IMPROVE- MENTS IN RAILWAY ENGINES, CARRIAGES, AND PERMANENT WAY FOR STEEP INCLINDS
Year: 1863

page_text: LETTERS PATENT to John Barraclough Fell, of Sparkbridge, near Newton-
in-Cartmel, in the County of Lancaster, for the Invention of" IMPROVE-
MENTS IN RAILWAY ENGINES, CARRIAGES, AND PERMANENT WAY FOR STEEP
INCLINDS."
"
Sealed the 14th June 1864, and dated the 16th December 1863.
PROVISIONAL SPECIFICATION left by the said John Barraclough Fell at
the Office of the Commissioners of Patents, with his Petition, on the
16th December 1863.
I, JOHN BARRACLOUGH FELL, of Sparkbridge, near Newton-in-Cartmel, in
the County of Lancaster, Engineer, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN RAILWAY ENGINES, CARRIAGES, AND PERMANENT
WAY FOR STEEP INCLINES," to be as follows:-
My Invention refers principally to improvements upon the Invention for
which Letters Patent were granted to me numbered 227, and dated the
Twenty-sixth day of January, in the year of our Lord One thousand eight
hundred and sixty-three, and the first part of my Invention relates to a
modification of the arrangements shewn by Fig. 1 of the Drawing accom-
panying the Specification of my said Patent, and consists in the means by
which the pistons which give motion to the supplemental traction wheels
working against the middle rail can be connected, so as to keep relatively
the same position, and help each other over the dead points. This is
accomplished by two connecting rods, one end of one connecting rod is

page_text: part of
jointed on a pin or crank on the axis of one of the horizontal wheels,
receiving motion from one piston, and one end of the other connecting rod
is jointed to a pin or crank on the axis of one of the wheels driven by the
other piston, and the opposite ends of these two connecting rods are jointed
to the same block, sliding in guides placed in a line parallel to the motion
of the pistons. Or the object of this
my Invention may be accom-
plished by connecting each piston to a supplemental crank shaft.
The second part of my Invention relates to arrangements for giving
motion to the horizontal traction wheels by means of one cylinder. This
consists in placing the cylinder in the centre, and fixing a cross head upon
the end of the piston rod, and in jointing the connecting rods to the ends of
the cross head, so that when on the centre the connecting rods will be in
a line drawn parallel to the middle rail, and passing through the axis of
the horizontal traction wheels.
The third part of my Invention relates to and consists in modes of driv_
ing both the horizontal traction wheels and the vertical carrying and traction
wheels by one pair of cylinders. This is accomplished by employing the
two inside cylinders, as shew in Fig. 1 of my aforesaid Specification, and
in adding cross heads to the end of each piston rod, and coupling side rods
to these, so that motion can be conveyed to a crank (one for each cylinder)
on a horizontal cross shaft, upon the outside ends of which shaft cranks are
fixed by which motion is imparted to the vertical driving wheels. Instead
of a rotatory crank shaft a rocking shaft may be employed for each piston,
and the piston rods may be made to pass through the back ends of the
cylinders, and may be connected by short links to arms upon the rocking
shaft, and this same arrangement may be employed when outside cylinders
are used, and the inside cylinders are dispensed with, the pistons being
connected directly with the vertical driving wheels in the ordinary manner
of outside cylinder engines, but, in this case the connecting rods of the
horizontal traction wheels will have to be jointed with blocks sliding in
suitable guides, these sliding blocks receiving motion in each case from an
arm of the rocking shaft through a short link.
The fourth part of my Invention consists in dispensing with flanges on
the horizontal traction wheels, and in using check or guard blocks, which
are fixed to the framing of the engines and carriages, so as to pass under
the flanges of the traction or middle rail.
The fifth part of my Invention consists in applying brakes directly on to
the middle or traction rail, with or without springs. These brakes may be
made to grip the rail by being brought together by a single screw (right and left

page_text: handed) or by being mounted on opposite ends of a lever, and they may be
made to answer the purpose both of brakes and the check or guard blocks
above referred to under the fourth head of my Invention.
The sixth part of my Invention relates to the mode of applying sand to
the middle or traction rail when in a slippery state, and consists in throwing
the sand against each side of the rail by a jet of steam or water, or by
rotating blades.
The seventh part of my Invention consists in the use of grooved rollers
or cutters attached to the framing of the engine to break, detatch, or remove
ice from the surface of the rails.
The eighth part of my Invention consists in the use of wrought-iron centre
or traction rails, fixed on wrought-iron chairs, and in the use of a wrought-iron
rail with flanges in combination with horizontal traction wheels without
flanges.
The ninth part of my Invention consists in the use of wedges actuated by
screws to compress the horizontal traction wheels against the rail.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said John Barraclough Fell in the Great Seal Patent Office on
the 15th June 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
BARBACLOUGH FELL, of Sparkbridge, near Newton-in-Cartmell, in the County
of Lancaster, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Sixteenth December, in the year of our Lord One
thousand eight hundred and sixty-three, and in the twenty-seventh year of Her
reigu, did, for Herself, Her heirs and successors, give and grant unto me, the
said John Barraclough Fell, Herspecial licence that I, the saidJohn Barraclough
Fell, my executors, administrators, and assigns, or suchothers as I, the said John
Barraclough Fell, 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 "IMPROVEMENTS IN RAILWAY ENGINES,
CARRIAGES, AND PERMANENT WAY FOR STEEP INCLINES," upon the condition
(amongst others) that I, the said John Barraclough Fell, by an instrument
in writing under my hand and seal, should particularly describe and ascertain

page_text: the nature of the said Invention, and in what manner the same was to be
performed, and cause the same to be filed in the Great Seal Patent Office
within six calendar months next and immediately after the date of the said
Letters Patent.
NOW KNOW YE, that I, the said John Barraclough Fell, do hereby declare
the nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement and accompanying three Sheets of Drawings, that is to say:-
My Invention refers principally to improvements upon the Invention for
which Letters Patent were granted to me, numbered 227, and dated the
Twenty-sixth day of January, in the year of our Lord One thousand eight
hundred and sixty-three, and the first part of my Invention relates to a modifi-
cation of the arrangements shown by Fig. 1 of the Drawings accompanying
the Specification of my said Patent, and consists in the manner of arranging
the horizontal traction wheels in their bearings, and in the mode of driving
and connecting them so that each pair of wheels shall keep relatively the
same position to and help each other over the dead points or centres.
The first modification of this part of my Invention is illustrated by three
views shewing the general arrangement of a locomotive to which the improve-
ments are applied, which views will also assist in explaining the improvements
to be herein-after described.
Fig. 1 is an end, and Fig. 2 a side elevation, and Fig. 3 a plan sectional
view, principally below the boiler.
It will be seen that the views represent a tank locomotive.
It may be
considered an outside cylinder engine with the wheels coupled together in the
ordinary manner and having an additional pair of inside cylinders, each
cylinder driving a pair of wheels on vertical axis, the wheels being made to
bite by spring pressure upon or against a middle rail which is placed at a
higher level than the carrying rails or ordinary permanent way. Each pair of
the horizontal wheels (a) on the same side of the rail (6), have their axles (a¹)
in bearings in a beam (a2), and these beams (a³) can slide in a direction to
and from the middle or traction rail (6) as their ends are carried between cross
frames (x), flanges upon the ends of the beams grasping ledges secured to the
cross frames (2) seen best in Fig. 2. The ends of the beams (a²) at a right
angle to the beam are sufficiently long to give leverage to resist any twisting
tendency, while a slight play is allowed lengthway of the beam so as to
permit separate movements on the part of each wheel to and from the rail.
The two beams (a2) are drawn together so that the wheels will grasp the
raction rail (6), or they are pushed asunder so as to leave the traction rail

page_text: by means of a right and left handed screw shaft (a3) passing across the
framing of the engine. In place of one screw shaft two may be used, one
above the other, and geered together by spur wheels. This right and left
handed screw shaft (a3) has bearings in the side framing (y) of the engine,
but it is free to move in the direction of its length, and it is rotated by a screw
wheel fixed upon one end of it, into which a worm geers on the end of an
oblique shaft (a) passing to a convenient position over the foot plate of the
engine, at which end a hand wheel is fixed, so that by turning the handle the
horizontal traction wheels (a) may be drawn tight against or pushed from the
middle traction rail (6). The worm end of the oblique shaft (a) has bearings
grasping each side of the worm wheel on the right and left handed screw
shaft (a3), so that the worm will keep in geer with the worm wheel at the
same time allow of the end movements in the right and left handed screw
shaft. The right and left handed screw shaft (a³) screws through a cross
plate (5), between which and the beam (a) a series of springs are placed,
each cross plate being screwed to its beam so that the springs are all com-
pressed to about the amount of pressure required upon the wheels, and so that
when free the springs cannot expand beyond a given limit, but they are free
to be compressed by the right and left handed screw shaft (a3) to a greater
extent than they are screwed up to by the bolts which limit the range outwards.
Stops are arranged so that when the beams (a2) are pushed asunder by the
screw shaft (a) these stops will bring the beams parallel to the middle
rail (6) in case one end should tend to hold back and not move to the same
extent as the other end. By this arrangement of the horizontal wheels (a)
they can give way to any irregularities in the position of the middle rail (6) or
in the position of the engine in relation to the middle rail, and while allowing
for these movements the wheels (a) will bite upon the middle rail with an
unvarying pressure. In place of the arrangement shewn in Fig. 2 and 3,
the beams (a2) may have trunnions formed at the middle, these trunnions
forming a vertical axis which have bearings in a box arranged so that it can
slide in frames across the engine. The sliding boxes carrying both trunnions
of each beam are made in one piece and as long as the space in the width of
the framing will allow, so as to counteract any twisting tendency in the beams.
The slide boxes for each beam in this case are also connected by a right and
left-handed screw shaft provided with springs and otherwise arranged as
already described in reference to Figs. 2 and 3. The piston rods of the
inside cylinder (w) are connected to cranks on the axis of the wheels nearest
to them, and each pair of wheels (a) is coupled together by coupling rods (a)
ou the under side of the wheels, and the two sets of wheels are coupled by

page_text: cranks on the upper end of the axis (a) to which rods (a) are connected,
these rods being jointed at their opposite ends to a block or cross head (a³)
arranged in suitable slides, the sliding block (a8) being sufficiently long to
prevent any severe twisting strain.
Fig. 4 shewsan arrangement for coupling the two sets of vertical axles (a¹)
when the connecting rods from the piston rods are jointed with cranks on the
axles furthest from them, which necessitates the placing of two connecting
rods (a and a) on the same crank pin on one axle, and a double crank
(as shewn) on the other axle, the ends of the coupling connecting rods in
this example being jointed to the same pin in a sliding block (as).
Fig. 5 is a Diagram showing another method of coupling the two sets of
vertical axles (a), the arrangement is the same as that shewn by Fig. 4,
except that the connecting rods (a) are jointed to separate blocks (as),
sliding in separate guides placed in a line with vertical axles, as shewn.
The two sliding blocks (a³) in this case are made to move together by a
rocking shaft ax, placed in a horizontal position, and having two vertical
arms, one for each sliding block, the arms and sliding blocks being con-
nected by links.
The second part of my Invention relates to arrangements for giving motion
to the horizontal traction wheels by means of one cylinder. This consists in
placing the cylinder in the centre of the engine and fixing a cross head upon
the end of the piston rod, and in jointing the connecting rods to the ends of
the cross head, so that when on the centre the connecting rods will be in a
line drawn parallel to the middle rail, and passing through the axis of the
horizontal traction wheels. This is illustrated by the plan Diagram Fig. 6,
the piston rod cross head (w²) connecting (a) and coupling rods (a), being
represented by centre lines.
The third part of my Invention relates to and consists in modes of driving
both the horizontal traction wheels and vertical carrying wheels by the same
pair of cylinders. In carrying out this object certain principles have to be
observed in changing the motion from one plane to the other, and in con-
veying it from one set of wheels to the other, so as to give uniform rotating
motion to both sets of wheels, and avoid contention or "scrub" between
them and the rails.
Some of the arrangements herein-after described may not appear to
engineers at first sight so simple as they might be, but their want of directness
arises from the necessity of observing the points above alluded to. Both sets
of wheels must be of the same diameter, the motion in one plane should be
changed to the other plane without modification; the cranks should be of the

page_text: same radius, and the connecting rods of the same length for both sets of
wheels; the connecting rods for both sets of wheels should both pull and
thrust simultaneously; the rods connecting both sets of wheels should move
together in the same direction. Fig. 7 is a plan Diagram, and Fig. 8 a
longitudinal Diagram in elevation shewing one method of driving both sets
of wheels by a pair of outside cylinders (u). The vertical wheels c are driven
and coupled in the manner of ordinary outside cylinder engines. One of the
horizontal axles (c) has two cranks upon it which are coupled by rods (c²)
with corresponding cranks on a shaft (3) in bearings in the framing (y), this
shaft (3) being placed in the plane of the cranks of the vertical axles (a¹); a
single crank is placed in the middle of this shaft (c), and it gives motion by
a connecting rod (c) to a block (cs), sliding in guides, from which motion is
conveyed by a rod (c), which is forked at one end and has a cross head at the
other as shewn in centre lines. The cross head (c) works at each end in
suitable guides, and a connecting rod (a) is jointed to each end of the cross
head (c) to give motion to the cranks on the vertical axles which are coupled
below the wheels (a). It will be seen that the motion of the crank shaft (c³)
is uniform with that of the horizontal axles (c¹) that the cranks and connecting
rods are the same length, and that both sets of connecting rods move in the
same direction. Fig: 9 is a diagramatic plan, and Fig. 10 a diagramatic
end elevation, illustrating a method of driving both sets of wheels by either
a pair of inside or outside cylinders. It will be seen that inside cylinders
are shewn, the pistons of which act directly through their connecting rods
upon the cranks of the inside wheels. The pistons rods are made to pass
through the back end of the cylinders, and each of them is connected by
a short link to one arm of a rocking shaft (d), placed in an oblique
position, the other arm of each shaft being connected by means of a
link of the same length with the end of a rod (e) which is free to slide in
suitable bearings in the direction of its length. To the other end of this rod
a forked rod (e) is jointed, which connects it with the crank pin in the vertical
wheel. The arms of the rocking shaft are of the same length, and the axis
of the shaft is placed parallel to a line drawn between the centre of the piston
rod and centre of the rod (e). It will be seen that the pistons of both
cylindersare coupled so as to help each other over the dead points or centres
through the horizontal axles. Fig. 10 is a diagramatic elevation of an
arrangement similar to that shewn by Figs. 9 and 10, but in this case the
axis of each rocking shaft (d) is placed in a horizontal position, the transmitting
rod (e) is placed in an oblique position, as shown, and the arms of each

page_text: rocking shaft are not in the same plane, but they are placed so that at mid-
stroke one arm is at a right angle to its piston rod, and the other at a right
angle to its transmitting rod (e).
Fig. 11 is a diagramatic plan, and Fig. 12 a diagramatic side elevation of
another method of driving both sets of wheels from one pair of either inside
or outside cylinders; inside cylinders are shown arranged and acting in the
manner explained in reference to Figs 9 and 10. The rocking shaft (d) in
this case has its axis vertical,and the arms are on opposite sides, consequently
the motion is reversed and the links connecting the arms of the rocking shaft
with the piston rod and rod (e) must be reversed, one on one side, the other
on the other side of its arm, and both links must be of the same length. The
connecting rods (ei) must return back as shown, so as to get them to pull and
thrust at the same time as the connecting rods for the vertical axles (a¹).
Figs. 13 and 14 are diagramatic views corresponding respectively to Figs. 11
and 12. This modification differs from that shown by Figs. 9 and 10 only in
the mode of transmitting the motion from the piston rods to the rods (e), and
this is accomplished by means of rocking shafts or bell cranks or shafts
having arms at a right angle to each other. A shaft d is placed in a hori-
zontal position above the level of the piston rod, which is connected by a
short link with the vertical arm descending from the shaft. The horizontal
arm at the end of this shaft d is coupled by a rod d, with a corresponding
arm of a bell-cranked lever d², the descending arm from which is connected by
a link (of the same length as that connecting the arm and piston rod) with the
rod (e). By this means the rod (e) and piston rod have simultaneous
movement in the same direction. I have not thought it necessary to shew
the details of the cranks, sliding blocks, rocking shafts, links, rods, and
other parts, as these articles and parts are ordinary and well understood by
engineers, and are sufficiently indicated by the centre lines in the
diagramatic views which have been herein-before explained.
The fourth part of my Invention consists in dispensing with flanges on the
horizontal traction wheels, and in using check or guard blocks, which are
fixed to the framing of the engines or carriages, so as to pass under the Hange
of the traction or middle rail, or under that part of the rail projecting on each
side of the chair to which the rail is secured. By this means any tendency of
the engine or carriage to get off the carrying rails is counteracted.
The fifth part of my Invention consists in applying brakes directly on to
the middle or traction rail with or without springs. These brakes may be
made to grip the rail by being brought together by a single screw (right and

page_text: left-handed) or by being mounted on the opposite sides of a lever, and they
may be made to answer the purpose both of brakes and the check or guard
blocks above referred to under the fourth head of my Invention.
Two methods of applying brakes according to this part of my Invention
are illustrated by the Drawings. The lever brake is shewn by Fig. 15, a plan
view, with the stay forming the bearing broken away; Fig. 16, a section
across the middle or traction rail; Fig. 17, a section lengthway of the traction
rail. The lever f carrying the parts to which the brake blocks are applied
has a boss upon it, by which it is screwed upon the lower end of a vertical
shaft f, which has sufficient clearance above the rail (6) to allow for the
variation of the load and the oscillations of the springs. The boss of the
lever has bearings in two stays (1) passing between the cross framing. To
each end of the lever (f) a block holder (f) is jointed at its centre, and the
two ends of the block holder are kept in position by two parallel bars f³,
which are jointed to the block holders as shewn. The blocks (4) are
prevented from departing to any great extent from their proper position
parallel to the traction rail when not in action by two studs (5) secured in
the cross stay forming the lower bearing of the lever shaft 1', and each stud
fits loosely in a hole in the centre of its parallel link or bar (13), as shewn.
The brake blocks f may be of metal or any suitable material, and rounded
at the ends, aud secured by screws or other suitable means in the block
holder (f), being backed by india-rubber or other slightly elastic material
or arrangement. This brake is applied to the rail (b) by partly rotating
the vertical shaft f¹. The arrangements for giving these movements to the
shaft will have to be varied according to circumstances, but the most con-
venient mode is by fixing an arm on the upright shaft f¹ and jointing a rod
to it screwed at one end, and in fitting a screw handle to this part, the boss
of the handle forming a nut capable of rotating, but stationary as to end
movement. It may be more convenient in some cases to place the screw
rod in a vertical position, and convey its vertical movements to the rod con-
nected with the arm on the lever shaft by means of a bell-crank lever.
Fig. 18 is a plan; Fig. 19, a section across the traction rail; and Fig. 20,
a section lengthway of the rail (b) of the other brake arrangement. a¹ are
cross stays, having ledges for two slides g, which are fitted to slide on these
ledges to and from the traction rail. These slides and cross stays must have
sufficient clearance above the traction rail. The slides (g) have projections (g¹)
below them to receive the brake blocks (f), which are secured with an
elastic provision, as herein-before described in respect to the lever brake.
The two slides have central bosses which are fixed nuts (in respect to rotation)

page_text: and correspond to the right and left handed screw shaft (h), the ends of which
pass freely through the side frames of the engine or carriage. This screw
shaft may be rotated to apply or withdraw the brakes from the traction rail
by a suitable handle or hand wheel upon a shaft gearing by bevil or other
wheels with the said right and left handed screw.
Another modification of my improved brake consists in applying the brake
blocks to the lower ends of two rods jointed together on a pivot fixed in the
framing of the carriage and over the centre of the traction rail; this arrange
meut would be similar to a pair of ordinary tongs used for domestic purposes;
each leg carries a brake block, and the two legs of the tongs are brought to
and fro to grip or release the traction rail by a right and left handed screw
rotated by any convenient means. The legs of the tongs might be constructed
with sufficient elasticity without any special backing of that character between
the brake blocks and the lower part of the legs of the tongs forming the
block holder. This arrangement allows the brake blocks to give way when
gripping the traction rail to any lateral deviation from its central position.
and to lateral movements of the engine or carriage. The strain upon the
brake blocks in the lengthway of the traction rail is sustained by longitudinal
rods or links jointed at one end to the brake blocks or holder, and to the
framing of the engine or carriage at the other end. But the strain in this
direction may be sustained between stays passing across the engine or
carriage.
The sixth part of my Invention relates to a mode of applying sand to the
middle or traction rail (b) when in a slippery state, and consists in throwing
the sand against each side of the rail by a jet of steam or water. Fig. 21
is a plan Diagram, illustrating the mode of carrying out this part of my
lavention. The apparatus may be applied to each wheel (a) and to both
sides of each wheel, so that the sand may be applied effectively both for the
forward and backward movement of the engine.
This apparatus consists of a sand pipe () which may be vertical to begin
with, and then turn in a horizontal direction, the orifice of the pipe coming
close to the nip of the wheel and rail. In the centre of the sand pipe a small
pipe is fixed for the steam or water. The steam jet creates a vacuum tending
to draw in the sand and then mixes with it, and drives it between the wheel
and rail. The flow of the steam is regulated by a tap, and that of the sand
by any suitable valve apparatus. The sand before entering the pipe should
be fine, dry, and free from any stones likely to choke the passage.
The seventh part of my Invention consists in the use of a wrought-iron
centre or traction rail fixed on wrought-iron chairs. Fig. 22, a sectional

page_text: view at a right angle to the permanent way; and Fig. 23, a detached view
of a second mode of forming and mounting the middle or traction rail (b);
(1), the cross sleeper to which the carrying rails of the permanent way are
secured; (3), a block of wood spiked on to the sleeper between the rails;
upon the upper side of this piece the wrought-iron chair for the traction rail
is secured by bolts passing to the under side of the sleeper, as shewn. The
wrought-iron chair is formed by a flat base piece (1) having turned up ends,
the upper part of the chair by a piece (13) bent into the form shown, the
lower ends of the bent part (13) abutting against the turned up ends of the
flat base part. The bolts securing the chair pass through both the bent part
and the base part of the chair. The space between the bent part of the chair
is filled in by a block of wood formed to the required shape to fit therein, and
this block is kept in its place, and the sides of the bent part of the chair are
held together by a rivet or bolt passing from one side to the other, as shown.
The rail is secured to the top of the chair by a bolt, as shown. Fig. 23
shows the rail with a tongue rolled upon it. l'he mode of securing it to the
chairs will be understood by inspecting the Drawings. Fig. 24 shows the
section of another form for the middle or traction rail (b); this may be
secured with or without chairs, and may be mounted on blocks upon the
sleepers or upon a longitudinal sleeper of wood.
I have now particularly described the nature of my Invention and the
modes in which it may be carried into effect, and claim as my Invention the
several improvements herein-before described.
In witness whereof, I, the said John Barraclough Fell, have hereunto
set my hand and seal, this First day of June, in the year of our Lord
One thousand eight hundred and sixty-four.
JOHN BARRACLOUGH FELL. (L.S.)