IMPROVEMENTS IN THE APPLICATION OF POWER FOR THE PROPULSION OF VEHICLES ON COMMON ROADS OR RAILWAYS, AND IN APPARATUS CONNECTED THEREWITH
Year: 1870

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane,
in the County of Middlesex, Patent Agent, for the Invention of
"IMPROVEMENTS IN THE APPLICATION OF POWER FOR THE PROPULSION OF
VEHICLES ON COMMON ROADS OR RAILWAYS, AND IN APPARATUS CONNECTED
THEREWITH.”—A communication from abroad by Henri Adolphę
Corbin, Civil Engineer, of 13, Boulevart St. Martin, Paris..
Sealed the 23rd August 1870, and dated the 5th March 1870..
PROVISIONAL SPECIFICATION left by the said Alexander Melville
Clark at the Office of the Commissioners of Patents, with his
Petition, on the 5th March 1870.
I, ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County
of Middlesex, Patent Agent, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN THE APPLICATION OF POWER FOR THE PRO-
PULSION OF VEHICLES ON COMMON ROADS OR RAILWAYS, AND IN APPARATUS CONNECTED.
THEREWITH," to be as follows:-
Many attempts have been made to adapt steam motors for the transport
of merchandize on common roads, but none have produced a satisfactory

page_text: result. These failures are to be attributed to the defective principle on
which they have invariably been based, viz., that of connecting together
a number of trucks to be drawn by a road locomotive placed in front.
The locomotive is carried on wheels, the whole of the motive power
produced being applied for moving the same. This method is incapable
of producing good results on common roads on account of their occasional
steepness and the variable nature of their surface, which is also dependent
on the weather and causes continual variation in the adhesion of the
wheels and the cohesion of the surface on which they run. Thus when
the road is rendered slippery by damp or the steepness of the ascent
the adhesion of the wheels of the locomotive is insufficient to move the
train of trucks, and the wheels revolve without advancing except the load
is very light. Again, the portion of the road on which the locomotive
is running may be slippery, while that part on which the trucks rest
may be freshly made, and thus oppose such resistance as to prevent
the trucks from moving. Stoppages are still more liable to occur
in turning, as in this case only one of the wheels of the locomotive is
used as a driver, the other not turning with its axle. Another great
disadvantage is the rapid deterioration of paved roads through the action
of the wheels of the locomotive thereon where used for drawing loads.
All attempts hitherto made to increase the adhesion of the wheels of
locomotives on the road surface have necessarily tended to increase this
deterioration. The principal object of the present improvements is to
obviate the above objections and facilitate the mechanical transport of
goods on common roads.
The improvements are based on the following principle:-The road
locomotive instead of being used as a means of traction only is utilized
for producing motive power to be applied to a number of trucks or
waggons, each provided with one or more driving wheels operated from
the locomotive. In this manner each of the trucks is caused to drive
itself and may also assist in drawing the remainder. In the above way
I am enabled to utilize the adhesion of almost the whole of the train of
trucks for ascending the steepest inclines with the heaviest loads and
under the most unfavorable circumstances. Further the wear and tear of
the road is thus reduced to a minimum, as the points of adhesion of the
wheels may be multiplied as desired. In the present case also the
locomotive may simply serve to produce the motive power to be applied
to the trucks or waggons without assisting in any way to draw the same.

page_text: It may also either propel itself or be drawn or propelled by the train of
trucks.
Having thus described the principle of the improvements in general
terms I will proceed to explain its application in practice.
The motion may be transmitted from the locomotive to the driving
wheels of the trucks by the usual description of gearing, although this
arrangement would be somewhat complicated owing to. the necessity for
turning the train of trucks in any direction. The arrangement I most
prefer however consists in transmitting the motive power to the driving
gear of the trucks by means of steam, gas, or other liquid or fluid under
pressure, and conveyed by means of flexible or jointed tubes connecting
the whole of the train of trucks with the locomotive.
The method of application would vary in details according to circum-
stances, and I will proceed to give a description of the arrangements. 1
have approved in practice, it being understood that they serve as
examples only, and that many modifications may be made without
departing from the principle of the Invention.
The following are the advantages ensured by the adoption of the
improvements, viz., first, lightness of construction of the generator,
trucks, and gearing constituting the dead weight to be drawn; secondly,.
the cost of construction is much reduced; thirdly, the construction of the
apparatus is simple and inexpensive to keep in order; fourthly, economy.
of fuel and labor; fifthly, less wear and tear of the road surface; sixthly,
facility for developing the motive power at any moment and utilizing
the adhesion of the greater portion of the train so that there is no
liability to stop under any circumstances; seventhly, facility for turning
curves of very small radius by the guidance of one man placed in front
of the train of trucks; eighthly, the wheels are sufficiently near together
(notwithstanding the size of the trucks) to pass along narrow roads ;
ninthly, facility for passing over bad roads; tenthly, facility for backing
when required; eleventhly, facility for gradually applying the brakes of
all the trucks at one time.
The locomotive consists of a steam generator mounted on wheels, and
in order to ensure lightness of construction and small bulk I prefer the
arrangement of tubular boiler shewn in Figures 1 and 2 of the accom-
panying Drawings. In this generator there is but a small amount of
water and steam space in proportion to its heating surface to permit of
the pressure being very rapidly obtained and increased. The generator

page_text: is carried on a framing supported on two large wheels R, R¹, space
being provided in front of the furnace for a receptacle for fuel, and
forming a foot plate for the stoker to stand upon. This part of the
framing is supported by the fore wheel L provided with a steering lever S.
Steam is conveyed to the trucks from the boiler at a suitable pressure
and in the example shewn the boiler is unprovided with either water
tanks or driving gear. The locomotive is placed in front of the trucks
and supplied with water by an injector through a flexible tube communi-
cating with a tank placed at the rear of the truck next following the
locomotive.
Figures. 5, 6, and 7, shew the arrangement of one of the locomotive
waggons or trucks. It is compased of an under framing A, B, C, D, on
which the sides are built up. Steam cylinders M, M³, impart the motion
by their piston rods to a cranked shaft X, Y, mounted below the framing.
An articulated steam pipe communicating with the generator runs
longitudinally under the truck, the two branches of which pipe serve
to convey the steam to the cylinders, its admission being regulated by a
valve Z. Another valve Z Figure 1, placed on the pipe near the
boiler and within reach of the stoker serves to regulate the admission
of steam to all the cylinders simultaneously while the train is in motion.
The two cylinders are placed in a vertical and inverted position and are
also of especially light construction. Their internal diameter is about
9 inches and the stroke 8 inches, that is to say, the stroke is short as
compared with the diameter, but this enables me to reduce the height
of the framing and to increase the number of revolutions. A small
pinion with inclined teeth, and of about 8 inches in diameter, is keyed
at H on shaft X, Y, and imparts motion to a wheel having similar teeth
of about 18 inches diameter keyed on the end of an intermediate
shaft I, K. Wheels with teeth of this kind have less noise and liability
to injury than ordinary spur gearing. The shaft I, K, is supported in
a bearing beneath the truck frame, and is provided at one end K with
a toothed pinion of about 8 inches in diameter, which transmits motion
by means of an endless chain to a toothed wheel G, F, of about 30
inches in diameter keyed on shaft P, Q; I term this the driving shaft
of the truck, it being mounted in bearings S, S¹, and carrying the
wheels R, R', before referred to, which are either made of wood encircled
with iron or of metal, and of about 4 feet 8 inches in diameter; wheel R
serving as the driving wheel is made very broad and is keyed on
shaft P, Q, while wheel R is mounted. loose on said shaft. The driving

page_text: wheel is mounted nearer to the centre of the trucks than the other, so
as to support a great portion of the weight and obtain increased adhesion.
A wood or other casing encloses the portion of the wheel within the
truck. By keying only one wheel to the driving axle as described
any change of direction of the trucks is facilitated. If it is desired to
obtain the greatest possible amount of adhesion, for example, in ascend-
ing steep inclines having a slippery surface, the wheel R may be fixed
to the driving shaft by means of a key which is to be removed in
turning curves. The pinion of the endless chain is fixed at one end of
shaft I, K, by means of a key which is withdrawn when the steam
supply is to be cut off from either of the trucks, the driving gear of
which remains at rest during the time the trucks are in motion. A fore
wheel V serves to support the weight of the engine, being mounted in
bearings on a vertical axis, or in lieu of this arrangement any other kind
of fore carriage may be substituted. In order to back the train reversing
levers are applied, but generally speaking it will not be necessary to
provide for backing, and in this case I simply provide the eccentrics with
cylindrical extensions P, Figure 7. In exceptional cases it may be
desirable to back the trucks, for which purpose I remove the screws in
extension P securing the eccentrics to the slide valves and move them
half round, after which I replace the screws in position in cavities
provided for them in the shaft. On the backing movement being
effected, I replace the eccentrics in their original position. In order to
effect this change of position the extensions of the eccentrics are
provided with a hole in which the end of a lever is introduced. The
tubes for supplying steam from the generator to the trucks require
to be flexible or articulated between the points of attachment thereto,
while they may be rigid for the length of each truck. I will first
describe the mode of attaching the trucks together and then the
arrangement of flexible tube which is partly in connection therewith.
The end of the vertical axis x, x, of the fore carriage is provided with
two lugs o to which the draw bar I, l, is bolted, as seen in Figures 8°
and 9. This bar has a loop at one end to which is connected an arm C
fixed to the rear end of the truck in front. This mode of coupling
enables the trucks to adapt themselves to any curves in the road as each
truck will steer the fore wheel of the one following it, it also enables
each truck to propel or draw the one before or behind it without
changing their relative positions to any extent. This arrangement
possesses the further advantage, that in case of accident to the machinery

page_text: of either truck disabling the same, the other trucks would still move it.
Further if either of the trucks should meet with any obstruction the
remainder would propel or draw, which however cannot be the case
where trucks are drawn by a road locomotive, whose wheels may in
certain cases cease to act as before mentioned.
The following is the mode of jointing the tubes for the supply of the
steam:I will suppose one end of the tube to be connected to a metal
bend of the form ahewn in Figure 11 at A, B, and terminating in a
tapered end C fitting in a socket D, E, F. Suitable packing is introduced
in two circular grooves g, g, on the exterior of cone C. The parts C, D,
are tightened up by a screw V mounted in a stirrup piece at the upper
part of socket D. If the tubes be filled with steam or other fluid no
escape can take place between the joints, while both parts, may turn onc
on the other in an axial line U, Z. Supposing any escape to take place
through the rear of the packing it may be at once remedied by
tightening screw V.
The above constitutes the mode of jointing the
steam pipes between any two trucks or between the boiler and truck.
In order to enable each truck to turn freely a similar jointed arrange-
ment is provided at each end. Such joint is double, that is to say, each
comprises two sockets mounted at right angles, in which are fitted the
turned conical ends of the tubes, as seen in section in Figures 10 and 11.
The axis of the vertical conc should be above the joint of the traction
bar, both in front and rear of the truck, as shewn in Figures 8 and 9.
A pipo terminating in a conical nozzle at each end unites the joint at
the rear of a truck to the one in front of the next. This pipe is made in
two parts united by a stuffing box so as to adjust its length as desired.
The steam pipe passes through all the trucks and rises at the front end
so as to unite with the joint, which is firmly supported in position, a
branch therefrom being connected with the valve for supplying the
steam to the two cylinders. At the rear end of the truck the steam pipe
also rises to connect with the joint at that point. This arrangement is
illustrated in Figure 5. In order to prevent or lessen the noise caused
by the escaping steam each truck may be provided with a funnel having
indirect channels, through which the steam escapes.
Figures 12 and 13 show a tram composed of a boiler and three
locomotive trucks. The first truck is connected to the boiler by a
method of coupling, shown separately in Figures 3 and 4. The first
truck is reversed in position, that is to say, the driving machine is

page_text: at the rear end and the fore wheel is removed; in other respects it
resembles the other trucks, so that either of the trucks may be placed
in front if desired. The framing of the first truck is connected to the
boiler by double-jointed parts E, F, and G, H, the one being vertical and
the other horizontal, the joint E, F, being carried on a round stem I, K.
By the above arrangement the truck and boiler are enabled to assume
any relative positions required by change of direction of the train or of
the level of the road without varying the distance between the truck
and the point of attachment to the boiler. By the rigidity of the parts
A, B, C, D, the excess of weight at the end where the driving gear is
placed is counterbalanced by a portion of the weight of the boiler, which
is caused to bear on the driving wheel of the first truck and impart
increased adhesion thereto. The feed water is contained in a tank placed
at the rear end of the first truck. The water is supplied by a jointed
pipe to the boiler feeding apparatus, which may consist if desired of a
Giffard's injector, as before mentioned. In this manner the weight of
the water is caused to balance another portion of the weight of the
boiler, which is also brought to bear on the driving wheel of the first
truck; there will be consequently no want of adhesion even with empty
trucks. The remaining trucks have the driving gear at the fore end, as
shown in Figures 12 and 13. The steering of the train in any desired
direction is effected by the driver acting on the lever of the fore wheel
on the boiler truck, which latter serves to direct the movement of the
first truck. The method of coupling the first truck to the boiler herein-
before described enables a portion of the weight of the boiler to be
supported by the wheels of the first truck and inversely a portion of
the weight of a truck with or without driving gear placed at either end
may be supported in a similar way by an ordinary road locomotive or
locomotive truck. The steam pipe joint arrangement before described
may also be replaced by a simple link connection.
When running on level roads the pinion of the endless chain may be
unkeyed for a certain number of the trucks from whose cylinders the
steam has been cut off. The pinions (one or more) are again keyed on.
their shafts when ascending inclines, or in other cases where more
[adhesion is required, at which time the steam is readmitted to the
cylinders by opening valve Z. Where the road is level and smooth,
without any tendency to be slippery, a train may be composed of the.
locomotive trucks before described coupled to a number of ordinary trucks:
without driving gear. The locomotive trucks may also serve as

page_text: auxiliaries to ordinary road focomotives at the front of the train, and
in this case steam would be supplied to the cylinders of the driving
trucks, as before described, only when the locomotive has not sufficient
power to draw the trucks.
The boiler truck with or without driving gear is placed in front of the
train. The steam cocks of each cylinder may be placed on the main
steam supply pipe near the branches; in this manner only the required
number of cocks may be turned on according to the amount of steam
to be supplied. These cocks further obviate the necessity for making
joints on the tubes connecting the trucks. The boiler truck with or
without driving gear may also be placed at the rear of the trucks and
be drawn thereby, in which case the fore wheel of the first truck would
be stecred by the driver. In this case also the boiler truck would be
connected to the last one of the series in a similar manner to that in
which the trucks are connected together.
I prefer not to mount any driving gear on the boiler in order to
obviate the necessity of frequent repairs, while the locomotive trucks
may be readily replaced when out of order. The truck wheels before
referred to, that is to say, the driving and loose wheels mounted on the
driving shaft, may be replaced by one broad wheel or roller keyed on said
shaft in a central position beneath the truck. This single wheel is
especially adapted for turning, and has the further advantage owing to
its great breadth of damaging the road to a less degree. The fore
steering wheel may also be made broader, the weight to be supported
thereby being determined by experience so as to ensure its proper
steering action.
Another great advantage derived from the use of a single wheel
mounted on the driving shaft is, that said wheel supports a larger part
of the weight of the truck than in the preceding case, and consequently
obtains increased adhesion.
Figures 15 and 16 show plans of a modified arrangement of fore
carriage to be used where only one driving wheel A, B, is employed, as
shown, said wheel A, B, although of considerable breadth, not being
sufficient alone to maintain the equilibrium of the truck. The truck is
provided with two fore wheels C, D, C³, D¹, mounted in a framing
similar to that for the single steering wheel before described with
reference to Figures 5 and 6. The vertical axes of these wheels are
connected with longitudinal levers E, F, E', F¹, united by a rigid bar F™

page_text: jointed thereto at either end. A lever H, I, is also mounted on a hori-
zontal axis m, n, of a part K moving on a vertical axis; at the front
of the truck a projections at the centre of bar F" being received in
a slot in said lever H, I. The parts being thus arranged, on moving
the lever H, I, as shewn in Figure 16, the two wheels C, D, C³, D¹, will
be inclined parallel therewith. Lever H, I, is connected by a link to
the rear end of the truck in front, the first truck being steered by the
driver of the train. The wheels C, D, C, D', serve the same purpose as
an ordinary fore carriage, and give lateral support to the truck and
prevent oscillation.
It is evident that the form and arrangement of the boiler and motors
may be greatly varied, as also the gearing for transmitting motion to the
driving shafts of the several trucks, which gearing may be of any
ordinary description. Instead of using steam as a motive power to be
transmitted to the locomotive trucks I may employ any other suitable
fluid or liquid under pressure for the purpose, the arrangements being
modified to suit such applications.
The essential feature of novelty of the Invention consists of the truck
or vehicle for carrying the load provided with one or more driving
wheels. I am aware that locomotives have been constructed to carry
goods on common roads, but the quantity of merchandize carried is
necessarily limited under such circumstances.
Although I have described the improvements as applied to common
road locomotion I reserve the right of employing the same on various
kinds of railways.
I will next describe an improved arrangement of brake, shown in
Figure 14, which I apply when running down inclines or for stopping
suddenly. It is composed of a brake block 8 for bearing on one of the
truck wheels operated by a rod T received in a screwed socket L, so as
to be capable of adjustment according to the wear of the brake surface.
The brake rod is fixed to a disc A, B, and works in a guide C, D. A
metal chamber E, F, is bolted to the diaphragm G, H. A spring r
further maintains the disc A, B, in contact with the diaphragm. A pipe
is disposed the length of the train, communicating by means of a cock
under command of the stoker with the water in the boiler. Branches
from the pipe above mentioned communicate with the chamber E, F,
and the whole is firmly fixed to the truck. The parts being thus
arranged on opening the cock the water introduced behind the rubber

page_text: diaphragm presses the brake up to the wheel, and in order to take off
the pressure it is simply necessary to open a discharge cock commu-
nicating with the tank and close the inlet cock. If the pressure is
required to be reduced the cock may only be partly opened, the water
in excess escaping by means of a valve regulated by a weighted lever.
SPECIFICATION in pursuance of the conditions of the Letters Patcut,
filed by the said Alexander Melville Clark in the Great Seal Patent
Office on the 1st September 1870.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ALEXANDER
MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing dato the Fifth day of March, in the year of our
Lord One thousand eight hundred and seventy, in the thirty-third year
of Her reign, did, for Herself, Her heirs and successors, give and grant
unto me, the said Alexander Melville Clark, Her special licence that I,
the said Alexander Melville Clark, my executors, administrators, and
assigns, or such others as I, the said Alexander Melville Olark, 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
THE APPLICATION OF POWER FOR THE PROPULSION OF VEHICLES ON COMMON ROADS OR
RAILWAYS, AND IN APPARATUS CONNECTED THEREWITH," a communication to me
from abroad by Henri Adolphe Corbin, Civil Engineer, of 13, Boulevart
St. Martin, Paris, upon the condition (amongst others) that I, the said
Alexander Melville Clark, my executors or administrators, by an instru-
ment in writing under my, 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 monthis next and immediately after the date of the said Letters
Patent.

page_text: NOW KNOW YE, that I, the said Alexander Melville Clark, do hereby
declare the nature of the said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained in
and by the following statement reference, being had to the three Sheets
of Drawings hereunto annexed, and to the letters and figures marked
thereon (that is to say) :-
Many attempts have been made to adapt steam motors for the
transport of merchandize on common roads, but nono have produced
satisfactory results. These failures are to be attributed to the defective
principle on which they have invariably been based, viz., that of
connecting together a number of trucks to be drawn by a road loco-
motive placed in front. The locomotive is carried on wheels, the whole
of the motive power produced being applied for moving the same. This
method is incapable of producing good results on common roads on
account of their occasional steepness and the variable nature of their
surface, which is also dependent on the weather, and causes continual
variation in the adhesion of the wheels and the cohesion of the surface
on which they run. Thus when the road is rendered slippery by damp
or the steepness of the ascent the adhesion of the wheels of the loco-
motive is insufficient to move the train of trucks, and the wheels revolve
without advancing, unless the load is very light. Again, the portion
of the road on which the locomotive is running may be slippery, while
that part on which the trucks rest may be freshly made, and thus oppose
such resistance as to prevent the trucks moving. Stoppages are still
more liable to occur in turning as in this case only one of the wheels
of the locomotive is used as a driver, the other being disconnected from
its axle. Another great disadvantage is the rapid deterioration of paved
roads through the action of the wheels of the locomotive thereon when
used for drawing loads.
All attempts hitherto made to increase the adhesion of the wheels of
locomotives on the road surface have necessarily tended to increase the
deterioration. The principal object of the present improvements is to
obviate the above objections and facilitate the mechanical transport of
goods on common roads.
The improvements are based on the following principle:-The road
locomotive instead of being used as a means of traction only is utilized
as a source of motive power to be applied to a number of trucks or
waggons, each provided with one or more driving wheels operated by

page_text: independent machinery supplied with power from the locomotive. In
this manner cach of the trucks is caused to drive itself and may also
assist in drawing the remainder. I am thus enabled to utilize the
adhesion of almost the whole of the train of trucks for ascending the
steepest inclines, which may therefore be effected with the heaviest loads
and under the most unfavourable circumstances. Further, the wear
and tear of the road is reduced to a minimum as the adhesion of any
number of the wheels may be utilized as desired. Under this system
the locomotive may simply serve to produce the motive power to be
applied to the trucks or waggons without assisting in any way to draw
the same. It may also either propel itself or be drawn or propelled by
the train of trucks.
Having thus described the principle of the improvements in general
terms I will proceed to explain its application in practice.
It would be possible to transmit motion from the locomotive to the
driving wheels of the trucks by the usual description of gearing, but this
arrangement would be complicated owing to the necessary provision for
turning the train of trucks in any direction. The arrangement I employ
consists in transmitting the motive power to the driving gear of the
trucks by the agency of steam, gas, or other liquid or fluid under
pressure and conveyed by means of flexible or jointed tubes connecting
the whole of the train of trucks with the locomotive.
The method of application would vary in details according to cir-
cumstances, and I will proceed to give a description of the arrangements
I have approved in practice, it being understood that they serve as
examples only, and that many modifications may be made without
departing from the principle of the Invention.
The following are the advantages ensured by the adoption of the
improvements, viz., first, lightness of construction of the generator,
trucks, and gearing constituting the dead weight to be drawn; secondly,
the cost of construction is much reduced; thirdly, the construction of
the apparatus is simple and inexpensive to keep in order; fourthly,
economy of fuel and labor; fifthly, less wear and tear of the road
surface; sixthly, facility for developing the motive power at any
moment and utilizing the adhesion of the greater portion of the train,
so that there is no liability to stop under any circumstances;
seventhly, facility for turning curves of very small radius by the
guidance of one man placed in front of the train of trucks; eighthly,

page_text: the wheels are sufficiently near together (notwithstanding the size of
the trucks) to pass along narrow roads; ninthly, facility for passing over
bad roads; tenthly, facility for backing when required; elevonthly,
facility for gradually applying the brakes of all the trucks at one time.
The locomotive consists of a steam generator mounted on wheels, and
in order to ensure lightness of construction and small bulk I prefer the
arrangement of tubular boiler shown in Figures 1 and 2 of the accom-
panying Drawings. In this generator there is but a small amount of
water and steam space in proportion to the heating surface to permit
of the pressure being very rapidly obtained and increased. The generator
is carried on a framing supported on two large wheels R, R', space being
provided in front of the furnace for a receptacle for fuel, and forming
a foot plate for the stoker. This part of the framing is supported by
the fore wheel L provided with a steering lever S. Steam is conveyed
to the trucks from the boiler at a suitable pressure, and in the example
shown the boiler is unprovided with either water tanks or driving gear.
The generator is placed in front of the trucks and supplied with water
by an injector through a flexible tube communicating with a tank
placed at the rear of the truck next following the generator.
Figures 5, 6, and 7 show the arrangement of one of the generator
waggons or trucks. It is composed of an under framing A, B, C, D,
on which the sides are built up. Motion is imparted to a cranked shaft
X, Y, mounted below the framing from the steam cylinder M, M', the
piston rods of which are connected to the crank of the shaft, as seen.
An articulated steam pipe communicating with the generator runs
longitudinally under the truck, the two branches of which pipe serve
to convey the steam to the cylinders, its admission being regulated by
a valve Z. Another valve Z¹, Figure 1, placed on the pipe near the
boiler and within reach of the stoker serves to regulate the admission
of steam to all the cylinders simultaneously while the train is in motion.
The two cylinders are placed in a vertical and inverted position, and are
also of especially light construction. Their internal diameter is about
9 inches and the stroke 8 inches, that is to say, the stroke is short as
compared with the diameter, but this enables me to reduce the height
of the framing and to increase the number of revolutions. A small
pinion with inclined teeth and of about 8 inches in diameter is keyed
at H on shaft X, Y, and imparts motion to a wheel having similar
tecth of about 18 inches diameter keyed on the end of an intermediate
•

page_text: shaft I, K. Wheels with teeth of this kind make less noise and are less
liable to injury than ordinary spur gearing. The shaft I, K, is supported
in a bearing beneath the truck frame, and is provided at one end K. with
a toothed pinion of about 8 inches in diameter, which transmits motion
by means of an endless chain to a toothed wheel G, F, of about 30 inches
diameter keyed on a shaft P, Q. I term this the driving shaft of the
truck, it being mounted in bearings S, S¹, and carrying the wheels R, R¹,
before referred to, which are either made of wood encircled with iron or
of metal, and of about 4 feet 8 inches in diameter. Wheel R serving as
the driving wheel is made very broad and is keyed on the shaft P, Q,
while wheel R is mounted loose on said shaft. The driving wheel is
mounted nearer to the centre of the trucks than the other, so as to
support a great portion of the weight and obtain increased adhesion. A
wood or other casing encloses the portion of the wheel within the truck.
By keying only one wheel to the driving axle any change of direction
of the trucks is facilitated. If it is desired to obtain the greatest possiblo
amount of adhesion, for example, in ascending steep inclines having a
slippery surface, the wheel R may be fixed to the driving shaft by
mcans of a key, which is to be removed in turning curves.
The pinion
of the endless chain is fixed at one end of shaft I, K, by means of a key,
which is withdrawn when the steam supply is to be cut off from either
of the trucks, the driving gear of which remains at rest during the time
the trucks are in motion. A fore wheel V serves to support the weight
of the engine, being mounted in bearings in a fork turning on a vertical
axis, or in lieu of this arrangement any other kind of fore carriage may
be substituted. In order to back the train reversing gear is provided,
but generally speaking it will not be necessary to provide for backing,
and in this case I simply provide the eccentrics with cylindrical
extensions P, Figure 7. In exceptional cases it may be desirable to
back the trucks, for which purpose I remove the screws in extensions P
securing the eccentrics and move them half round, after which I replace
the screws in position in cavities provided for them in the shaft. On
the backing movement being effected I replace the eccentrics in their
original position. In order to effect this change of position the
extensions of the eccentrics are provided with a hole, in which the end of
a lever is introduced. The tubes for supplying steam from the generator
to the trucks require to be flexible or articulated at the truck couplings,
while they may be rigid for the length of cach truck. I will first
describe the mode of attaching the trucks together, and then the arrange-

page_text: ment of flexible tube which is partly in connection therewith. The end
of the vertical axis x, x, of the fore carriage is provided with two lugs o,
to which the draw bar 1, 1, is jointed, as seen in Figures 8 and 9. This
bar has a loop at one end, to which is connected an arm O fixed to the
rear end of the truck in front. This mode of coupling enables the
trucks to adapt themselves to any curves in the road, as each truck
will turn the fore wheel of the one following it, it also enables [each
truck to propel or draw the one before or behind it without changing
their relative positions to any extent. This arrangement possesses the
further advantage, that in case of accident to the machinery of either
truck disabling the same, the other trucks would still move it. Further,
if cither of the trucks should meet with any obstruction the remainder
would assist to propel or draw it, which cannot be the case where they
are drawn by a road locomotive, which may in certain cases cease to act,
as before mentioned.
The following is the mode of jointing the tubes for the supply of the
steam. I will suppose one end of the tube to be connected to a metal
bend of the form shown in Figure 11 at A, B, and terminating in a
tapered end C fitting into a socket D, E, F. Suitable packing is intro-
duced in two circular grooves 9, g³, on the exterior of cone C. The
parts C, D, are tightened up by a screw V mounted in a bridle at the
upper part of socket D. If the two tubes be filled with steam or other
fluid no escape can take place between the joints, while both parts may
turn one on the other in an axial line X, Y. Supposing any escape to
take place through the wear of the packing it may be at once remedied
by tightening screw V. The above constitutes the mode of jointing the
steam pipes between any two trucks or between the boiler and truck.
In order to enable cach truck to turn freely a similar jointed arrange-
ment is provided at each end. Such joint is double, that is to say, each
comprises two sockets at right angles, in which are fitted the turned
conical ends of the tubes, as seen in section in Figures 10 and 11. The
axis of the vertical cone should be above the joint of the traction bar,
both in front and rear of the truck, as shown in Figures 8 and 9. A
pipe terminating in a conical nozzle at each end unites the joint at the
rear of a truck to that in front of the next. This pipe is made in two
parts united in a stuffing box, so as to adjust its length as desired. Tho
steam pipe passes through all the trucks and rises at the front end so as
to unite with the joint, which is firmly supported in position, a branch

page_text: therefrom being connected with the valve for supplying the steam to
the two cylinders. At the rear end of the truck the steam pipe also
rises to connect with the joint at that point. This, arrangement is
illustrated in Figure 5.
In order to prevent or lessen the noise caused by the escaping steam t
each truck may be provided with a funnet having serpentine channels,
through which the steam escapes.
Figures 12 and 13 show, a train composed of a boiler and three
locomotive trucks. The boiler may be provided or not with driving
gear, and be placed either at the front or rear of the fore carriage. ]
When the boiler has driving gear attached it is preferably of similar
arrangement to that of the trucks so as to have one and the same series
of parts throughout. The boiler is connected to the first or last truck
(as the case may be) by the same system of coupling as before described.
If the boiler is placed in rear the driver steers the train by means of a
lever acting on the fore wheel of the first truck, while if the boiler be
placed in front the driver acts on the steering lever of the fore carriage
of such boiler. The first truck is connected to the boiler by a method
of coupling shown separately in Figures 3 and 4. The first truck is
reversed in position, that is to say, the driving machinery is at the rear
end and the fore wheel is removed; in other respects it resembles the
other trucks, so that any one of the trucks may be placed in front if
desired. The framing of the first truck is connected to the boiler by
double jointed parts E, F, and G, H, the one being vertical and the
other horizontal, the joint E, F, being carried on a stem I, K. By the
above arrangement the truck and boiler are enabled to assume any
relative position required by change of direction of the train or of the
level of the road without varying the distance between the truck and
the point of attachment to the boiler. By the rigidity of the parts
A, B, C, D, the excess of weight at the end where the driving gear is
placed is counterbalanced by a portion of the weight of the boiler
which is caused to bear on the driving wheel of the first truck and
impart increased adhesion thereto. The feed water is contained in a
tank placed at the rear end of the first truck. The water is supplied by
a jointed pipe to the boiler feeding apparatus, which may consist of a
Giffard's injector as before mentioned. In this manner the weight of the
water is caused to balance another portion of the weight of the boiler
which is also brought to bear on the driving wheel of the first truck,

page_text: there will be consequently no want of adhesion even with empty trucks.
The remaining trucks have the driving gear at the fore end, as shown in
Figures 12 and 13. The steering of the train in any desired direction.
is effected by the driver acting on the lever of the fore wheel on the
boiler truck, which latter serves to direct the movement of the first
truck. The method of coupling the first truck to the boiler herein-
before described enables a portion of the weight of the boiler to be
supported by the wheels of the first truck, and inversely a portion of the
weight of a truck with or without driving gear placed at either end
may be supported in a similar way by an ordinary road locomotive or
locomotive truck. The steam pipe joint arrangement before described
may also be replaced by a simple link connection. When running on
level roads the pinion of the endless chain may be unkeyed for a certain
number of the trucks from whose cylinders the steam has been cut off,
the said pinions (one or more) being again keyed on their shafts when
ascending inclines or in other cases where more power is required, at
which time the steam is readmitted to the cylinders by opening
valve Z. Where the road is level and smooth without any tendency
to be slippery a train may be composed of the locomotive trucks before
described coupled to a number of ordinary trucks without driving gear.
The locomotive trucks may also serve as auxiliaries to ordinary road
locomotives at the front of the train, and in this case steam would be
supplied to the cylinders of the driving trucks as before described only
when the locomotive has not sufficient power to draw the trucks. The
boiler truck with or without driving gear is placed in front of the train.
The steam cocks of each cylinder may be placed on the main steam supply
pipe near the branches in this manner only; the required number of
cocks may be turned on according to the amount of steam to be supplied.
These cocks further obviate the necessity for making joints on the
tubes connecting the trucks. I prefer not to mount any driving gear
on the boiler in order to obviate the necessity of frequent repairs,
whereas the locomotive trucks being readily replaced when out of order.
The truck wheels before referred to, that is to say, the driving and loose
wheels mounted on the driving shaft, may be replaced by one broad
wheel or roller keyed on said shaft in a central position beneath the truck.
This single wheel is especially adapted for turning and has the further
advantage owing to its great breadth of damaging the road to a less
degree. The fore steering wheel may also be made broader, the weight

page_text: to be supported thereby being determined by experience so as to ensure
its proper steering action. Another great advantage derived from the
use of a single wheel mounted on the driving shaft is that said wheel
supports a larger part of the weight of the truck than in the preceding
case and consequently increased adhesion is obtained.
Figures 15 and 16 show plans of a modified arrangement of fore
carriage to be used where only one driving wheel A, B, is employed, as
shown, said wheel A, B, although of considerable breadth, not being
sufficient alone to maintain the equilibrium of the truck. The truck
is provided with two fore wheels C, D, C¹, D', mounted in a framing
similar to that for the single steering wheel before described with
reference to Figures 5 and 6. The vertical axes of these wheels are
connected with longitudinal levers E, F, E¹, F¹, united by a rigid bar F¹¹,
jointed thereto at either end. A lever H, I, is also mounted on a hori-
zontal axis m, n, of a part K moving on a vertical axis at the front of
the truck, a projections at the centre of bar F being received in a
slot in said lever H, I. The parts being thus arranged on moving the
lever H, I, as shown in Figure 16, the two wheels C, D, C, D', will be
inclined parallel therewith. Lever H, I, is connected by a link to the
rear end of the truck in front, the first truck being steered by the driver
of the train. The wheels C, D, C¹, D¹, serve the same purpose as an
ordinary fore carriage and give lateral support to the truck and prevent
oscillation. The improved system herein described when applied to
tramways renders easy the ascent of steep gradients and the turning of
curves of small radius.
Figures 17, 18, and 19 of the Drawings show another arrangement of
driving gear for the locomotive trucks based on the same principle as the
foregoing. Figure 17 shows a plan of a vehicle with the improved
mechanism applied, and Figure 18 a longitudinal section of same; while
Figure 19 shows a part detached. The reference letters apply to all
three Figures. a, a, steam cylinders placed at the front end of the vehicle
as seen power is transmitted from these cylinders to a horizontal shaft b
on which is keyed a screw pinion c imparting rotary motion to a screw
wheel e keyed on a horizontal shaft d; ff, pinions mounted loosely on
the end of shaft d transmitting rotary motion to the driving wheels
9, 9, (turning on a fixed axle h) by the endless chains i, i, and toothed
wheels j formed on the bosses of said wheels. The particular feature of

page_text: this arrangement is that the two pinions f,f, are readily connected with
or disconnected from shaft d by means of clutches k, k, sliding thereon
with a groove and feather connection. Figure 18 shows a detail of this
clutch arrangement on an enlarged scale. The clutches are operated by
3 screws 1, 1, provided with hand wheels m. Spiral or other springs may be
applied, as shown in Figure 18 to retain the clutches k in the teeth of
pinions f, for which purpose the teeth of both parts arc of rounded form.
By the application of the above to the locomotive vehicles I am enabled
to throw the wheels out of gear on the one side in turning curves, or on
both sides, in which case the wheels would simply turn without driving.
This arrangement, which is shown as adapted to a locomotive vehiclc,
may also be applied to the locomotive, whether placed in front or rear of
the train and one or other of the driving wheels be thrown out of gear
for turning to the right or left.
It is evident that the form and arrangement of the boiler and motors
may be greatly varied, as also the gearing for transmitting motion to the
driving shafts of the several trucks, and I may employ any other suitable
fluid under pressure in lieu of steam for transmitting power to the
trucks, the arrangements being modified to suit such applications. The
| essential feature of novelty of the Invention consists of the truck or
vehicle for carrying the load provided with one or more driving wheels.
I am aware that locomotives have been constructed to carry goods on
common roads, but the quantity of merchandize carried is necessarily
limited under such circumstances.
Although I have described the improvements as applied to common.
road locomotion, the same may be employed on various kinds of rail or
other roads.
I will next describe an improved arrangement of brake, shown in
Figure 14, which I apply when running down inclines or for stopping

page_text: disposed the length of the train communicating by means of a cock
under command of the stoker with the water in the boiler. Branches
from the pipe above mentioned communicate with the chamber E, F,
and the whole is firmly fixed to the truck. The parts being thus arranged
on opening the cock the water introduced bebind the rubber diaphragm
presses the brake up to the wheel, and in order to take off the pressure
it is simply necessary to open a discharge cock communicating with the
tank and close the inlet cock. If the pressure is required to be reduced
the cock may only be partially opened, the water in excess escaping by
means of a valve regulated by a weighted lever. When employing the
locomotive vehicles for the transport of liquids (such as manure or water)
the body would consist of a cylindrical casing, the steam being utilized
to assist in filling the same. For this purpose the air might be expelled
by a jet of steam and a vacuum created by its condensation, the cock on
the pipe placing the cylinder in communication with the supply being
then opened and the liquid caused to enter the cylinder by the atmo-
spheric pressure. The steam may also be caused to act under pressure on
the surface of the liquid for projecting the same to a distance through
a flexible pipe provided with a nozzle.
Having described the nature of the Invention, and the manner of per-
forming the same, I declare that what I claim as the Invention to be
protected by the herein-before in part recited Letters Patent is,―
1st. A tractive system applicable to vehicles running on common
roads or rails in which each vehicle is provided with a motor for operating
one or more of the wheels of such vehicles, the power being obtained
from a steam boiler or other source independent of the vehicles, and
supplied to the motor or motors (where a train of vehicles is employed)
for hauling the said boiler being placed either at the front or rear of the
train without aiding at all in the traction or propulsion of the vehicles,
all as hercin-before described.
2ndly. I claim the system of tubular jointed connections described and
illustrated in Figures 6, 7, 8, and 9 of the annexed Drawings for con-
veying the steam or other motive power from the generator or other
apparatus to the vehicles, as herein-before described.
3rdly. I claim the several modes of coupling the vehicles together
described and shown in the Drawings.

page_text: 4thly. I claim the exclusive use of the several improvements consti-
tuting the Invention either separately or in combination.
In witness whereof, I, the said Alexander Melville Clark, have
hereunto set my hand and seal, this Thirty-first day of August,
in the year of our Lord One thousand eight hundred and
seventy.
Witness,
WN. CLARK,
53, Chancery Lane.
A. M. CLARK. (L.S.)