore bogie carriage.
This arrangement permits increasing in a large proportion the heating sur-
f..ce and speed for the same adhesion.
51. Figure 12 is a twelve-wheel engine, six to each carriage, four of
them being coupled in the fore bogie carriage, and there being two pro-
pelling wheels to the hind train or bogie carriage four cylinders; the pro-
pelling wheels are of a suitable diameter for accelerated speed.
52. Figure 18 is an engine composed of two bogie carriages, each one
having six wheels, four wheels of each bogie carriage being adhering ones;
this type of engine is as suitable as the preceding one for accelerated speed.
The wheels of the hind bogie carriage might be arranged in the same manner
as in the fore carriage, namely, symmetrically with regard to the engine.
53. Figure 14 is an engine composed of two bogie carriages of six wheels
each; a single pair of wheels on each bogie carriage is used for propelling; the
adhering or propelling wheels are of great diameter; this type is particularly
adapted for great speed. The heating surface is considerable enough to
permit the application of propelling wheels of the largest possible diameter.

page_text: We desire it to be well understood that the several types of engines repre-
sented, Figures 6 to 14, and just described, might all of them be built of
any practical size.
54. General observations.-Wegenerally suppose the frames and cylinders
to be ontside, but it is certain that all the arrangements in use for cylinders
and frames might be applied with more or less readiness to the engines of
our system. Further one of the trains or carriages, when both of them are
applied for propelling, may be furnished with only a single cylinder placed in
the interior, and acting either on the crank of one of the axletrees or on a
transverse slide, transferring the motion outside to the wheels by means
of connecting rods.
55. In conclusion, we will observe that the novelty of our system of loco.
motive engines consists in the whole of the arrangements especially pointed out
in the paragraphs numbered from 1 to 16, but we claim more particularly,―
Firstly, the mode of hanging, bearing, or supporting the boiler on three
points or hinge or pivot bearings, permitting the free displacement of the
trains or bogie carriages on the rails, and facilitating a good repartition of
the load. We claim the application of this principle of hinge bearing (or
pivot bearing). on three points to carriages or to waggons mounted on
moveable carriage frames either for goods or passengers.
Secondly, the particular arrangement of the said hinge or pivot bearings.
Thirdly, the complete independence of the boiler and trains or bogie
carriages as regards propelling action
Fourthly, the mode of connecting the trains or propelling bogie carriages
with one another, allowing each one of them to follow independently of
the other, and with great freedom, the motions which are imparted to them
by, the various inflections and curvings of the way, also permitting each
train to resist shocks without driving in or compressing the draw rod in
the direction of its axis.
Fifthly, the novelty of our Invention consists also in the special arrange-
ment of the wholly metallic packings of the sliding rods as described, and
which may be applied to slide rods of all kinds of machines.
Sixthly, the particular arrangement of the annular steam exhaust canal,
and its application to any apparatus with forced draught.
Seventhly, the particular arrangement of outside cranks, and the same
application to the cranked shafts of any machine.
Eighthly, and lastly, the readiness with which the boiler and its bogie
carriages can be put together when it is necessary to exchange one of them

page_text: for repair, without being obliged to remove the frames and without any
modification.
In witness whereof, we, the said Jean Jacques Meyer and Adolphe
Meyer, junior, have hereunto set our hands and seals, this Twenty-
third day of September, in the year of our Lord One thousand
eight hundred and sixty-seven.
Signed and sealed in the presence
of
J. J. MEYER. (L.8.)
AD. MEYER.
(L.S.)