Year: 1897

page_text: We, EMMANUEL JEAN BAPTISTE FOURE, Inspector of Customs at Alexandria, Egypt,
and HENRI THUILE, Engineer of the Port of Alexandria, Egypt, do hereby declare
the nature of this invention to be as follows:-
This invention relates principally to a new construction of locomotive, capable of
attaining very high speeds such as 120 kilomètres (about 75 miles) an hour and of
sustaining them over long runs such as those of the international trains de lure or
fast expresses, the medium speed of which is at present lower than that which our
improved arrangement of locomotive allows of being attained as an ordinary
speed.
When the construction of express trains is studied, the question of stability must
be passed over for it has long been recognised that a train can run at 120 kilomètres
an hour without danger from the speed. On the other hand the question of resistance
and strength of the rails need not be considered for international or main-line
permanent ways are very solid and their maintenance does not generally leave much
to be desired in the way of repairs; besides the speed of 120 kilomètres per hour is
officially allowed in some countries notably in France by Decree dated July 30th
1853, at a time when the permanent ways were less substantial, the rails themselves
weaker, and when the points were not furnished with bolt- or locking-systems, as is
now the case.
What has prevented the employment of such express trains, is not any consideration
of safety but simply the too feeble power of the locomotive in proportion to the load
of the trains to be drawn, the cars of which have been increased in weight as they
have been made more comfortable.
Our improved construction allows us to build locomotives of great strength which
are capable of attaining and maintaining very high speeds.
To furnish an exact and clear description we have shewn on the annexed drawings
a locomotive built according to our method; these drawings are of course only
diagraminatic and are only intended to illustrate the general arrangement which is
the object of our invention.
On these drawings,—

page_text: Figure 3 is a plan view of the framework.
Figure 4 is a section on line 4-4, 4-41, of Figure 2.
Figure 5 is a longitudinal section, and also a cross section, of one of the warming-
ventilating tubes.
Our arrangement consists essentially of the combination of the same framework
of a large-wheeled steam locomotive with an electrical locomotive whose motor
dynamos are driven from an electrical plant arranged upon the general frame, steam
being furnished to the motors of the generating dynamos and to the steam loco-
motive's cylinders by a single boiler of special construction, and capable of generating
a considerable amount of steam.
The locomotive is supported
1, at the centre by two steam-driven axles having large diameter driving
wheels.
2, forward by a bogie consisting of three electrically driven axles having small
wheels.
3, rearward, by three trailing wheels, of small diameter.
The propulsion of the locomotive is obtained in a continuous manner by the steam
driven wheels, as in ordinary locomotives; it is also assisted in a temporary or, if
desired, in a continuous manner by the electric bogie.
This combination of the steam locomotive and of the electrical locomotive gives
great latitude to the engine by allowing a supplementary and optional force to be
employed, which latter can be put into use only on inclines so as to maintain the
speed of the train or to facilitate its startings.
With this locomotive the advantages of a steam locomotive and an electrical
locomotive are obtained at the same time: the locomotive not being wholly electrical
and the largest portion of the original power being steam furnished directly to the
main driving axles, the inconvenience of electrical locomotives self-generating their
current in which a loss results from the two changes of the steam power before being
used are avoided.
The use of the electrical bogie allows us to construct a locomotive of great power
such as two thousand horse power with only two steam driven axles; if it were
wished to obtain an engine of this power driven by steam only, it would be necessary
to have more than two driving axles and to use a triple expansion engine, which
would present serious difficulties. Further the presence of an electrical installation
avoids the use of accumulators for the secondary installation of the train; lighting
and other accessory installations which we propose to establish in the trains drawn by
our locomotive and for which it is advantageous to use electricity, may thus be
obtained.
With such an arrangement the steam power employed may for example, equal
1500 horse-power and the electrical power be equal to 500 horse-power thereby
allowing a power of from 1500 to 2000 H.P. to be used.
Unquestionably the most important part of such an engine is the boiler, as in all
other locomotives. Until now a locomotive boiler of 2000 H.P. has never been made.
Our method allows this power to be attained in working practice and continuously.
It is characterized by the use of three superposed cylinders or chambers the lower
two of which are wholly tubular. Between these two tubular cylinders or chambers
are situated the steam driven axles. This arrangement is very advantageous because
it allows us to have driving wheels of large diameter: it is well known that at very
high speeds steam is completely wire-drawn in its passage across the ports; now the
tangential speed of the working parts of a locomotive having wheels of 3 mètres
diameter, as our system allows travelling at 120 kilos an hour, is the same as that of
those of a locomotive having wheels 2 mètres diameter and travelling at 80 kilos an
hour. Consequently slide-valve mechanisms in use on present-day locomotives for
medium speeds of 80 kilos, conveniently suit this improved type of locomotive,
which ought to normally work at 120 kilos: this naturally necessitating higher
speeds at certain times.
The lower chamber A is detachable; it is connected to the middle one by necks or

page_text: communications a a, to which it is joined by bolts a¹ so that it can easily be
separated and it is held in position by friction at a2 and 3 between the fire grate and
the smoke box. The two upper chambers are fixed and riveted to the firegrate and
to the smoke-boxes. The lower one opens forwardly into the smoke box C and rear-
wardly into the firegrate D, through an opening in the water space d and between
the tube plate and shell of the boiler. The middle chamber B opens forwardly into
the smoke box C¹ and rearwardly directly into the firebox of the grate.
The smoke-box is divided into two independent parts C C¹ intended each for one of
the two tubular chambers and each furnished with a blast E, Figure 2 being a
longitudinal section allows only one of these to be seen, and having independent
chimneys F F with movable escape valves and of rectangular section; this arrange-
ment allows the cleaning of the tubes of the cylindrical chamber in spite of the
unfavourable arrangement of the lower chamber. The upper chamber G com-
municates with the middle chamber by necks g g g and extends above the firegrate:
it includes no tubular enclosure but it is furnished with several steam domes g¹ g² g³
to draw off steam from the cylinders of the driving axles and the engines driving the
generating dynamos. The fire grate is of the maximum width allowed by the rail
gauge and extends above the trailing wheels HHH: it is provided with a Ten Brinck
boiler tube I resembling the shape shewn on the drawing which, besides its ordinary
use of containing water to be heated, enables it form a bridge before the fire-grate.
This boiler system allows the arrangement of the axles J J¹ of the driving wheels
to be between the lower and middle chambers which gives the advantage of having
driving wheels of large diameter, three mètres at least, without endangering the
stability of the engine by necessitating the raising of the boilers above the axles:
these large wheels are indispensable for high speeds for the speed of the parts in
motion, pistons, slide-valves, not being excessive, no wire-drawing of the steam is
produced and the steam-engine works under favourable conditions. At the top of
the firegrate and dependent from its arch is a second bridge i communicating with
the upper boiler and descending to the level of the channels or portion between the
two upper chambers: this besides acting as a screen for which purpose it has already
been used, serves also to diffuse the gases from the firegrate between the two tubular
chambers so as to mitigate their tendency to close in on the central chamber. The
rear face of the firegrate is furnished with two doors allowing the management of
the fire by two firemen.
The bars K may be of any desired construction, and by means of this arrangement
of the firegrate over the trailing wheels and the general construction of the engine
it can be of large area which is especially advantageous for it is well-known that the
larger the extent of the firegrate the greater the evaporation per kilogramme of fuel.
The level of water in the upper chamber should be at about x covering the arch
of the firegrate. The steam driving apparatus works in a compound manner; the
engine has four cylinders outside the framework, two of which L L are high pressure
and two L L are low pressure arranged tandem wise according to Woolf's system.
The admission cylinders work the rear driving axle J and the expansion cylinders
actuate the front driving axle J¹. This arrangement would allow of doing away with
the coupling of the axles by means of cranks: however, coupling is preferable
because it renders constant the relative angular position of the two axles, better
balances the weight of the moving parts and facilitates starting.
The admission cylinders L' L' are placed between two sole-bars and the expansion
cylinders L L rest on the front bogie. Between the admission cylinders and the
expansion cylinders is an intermediary reservoir or jacket M which is placed laterally
to the upper chambers and in the centre of the boiler resembling in section, the
shape given in Figure 4: the three chambers of the boiler can thus be enclosed and
the jacket also in the same heat retaining casing.
To facilitate starting, we arrange a special steam pipe which allows live steam to
be conducted direct to the jacket, at the same time that the steam leaving the
admission cylinders is led directly into the escape tube. The slide valve mechanism
may be of any suitable type, as also the reversing and controlling gear.

page_text: On the forepart of the locomotive is the electric installation which supplies the
electrically driven axles of the front bogie. This installation consists of two
ordinary compound steam engines N symmetrically arranged on each side and
driving a dynamo O placed between them. These engines have each its steam
supply from the front dome g¹ of the upper chamber of the boiler. These steam
engines, the generating dynamos, plant and motor dynamos are of any usual type
and present no special features.
The escape steam of these engines can be employed to heat water in the tender,
and in this case the whole of the locomotive will work as a condensing engine. All
the parts of the locomotive are carried on a very rigid framework of special con-
struction which ensures a fair division of the weight and a free rotation of the
driving axles.
The framework consists of two sole-bars or side-frames p p of the shape shewn on
the drawings, braced together by traverses p p, tie pieces 1 under the steam
generator and two struts or end pieces p2 before and behind.
The steam driving wheels are encased interiorly and exteriorly by sheaths or
walls p³ carrying grease-boxes for each axle, riveted to the ends on the extreme tie
pieces of the boiler and solidly secured between them.
With the exception of the boiler tie pieces which carry at their ends movable and
bolted parts to facilitate the detaching or removal of the axles and of the lower
chamber of the boiler, all the parts of the framework are riveted together; the
whole therefore is exceedingly rigid.
The sole-bars or side frames P P carry in that portion situated under the driving
axles a detachable guard or a slide p4 allowing of the passage of the axles when
being taken out.
The frame and all the parts thereby supported rest on oil boxes by means of
springs and accessory parts arranged in the usual manner for the purpose of lessening
shocks due to irregularities of the track and allowing the division of the weight fairly
when at rest. The division of the weight in travelling is ensured by longitudinal
and transverse beams in the usual way. The front driving axle is joined by a
longitudinal beam to the axis of the front bogie and the two driving axles are also
coupled together; besides the longitudinal beams, the driving axles and the bogies
are connected by cross beams. These arrangements are well known and we do not
confine ourselves to any particular pattern.
The driver's cab is placed in front of the locomotive at Q: the rear portion includes
a suelter for the firemen attending the firegrate. This position of the driver
facilitates a view of the signals and allows him to better inspect the track. The cab
is furnished with large glass openings and a wind-cutter or wind plough to lessen the
air resistance; all the controlling and working parts are placed in the cab and are
duplicated in the fireman's shelter so that in case of accident to the driver, the control
of the locomotive may be maintained by the firemen.
Any suitable acoustic or electrical instrument or means of communication is
provided between the driver's cabin and the firemen's shelter. At the upper part of
the locomotive are arranged two cylinders R R opening in front of the engine and
rearwardly put into communication with a ventilation pipe for the coaches or
carriages.
This arrangement can also serve for warming the carriages, for the cylinders are
formed as shewn in Figure 5, of several concentric walls or tubes reach of which
is doubly walled, and in each of which a current or jet of steam can circulate coming
from this latter being the exhaust steam from the engines driving the dynamo ;
the water of condensation escapes by a pipe 2 and returns to the tender.
By means of this arrangement the heating of the compartments in winter may be very
easily effected; the current of air rushing into the tubes R by reason of the rapidity
of the travel, is warmed by contact with the different cylinders which afford a
considerable heating surface. The apparatus thus acts as a warming stove.
Our system of locomotive being thus fully described, we wish to say we reserve the
right of constructing it with any alterations or modifications which do not necessitate

page_text: departure from the general arrangements of its various parts. The different controlling
and regulating parts and slide valve mechanism etc. may be of any suitable
system.
We do not limit ourselves to any particular dimensions of locomotive or parts
forming the same, or power obtained, as well as any relation between the steam
driven portion and the electrically propelled portion.
We reserve the right to employ certain parts of our invention separately; it is
evident that our boiler system could be used for all kinds of steam locomotives or
other engines. In our locomotive the electrical generating station may include any
number of steam engines and one or more generating plants. Finally our system of
warming and ventilating is applicable to all carriages or trains. Naturally it is not
indispensable that the tube section should be circular and the number of its envelopes
may be varied, as desired.
WE, EMMANUEL JEAN BAPTISTE FOURE, Inspector of Customs at Alexandria, Egypt,
and HENRI THUILE, Engineer, of the Port of Alexandria, Egypt, do hereby declare
the nature of this invention and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following statement :-
This invention relates principally to a new construction of locomotive, capable of
attaining very high speeds such as 120 kilometres (about 75 miles) an hour and
sustaining them over long runs such as those of the international trains de luxe or
fast expresses, the medium speed of which is at present lower than that which
our improved arrangement of locomotive allows of being attained as an ordinary
speed.
When the construction of express trains is studied, the question of stability must
be passed over for it has long been recognised that a train can run at 120 kilometres
an hour without danger from the speed. On the other hand the question of resistance
and strength of the rails need not be considered for international or main line
permanent ways are very solid and their maintenance does not generally leave much
to be desired in the way of repairs; besides the speed of 120 kilometres per hour is
officially allowed in some countries, notably in France by decree dated July 30th 1853,
at a time when the permanent ways were less substantial, the rails themselves
weaker, and when the points were not furnished with bolt or locking-systems, as
is now the case.
What has prevented the employment of such express trains, is not any considera-
tion of safety but simply the two feeble power of the locomotive in proportion to the
load of the trains to be drawn, the cars of which have been increased in weight as
they have been made more comfortable.
Our improved construction allows us to build locomotives of great strength which
are capable of attaining and maintaining very high speeds.
To furnish an exact and clear description we have shewn on the drawing filed with
the Provisional Specification a locomotive built according to our method; these
drawings are of course only diagrammatic and are only intended to illustrate the
general arrangement which is the object of our invention.

page_text: Figure 1 is a side elevatio
Figure 2 is a longitudinal section.
Figure 3 is a plan view of the framework.
Figure 4 is a section on line 4-4, 41-4¹, of Figure 2.
Figure 5 is a longitudinal section (and also a cross section) of one of the warming-
ventilating tubes.
Our arrangement consists essentially of the combination on the same framework
of a large-wheeled steam locomotive with an electrical locomotive whose motor
dynamos are driven from an electrical plant arranged upon the general frame, steam
being furnished to the motors of the generating dynamos and to the steam locomotives
cylinders by a single boiler of special construction and capable of generating a
considerable amount of steam.
The locomotive is supported:
1. At the centre by two steam-driven axles having large diameter driving wheels.
2. Forward by a bogie consisting of three electrically driven axles having small
wheels.
3. Rearward, by three trailing wheels, of small diameter.
The propulsion of the locomotive is obtained in a continuous manner by the steain-
driven wheels, as in ordinary locomotives; it is also assisted in a temporary or if
desired, in a continuous manner by the electric bogie.
This combination of the steam locomotive and of the electrical locomotive gives
great latitude to the engine by allowing a supplementary and optional force to
be employed, which latter can be put into use only on inclines so as to maintain the
speed of the train or to facilitate its startings.
With this locomotive the advantages of a steam locomotive and an electrical
locomotive are obtained at the same time; the locomotive not being wholly electrical
and the largest portion of the original power being steam furnished directly to the
main driving axles, the inconvenience of electrical locomotives self-generating their
current in which a loss results from the two changes of the steam power before being
used, are avoided.
The use of the electrical bogie allows us to construct a locomotive of great power
such as two thousand horse power with only two steam-driven axles; if it were wished
to obtain an engine of this power driven by steam only, it would be necessary to
have more than two driving axles and to use a triple expansion engine, which would
present serious difficulties. Further, the presence of an electrical installation avoids
the use of accumulators for the secondary installation of the train; lighting and other
accessory installations which we propose to establish in the trains drawn by our
locomotive and for which it is advantageous to use electricity, may thus be
obtained.
With such an arrangement the steam power employed may, for example, equal
1500 horse-power and the electrical power be equal to 500 horse-power thereby
allowing a power of from 1500 to 2000 H.P. to be used.
Unquestionably the most important part of such an engine is the boiler, as in all
other locomotives. Until now a locomotive boiler of 2000 H.P. has never been made.
Our method allows this power to be obtained in working practice and continuously.
It is characterised by the use of three superposed cylinders or chambers the lower
two of which are wholly tubular. Between these two tubular cylinders or chambers
are situated the steam driven axles. This arrangement is very advantageous because
it allows us to have driving wheels of large diameter; it is well known that at very
high speeds steam is completely wire-drawn in its passage across the ports; now the
tangential speed of the working parts of a locomotive having wheels of 3 metres
diameter, as our system allows travelling at 120 kilos an hour, is the same as that of
those of a locomotive having wheels 2 metres diameter and travelling at 80 kilos an
hour. Consequently slide-valve mechanisms in use on present-day locomotives for
medium speeds of 80 kilos, conveniently suit this improved type of locomotive,

page_text: which ought to normally work at 120 kilos; this naturally necessitating higher
speeds at certain times.
The lower chamber A is detachable; it is connected to the middle one by necks or
communications aa to which it is joined by bolts a¹ so that it can easily be
separated and it is held in position by friction at a² and a³ between the firegrate and
the smoke-box. The two upper chambers are fixed and riveted to the fire-grate and
to the smoke-boxes. The lower one opens forwardly into the smoke box C and
rearwardly into the firegrate D through an opening in the water-space d and between
the tube-plate and shell of the boiler. The middle chamber B opens forwardly into
the smoke box C¹ and rearwardly directly into the fire-box of the grate.
The smoke-box is divided into two independent parts CC¹ intended each for one
of the two tubular chambers and each furnished with a blast E (Figure 2 being a
longitudinal section allows only one of these to be seen) and having independent
chimneys F F with movable escape valves and of rectangular section; this arrange-
ment allows the cleaning of the tubes of the cylindrical chamber in spite of the
unfavourable arrangement of the lower chamber. The upper chamber G com-
municates with the middle chamber by necks ggg and extends above the firegrate;
it includes no tubular enclosure but it is furnished with several steam domes g¹ g² g³
to draw off steam for the cylinders of the driving axles and the engines driving the
generating dynamos. The firegrate is of the maximum width allowed by the rail
gauge and extends above the trailing wheels HHH; it is provided with a Teh Brinck
boiler tube I resembling the shape shewn on the drawing which, besides its ordinary
use of containing water to be heated, enables it to form a bridge before the fire:
grate.
This boiler system allows the arrangement of the axles J J¹ of the driving wheels
to be between the lower and middle chambers which gives the advantage of having
driving wheels of large diameter (three metres at least) without endangering the
stability of the engine by necessitating the raising of the boilers above the axles;
these large wheels are indispensable for high speeds for the speed of the parts in
motion, pistons, slide-valves, not being excessive, no wire-drawing of the steam is.
produced and the steam-engine works under favourable conditions.
At the top of the firegrate and dependent from its arch is a second bridge i com-
municating with the upper boiler and descending to the level of the channels or
portion between the two upper chambers; this besides acting as a screen for which
purpose it has already been used, serves also to diffuse the gases from the firegrate
between the two tubular chambers so as to mitigate their tendency to close in on the
central chamber. The rear face of the firegrate is furnished with two doors allowing
the management of the fire by two firemen.
The bars K may be of any desired construction, and by means of this arrange-
ment of the firegrate over the trailing wheels and the general construction of the
engine, it can be of large area which is specially advantageous for it is well-known
that the larger the extent of the firegrate the greater the evaporation per kilogramme
of fuel.
The level of water in the upper chamber should be at about a covering the arch
of the firegrate. The steam driving apparatus works in a compound manner; the
engine has four cylinders outside the framework, two of which LL are high pressure
and two L L are low pressure, arranged tandemwise according to Woolf's system.
The admission cylinders work the rear driving axle J and the expansion cylinders
actuate the front driving axle J¹. This arrangement would allow of doing away with
the coupling of the axles by means of cranks; however, coupling is preferable
because it renders constant the relative angular position of the two axles, better
balances the weight of the moving parts and facilitates starting.
The admission cylinders L' L'are placed between two sole-bars and the expansion
cylinders L L rest on the front bogie. Between the admission cylinders and the
expansion cylinders is an intermediary reservoir or jacket M which is placed laterally
to the upper chambers and in the centre of the boiler resembling in section, the shape

page_text: given on Figure 4; the three chambers of the boiler can thus be enclosed and the
jacket also in the same heat retaining casing.
To facilitate starting, we arrange a special steam pipe which allows live steam to
be conducted direct to the jacket, at the same time that the steam leaving the
The slide valve
admission cylinders led directly into the escape tube.
mechanism may be of any suitable type, as also the reversing and controlling
gear.
On the forepart of the locomotive is the electric installation which supplies the
electrically driven axles of the front bogie. This installation consists of two ordinary
compound steam engines N symmetrically arranged on each side and driving a
dynamo O placed between them. These engines have each its steam supply from
These steam engines, the
the front dome g¹ of the upper chamber of the boiler.
generating dynamos, plant and motor dynamos are of any usual type and present no
special features.
The escape steam of these engines can be employed to heat water in the tender,
and in this case the whole of the locomotive will work as a condensing engine. All
the parts of the locomotive are carried on a very rigid framework of special
construction which ensures a fair division of the weight and a free rotation of the
driving axles.
The framework consists of two sole-bars or side-frames P P of the shape shewn on
the drawings, braced together by traverses pp, tie pieces p¹ under the steam
generator and two struts or end pieces p2 before and behind.
The steam driving wheels are encased interiorly and exteriorly by sheaths
or walls på carrying grease boxes for each axle, riveted to the ends
the extreme tie pieces of the boiler and solidly secured between them.
on
With the exception of the boiler tie-pieces which carry at their ends movable and
bolted parts to facilitate the detaching or removal of the axles and of the lower
chamber of the boiler, all the parts of the framework are riveted together; the whole
is therefore exceedingly rigid.
The sole bars or side-frames P P carry in that portion situated under the driving
axles a detachable guard or a slide pt allowing of the passage of the axles when being
taken out.
The frame and all the parts thereby supported rest on oil-boxes by means of springs
and accessory parts arranged in the usual manner for the purpose of lessening shocks
due to irregularities of the track and allowing the division of the weight fairly when
at rest. The division of the weight in travelling is ensured by longitudinal and
transverse beams in the usual way. The front driving axle is joined by a longitudinal
beam to the axis of the front bogie and the two driving axles are also coupled together;
besides the longitudinal beams, the driving axles and the bogies are connected by
cross beams.
These arrangements are well known and we do not confine ourselves
to any particular pattern.
The driver's cab is placed in front of the locomotive at Q; the rear portion includes
This position of the driver
a shelter for the fireman attending to the firegrate.
facilitates a view of the signals and allows him to better inspect the track. The cab
is furnished with large glass openings and a wind-cutter or wind plough to lessen the
air resistance; all the controlling and working parts are placed in the cab and are
duplicated in the firemen's shelter so that in case of accident to the driver, the control
of the locomotive may be maintained by the firemen.
Any suitable acoustic or electrical instrument or means of communication e.g, a
suitable speaking tube telephone or electrical signalling apparatus is provided between
the driver's cabin and the firemen's shelter. At the upper part of the locomotive
are arranged two cylinders R R opening in front of the engine and and rearwardly put
into communication with a ventilating pipe for the coaches or carriages.
This arrangement can also serve for warming the carriages for the cylinders which
are formed as shewn in Figure 5, of several concentric walls or tubes reach of
which is doubly walled, and in each of which a current or jet of steam can circulate

page_text: coming from this latter being the exhaust steam from the engines driving
the dynamo; the water of condensation escapes by a pipe 72 and returns to the
tender.
By means of this arrangement the heating of the compartments in winter may be
very easily effected; the current of air rushing into the tubes R by reason of the
rapidity of the travel, is warmed by contact with the different cylinders "
afford a considerable heating surface. The apparatus thus acts as a warming
stove.
which
Our system of locomotive being thus fully described we wish to say we reserve the
right of constructing it with any alterations or modifications which do not necessitate
departure from the general arrangement of its various parts. The different
controlling and regulating parts and slide valve mechanism etc. may be of any
suitable system.
We do not limit ourselves to any particular dimensions of locomotive or parts
forming the same, or power obtained, as well as any relation between the steam
driven portion and the electrically propelled portion.
We reserve the right to employ certain parts of our invention separately; it is
evident that our boiler system could be used for all kinds of steam locomotives or
other engines. In our locomotive the electrical generating station may include any
number of steam engines and one or more generating plants. Finally our system
of warming-ventilation is applicable to all carriages or trains. Naturally it is not
indispensable that its section should be circular and the number of its envelopes
may be varied, as desired.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is:-
1°. A construction of locomotive more particularly intended for high speeds
characterised by the combination of a steam locomotive and an electric self generating
locomotive both mounted on the same framework the electric locomotive being
arranged to be used temporarily in need as an auxiliary to the steam locomotive, on
inclines or in starting, substantially as described and illustrated upon the sheet of
drawings.
2°. A system of high speed locomotive having as its essential constituent a common
framework supported on one hand by two steam driven axles having wheels of large
diameter each axle being supported in four bearings on the other hand by a bogie in
front with axles driven electrically, and behind with carrying axles; the driver's box
or cab as well as the general station for electricity being on the bogie in front the
firegrate being on the bogie behind and a three cylinder boiler being arranged between
the two bogies provided with two smoke boxes and two independent chimneys, the
steam driven axle being placed between the two lower cylinders of the boiler and this
boiler alone supplying the steam to the motive machinery and to the steam driven
dynamo or dynamos, the whole constructed combined and arranged as and for the
purposes described.
3°. A steam boiler of the locomotive type having as its essential features three
cylinders superposed, the two lower ones being entirely tubular, the upper having no
tubes but carrying the 2 domes and the steam outlet valves, each of the two tubular
cylinders being provided with an independent smoke box and chimney, the firegrate
being arranged in such a manner as to distribute equally the furnace gases between
the two tubular boilers as described and illustrated on the drawings.
40. A system of heating ventilation more especially applicable in combination with
the locomotive described in Claim 2 but equally applicable to all vehicles having as
an essential constituent a series of several coverings with double partitions arranged
concentrically forming a tube opening in front of the vehicle and the different
coverings being traversed by steam if the ventilator has to act as a heater substantially
as described and illustrated upon the drawings.

page_text: 5º. A construction of high speed locomotive constructed combined and arranged
substantially as described and illustrated.
50. A construction of high speed locomotive constructed combined and arranged
substantially as described and illustrated.
Dated this 20th day of September 1898.
GEDGE & FEENY,
30, Queen Victoria Street, London, E.C., Chartered Patent Agents.