IMPROVEMENTS IN LOCOMOTIVE ENGINES AND BOILERS
Year: 1864

page_text: LETTERS PATENT to Robert Francis Fairlie, of Gracechurch Street, in
the City of London, Engineer, for the Invention of "IMPROVEMENTS IN
LOCOMOTIVE ENGINES AND BOILERS."
Sealed the 4th November 1864, and dated the 12th May. 1864.
PROVISIONAL SPECIFICATION left by the said Robert Francis Fairlie at
the Office of the Commissioners of Patents, with his Petition, on the
12th May 1864.
I, ROBERT FRANCIS FAIRLIE, of Gracechurch Street, in the City of London,
Engineer, do hereby declare the nature of the said Invention for "IMPROVE-
MENTS IN LOCOMOTIVE ENGINES AND BOILERS," to be as follows:-
My improvements have for their object to obtain a large amount of tractive
power, at same time to avoid any excessive pressure on the individual
wheels of the locomotive; also to provide for the locomotive adapting itself
readily to the turning of sharp curves without the disadvantages usually
attending the action of large locomotives under such circumstances. More-
over, according to my arrangements it is unnecessary to turn the locomotive
round, as it is similarly arranged at both ends, and equally well adapted for
travelling in one direction or the other. The tractive power of locomotives,
as well understood, depends on the bite or hold of the driving wheels on the
rails; and in order to produce the bite or adhesion required it has heretofore
been usual to couple three, or even four, pairs of wheels in one locomotive
engine; this, although distributing the weight of a heavy locomotive and

page_text: obtaining great tractive power, to a certain extent incapacitates the engine
from passing round sharp curves, and although not subjecting the rails to bard
It has also
wear while running in the straight, does so in passing curves.
been usual to concentrate the weight of heavy locomotive engines on a few
wheels to facilitate turning curves and at same time retain great tractive
power, but this, while it is limited in extent, is very detrimental to the rails
throughout, and also detracts from the safe running of the wheels.
curves.
Now according to my Invention I mount the boiler on the centre of two
frames, each frame having four or more wheels, and one, two, or more cylin-
ders, forming two distinct engines which are complete in themselves, the
steam being supplied from the same boiler to both engines. I thus mount
the locomotive engine on a large number of wheels (eight) which are disposed
in such manner as to permit of the engine running freely on the sharpest
These wheels are all driven by the engine power, and therefore
if the locomotive be large and heavy will possess great tractive power, and
will work with the minimum of damage to the rails and permanent way.
I construct my boiler of considerable length, with the fire-box in the middle
of its length, the body of the boiler extending therefrom in either direction
and terminating at each end in a smoke box or flue, between which and the
fire-box the tubes communicate as usual, thus there are double sets of tubes
running in opposite directions from the fire-box. The chimnies may be
mounted on the smoke boxes, and the heat and products pass direct thereto as
usual, but I prefer to divide the tubes of each half of the boiler into upper
and lower series, the first series leading from the fire-box to the smoke
chambers at each end of the engine, while the upper series lead back to a
smoke box, situate over the fire-box, which communicates with a central
chimney; or a third series of tubes may be adapted to carry the products of
combustion back again from the central smoke chamber to smoke boxes at
either end; these of course are separated by a diaphragm from the smoke
chamber, to which the products of combustion are admitted in the first
instance. I mount my locomotive on eight wheels, as before mentioned (on
what is termed with reference to railway cars the bogie principle) being in
sets of four wheels with suitable framework and independent engines disposed
towards each end of the boiler which they carry; this framework is so adapted
and fitted to the boiler that the truck or bogie with its engine or engines may
swivel or incline itself to the direction of the length of the boiler, and so adapt
itself for turning curves in manner exactly as when applied to railway cars.
Each truck or carriage of four wheels is furnished with two driving cylinders
which communicate with and drive one pair of the wheels somewhat as usual

page_text: in driving four-wheeled locomotives, the other pair of wheels being driven
therefrom by coupling rods. Thus in one locomotive I bave four steam-driving
cylinders acting simultaneously on four pairs of driving wheels. Instead of
two cylinders, only one may be used in each bogie frame, but with the four
wheels coupled, or four cylinders may be used, one for each wheel. When
using a central chimney I carry the waste steam from all the four cylinders
to one or more blast pipes of such central chimney, while, if using two chim-
nies, as above described, the steam from the nearest pair of cylinders may be
conducted to the chimnies at the ends of the boiler respectively. In using a
central chimney it may be necessary to divide it into two parts, one for the
products of combustion from each end of the boiler, or two chimnies may be
placed at midlength of the boiler for a like purpose. As the cylinder and
bogie framework will oscillate on a central fulcrum or other contrivance
communicating with the boiler, it may be necessary to carry the steam pipes
from the steam chest (which is over the fire-box) to a steam box at or near
the bogie pin or fulcrum, and thence distribute it by suitable connecting pipes
to the cylinders, or to provide other means to allow of the oscillation of the
one part of the locomotive engine upon the other, at same time to avoid
disturbing the steam-pipe connection. The same remark will also apply to
the water and waste-steam pipes. To meet this it may be necessary to make
the tubes jointed and elongating. I construct the engine with two foot plates,
one on either side, one for the driver and the other for the stoker, and there
may be a fire-door on either side. The fuel is carried in bunkers along each
side of the body of the boiler, or on that side of the engine on which the
stoker stands, and the water on the other side, or it may be distributed over
the engine, as found most convenient. In order that the fire shall be urged
by the draught in the ash-pit caused by the motion through the air I construct
it with two openings, one towards each end of the locomotive, and I provide
these openings with valve plates or dampers, which can be closed and fixed, so
that while travelling the forward damper may be opened, while the rear one
is closed. The asb-pit projects below the body of the boiler as usual.
When it is desired to make a locomotive of great length and with the bogie
frames far asunder I sometimes place one or more pairs of running wheels under
or near the fire-box in order to take tho weight of the middle part, such wheels
being broad flat wheels without flanges. In order to provide for the drag of
the engine in the bogie frame, and remove it from the fulcrum pin, I provide
what I may term locking plates, being analogous to the locking plates of road
carriages, consisting of circular plates or rings, the one fixed on the bogie
frame, the other on the boiler; near the periphery of the one there is an
'

page_text: annular recess, into which a rib fits, projecting from the other plate; this
permits of the locking action, and at same time transmits the tractive force of
the engine bogie frame to the boiler and its framework, if any. To prevent
strain on the locking plates, as also on the bogie pin, in case of collision, I
make the engine bogie frames at the ends nearest the fire-box in the form of
an are described from the fulcrum pin, and fit it in close proximity, but not so
as to touch a strongly-braced part of the fire-box, and against which any
severe thrust would come, and so, if possible, prevent derangement of the
engine bogie. I also apply a strong angle iron on the boiler, so as to hook or
interlock on to a like angle iron fixed on the end of the bogic frame, which
have no actual contact except by severe strain.
A further improvement in locomotive engines consists in the adaptation of
a return series of tubes in the boilers, as 'before described, and the intro-
duction into the first smoke box, into which the products of combustion enter,
of a constant and regulated supply of oil or other inflammable fluid, which
ignites or is ignited spontaneously or by suitable means, and so facilitating
the consumption of the inflammable products from the furnace which would
otherwise pass up the chimney. Instead of oil or fluid, coals or other solid
bodies may be supplied to answer a like purpose.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Robert Francis Fairlie in the Great Seal Patent Office
on the 12th November 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ROBERT
FRANCIS FAIRLIE, of Gracechurch Street, in the City of London, Engineer,
send greeting.
WHEREAS ller most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twelfth day of May, in the year of our Lord
One thousand eight hundred and sixty-four, in the twenty-seventh year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said Robert Francis Fairlie, Her special licence that I, the said
Robert Francis Fairlie, my executors, administrators, and assigns, or such
others as I, the said Robert Francis Fairlie, 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 King-
dom of Great Britain and Ireland, the Channel Islands, and Isle of Man,

page_text: an Invention for "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND BOILERS," upon
the condition (amongst others) that I, the said Robert Francis Fairlie, my
executors or administrators, by an instrument in writing under my, or their,
or one of their hands and seals, should particularly describe and ascertain the
5 nature of the said Invention, and in what manner the same was to be per-
formed, 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 Robert Francis Fairlie, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement, referenco boing had to the Sheet of Drawings hereunto annexed,
and to the letters and figures marked thereon (that is to say).:-
These improvements have for their object to obtain a large amount of
tractivo power, and at same time to avoid any excessive pressure of the
driving wheels of the locomotive; also to provide for the locomotive adapting
itself readily to the turning of sharp curves without the disadvantages usually
attending the action of large locomotives under like circumstances. More-
over, according to this improved arrangement, it is unnecessary to turn the
engine round, as it is similarly arranged at both ends, and equally well adapted
for travelling in one direction as in the other. The tractive power of loco-
motives, as well understood, depends on the bite or hold of the driving
wheels on the rails; and in order to produce the bite or adhesion required it
has hitherto been usual to couple two, three, or even four pairs of wheels in one
locomotive engine; this, although distributing the weight of a heavy locomotive,
and obtaining great tractive power, to a certain extent incapacitates the engine
from passing round sharp curves, and although not subjecting the rails to
hard wear while running in the straight, does so in passing curves. It has
been usual to concentrate the weight of heavy locomotive engines on few
wheels to facilitate turning curves, and at the same time retain great tractive-
power, but this, while it is limited in extent, is very detrimental to the rails.
throughout, and also detracts from the safe running of the engine..
Now according to this Invention the boiler is mounted on the centres of two
frames, each frame having four or more wheels, and one;. two, or more
cylinders, each frame and its adjuncts forming two destinct engines, which are
each complete in themselves, the steam being supplied from the boiler to both
sets of engines. The boiler is thus mounted on a large number of wheels (say
eight for passenger and express trains, and twelve for heavy goods engines,);
which are disposed in such manner as to permit of the engine running freely

page_text: on the sharpest curves. These wheels are all connected together m
frame, and are driven by the engines, therefore if the locomotive be large and
heavy it will possess great tractive power, and will work with the minimum
of damage to the rails and permanent way. The boiler is constructed of
considerable length, with the fire-box in the middle, the body of the boiler
extending therefrom in either direction, and terminating at each end in a
smoke or sub-fire-box or flue, between which and the fire-box the tubes com-
municate as usual, thus there are double sets of tubes running in opposite
directions from the fire-box. Chimnies may be mounted on the sub-fire-boxes
or combustion chambers, and the heat and products of combustion pass
direct thereto as usual; but it is preferable to have an upper and lower series
of tubes in the boiler, the first series leading from the fire-box to each end of
the engine in the usual way, while the upper or second series lead back to a
smoke chamber, situate over the fire-box proper, which communicates with a
central chimney; or a third series of tubes may be adapted to carry the products
of combustion back again from the central smoke chamber to smoke boxes at
either end. These smoke boxes are of course separated by diaphragms from
the combustion chamber before mentioned. The boiler is mounted on eight
or it may be twelve wheels (on what is termed with reference to railway cars
the bogie principle), that is to say, in sets of four or six wheels disposed near
each end of the locomotive, each set carrying a kind of truck or framework, on
the centre of which the boiler is carried; this is so fitted and adapted thereto
by a ball-and-socket joint, that the truck or bogie may swivel or incline itself
to the direction of the length of the boiler, and so adapt itself for turning
Each truck or
curves in manner exactly as when applied to railway cars.
carriage of four or six wheels is furnished with one, two, or more driving
cylinders, which communicate with and drive one pair of the wheels, somewhat
as usual in driving four or six wheeled locomotives, the other wheels being
driven therefrom by coupling rods. Thus in one locomotive there are two
distinct engines, each with one or more steam-driving cylinders, and each
acting independently but simultaneously on the whole of the driving wheels.
When using a central chimney, the waste steam from all the four cylinders is
carried to one or more blast pipes of such central chimney, while if using two
cbimnies, as described, the steam from the nearest pair of cylinders may be
conducted to the chimneys at the nearest ends of the boiler respectively. In
using a central chimney it may be necessary to divide it into two parts, one
for the exhaust steam and products of combustion from each pair of engines, or
two chimnies may be placed at that or any other part of the boiler for a like
purpose. As the cylinder and bogie framework will oscillate on a central pin

page_text: or fulcrum or other contrivance communicating with the boiler, it may be
necessary to carry the steam pipes from the steam dome (which is over the
fire-box) by suitable pipes each to a hollow ball-and-socket joint on the top of
the boiler, the centro of which coincides with the vertical axial line of the
bogio pin; the steam passes thence direct to the cylinders. The exhaust steam
is carried to a similar hollow ball-and-socket joint, also directly over the centre
of the bogie frame, and thence by suitable connecting pipes through the steam
space over the fire-box to the blast pipe in the chimney; in this arrangement
the steam and the exhaust pipes at their connections with the cylinders
radiate from the centro of the bogie to the cylinders; or I provide other
means to permit of the oscillation or radiating motion of the one part of the
locomotive engine upon the other (the boiler on the engine frames), at the
same time to avoid disturbing the steam connections, and indeed the points
of support of such pipes may be far apart, and the pipes of such length that
they may bend sufficiently to accommodate themselves to the different relativo
positions of the engine and boiler without disturbing their joints, and so answer
every purpose. The same remarks will also apply to the feed pipes if a pump
is used driven by the engines. The locomotive engine is constructed with two
foot plates, one on either side, one for the driver the other for the stoker, and
there may be a fire-door on either side. The fuel is carried in bunkers along
cach side of the boiler, or on that side of the engine on which the stoker
stands, while the water is placed on the other side; or it may be distributed
over the engine as found most convenient. In order that the fire shall be
urged by the draft from the ash-pit caused by the motion through the air,
the ash-pit is constructed with two openings, one towards each end of the
locomotive, and these openings are provided with valve plates or dampers,
which can be closed and fixed, so that while travelling the forward damper
may be opened while the rear one is closed. The ash-pit projects below the
fire-box of the boiler, as usual.
When it is desired to make a locomotive of great length, and with the
bogie frames far asunder, one or more pairs of running wheels may be placed
under or near its fire-box, in order to take the weight off the middle, such
wheels being broad flat wheels, without flanges. In order to provide for the
drag of the engine on the bogie frame and remove it from the fulcrum pin,
one of one or more methods can be adopted, one being what may be termed
locking plates, analogous to the locking plates of a common road carriage,
consisting of circular plates or segment, the one fixed on the bogie frame, the
other ou the boiler. Near the periphery of the one there is an annular recéss,
in which a rib fits, projecting from the other plate; this permits of the locking,

page_text: action, and at the same time transmits the tractive force of the bogie engine
frame to the boiler and its framework, and to the other engine round the
fire-box is a strong iron frame. At the four corners there are slotted plates,
ares of a circle described from the bogie centres; these plates are very strong,
and capable of being moved longitudinally when required; in these slotted
plates there are blocks fitted in manner somewhat similar to the ordinary
quadrant link, and these blocks are securely fixed to or forged on and form a
part of the iron frame round the fire-box; these blocks work in the slotted
quadrant plates or links, and form a strong connection from one engine to
the other, without interfering with their radiating capabilities. To ensure
this the link is loose when the boiler is cold, so that when getting up steam to
the necessary pressure the quadrant link will move according to the expansion
of the boiler from the heat; when the expansion is at its maximum, the
quadrant is securely bolted down to the bogie frame already alluded to, thus
keeping the parts perfectly in accord with each other. To prevent strain on
the locking plate, as also on the bogie pin in case of collision, instead of using
the slot links and fittings before described, I sometimes make the engine
bogie frames at the ends nearest the fire-box in the form of an arc described
from the fulcrum pin. This arc is fitted in close proximity to a strong angle
iron frame round the fire-box (this framing also rests on the arcs or ends of
bogie frames), so that in the event of collision the engine and boiler through-
out their entire length form a strong compact body for resistance, while it is
equally strong and compact for sudden tension, to provide for which I apply
a strong angle iron to the boiler, so as to hook or interlock with a like angle
iron fixed on the end of the bogie frames; these, however, have no actual
contact except on occasions of severe strain.
DESCRIPTION OF DRAWINGS.
In the annexed Drawings, I have, in Sheet A, represented the minor
details of the engines in elevation and plan, but which it will be quite
unnecessary to describe minutely, inasmuch as that they resemble closely
like parts in ordinary locomotives; I shall therefore confine the description
as much as possible to the principal points in illustration of Invention.
my
Fig. 1, Sheet A, represents an elevation of a locomotive engine constructed
according to my Invention, the one end of which is precisely like the other; I
have represented one half of it in longitudinal vertical section, and the other
half in external elevation. Fig. 2 represents a plan of Fig. 1, in which the
half of oue end. is sectional and taken below the boiler to show the framing
D
and view of the

page_text: locomotive; Fig. 4, a transverse vertical section through the smoke box at
one end of the locomotive; Fig. 5 shows a transverse vertical section
through the fire-box at midlength of the locomotive.
A, A, is the fire-box situated at midlength of the locomotive; from this
fire-box the body B, B', of the boiler extends in both directions, the whole
being rivetted and put together in the ordinary manner. The length of each
part of the body B or B' may be about or nearly the length of the body of an
ordinary boiler, the locomotive is therefore altogether of considerable length.
The fire-door C is at the side of the fire-box, and there may be one on either
side of the engine. D, D, are smoke or combustion chambers at each end of
the boiler for the reception of the products of combustion, and communicating
with the fire-box A by means of tubes E, as in an ordinary engine. These
chambers D may each be furnished with a chimney for the escape of smoke,
and the steam from the blast pipes as usual, but I prefer to employ a set of
return tubes F communicating with a smoke chamber G above the fire-box,
over which one central chimney H is provided. A platform I, I, is carried all
round the boiler at the level of the lower part of the body, forming at the fire-
box foot-plates 11, 1'; railings K, K, are provided as security for the engineer
and stoker. The bodies B, B', of the boiler are covered in and enclosed by a
casing L, fitting somewhat closely to them, and again at the sides by vertical
walls or plates M, M. The space enclosed by the walls M, M, and between
them and the body, I utilize as coal bunkers a, as also the upper part of such
space above the boiler. At the one end or at both ends of the locomotive I
utilize some portion of this enclosed space as a tank or tanks y, y, for the
supply of water. I make the water tanks to extend throughout the length
of the bodies of the boiler on the side next the driver, while the other side is
entirely occupied by the bunkers x. Thus it will be seen the whole of the
water and fuel are concentrated upon and carried by the locomotive itself.
N, N', are the bogio and engine frames, which are constructed totally distinct
from the boiler and connected thereto by the bogie or fulcrum pin P, but,
bearing otherwise thereon, as will be herein-after explained. Each framework
N, N', is mounted on wheels, and carries the steam cylinders and gear of the
engine somewhat as in ordinary locomotives, as also the buffers and drag
chains and couplings at one end. The details of the engine it will be unneces-
sary to describe, as such will be sufficiently apparent from the Drawing, and
so far as onc frame N or N' is concerned, is somewhat as in ordinary loco-
motives. I make the framework N with strong diagonal and cross ties or
arms R, R, radiating from the centre boss T of bogic pin P. On these arms
I form or support quadrant plates Q, Q, on which plates, together with the

page_text: pin P, the weight of the boiler rests. It will be observed the plates Q have
grooves into which corresponding projections fit, formed on a plate Q' fixed
to the body of the boiler, around which and at this point I place a
strengthening plate as seen. The plates Q, Q, & Q, Q', instead of being
near the centre pin, may be at or near the ends of frame N, and so remove the
In
weight of the boiler from the centre and distributing it on the frames.
addition to the bogie pin P and plates Q, Q, the boiler is also steadied by
arms S securely fixed to or formed on a strong iron frame A¹ carried round
the fire-box A. The ends of frame N, N¹, next the fire-box are in the
segment of a circle described from the pin P, and abut closely on the fire-box
without actually touching it. The frame A', instead of being fixed to the
fire-box, may merely encircle it with an inch or two of play, and so connect
the two engine frames without the intervention of or being stayed to the
fire-box.
Figs. 6, 7, and 8, Sheet C, represent on an enlarged scale details of the
bogie pins and boss or socket, while Figs. 9, 10, and 11, Sheet C, represent
on an enlarged scale the arms S and end of frame N with the slotted or
quadrant plate U, to which arm S is fitted; Fig. 9 represents a cross section
on line 1, 1, Fig. 10, of frame N with the arm S; Fig. 10 is a plan of same;
while Fig. 11 is a section on line 2, 2, Fig. 10. U is a plate with a curved
slot V, which plate is bolted by bolts a, a, to frame N. The under surface of
arm S bears on plate U, and is furnished with a feather b, projecting into and
fitting the slot V. These arms S, S, (there are two to each frame N) form
stays between the one part of the locomotive and the other. In order that
the feather b shall at all times fit accurately and at same time move freely in
the slot V notwithstanding any expansion of the parts from heat, the bolts
securing the plate U to N pass through slot holes. The bolts are slacked,
leaving plate U free, when the boiler is allowed to cool, and again tightened
when steam is up, thus allowing for the expansion and contraction of the
boiler, and at same time maintaining the necessary freedom of the action of the
parts. If desired, duplicate arms S might be applied on the under side of the
curved ends of frames N, to bear upwards against them in case of severe
strain and undue tendency of frame N to depression at that end. W, W, are
the steam cylinders, and X, X, the exhaust steam pipes therefrom; they unite
in one at X', which is united by a ball-and-socket junction with part X".
This part X is rigid and fixed to the boiler. The ball-and-socket union t is
disposed immediately in the vertical central line of the bogie pin P, and
permits of the free radiating motion of the engines and frames independant of
the boiler, and obviating disturbance of the joints, which might otherwise

page_text: take place. The part X" of the exhaust pipe leads through the steam
space Y over the fire-box, and terminates, together with the exhaust pipe
from the opposite end of the locomotive, in the blast pipe Z in the smoko
chamber or uptake G. The steam pipo may be similarly conducted and pro-
vided with a ball-and-socket junction in the line of the bogie pin, or, if
sufficiently long and yielding, it may be carried direct to the connection with
the fire-box, shell, or steam dome; but I prefer to furnish such pipe with a
cross-piece between the two cylinders, which cross piece is fixed to the boiler,
and is received in two stuffing boxes (one attached to each cylinder), in which
it is free to slide to and fro as the engine radiates or oscillates. u, u, is the
steam pipe which passes along the boiler down through the chamber D. The
pipe is fixed to the boiler, and terminates in the cross pieco v, v, which is
in form the segment of a circle (see plan, Fig. 2), described from the pin P.
The stuffing boxes w, w, are also described from the same point, and are of
sufficient depth to permit of the sliding motion necessary for the oscillations
before mentioned without withdrawing the ends of u, v, from the stuffing boxes
The stufling boxes are kept sufficiently tight to prevent the escape of
steam from the steam pipo, and at same time to afford the freedom of sliding
motion required between the engine and boilers. The suction and feed water
pipes (if used) may be similarly provided with ball-and-socket junctions
disposed on the line of the bogic pin or axis, or they may be sufficiently flexible
to accommodate themselves without detriment from the radiating movements
or changes of position of the engine frames in relation to the boiler. I have
not thought it necessary to represent or describe these pipes more particularly,
as such will be readily understood from the foregoing. Moreover, boilers aro
now usually fed by means of the "injector," which in this case would draw its
water from the tank carried on the boiler, and therefore require no flexible
connection. With a view to reducing the motion in the pipes arising from
the radiation of the engine frames to a minimum, the pipes should be first
conducted to a point near the bogie pin and there fixed to the engine frames,
departing thence to the distant points, where they are to be fixed to the
boiler.
w, w.
Fig. 12 represents a plan, and Fig. 13 a side view of a link connection which
I place in. the reversing gear leading to the engine; d is an arm mounted
in a socket fixed to the fire-box A, and carrying a slotted link e. The arm d
is linked to the lower end of the hand lever, and communicates a thrusting or
pulling motion to the rod f, which is mounted in guides on the engine frame
N; the slot of linke being described from the bogic pin P permits free motion
of the rod e with the engine frame, but which at same time always forins a

page_text: direct communication between arm d and rod f, and therefore transmits any
motion of the hand lever to the reversing gear in same manner as if rigidly
connected therewith.
Fig. 14, Sheet B, represents a longitudinal vertical section of a boiler
constructed according to my Invention, and adapted for mounting on two
engine bogies as before described; the ends of this boiler differ somewhat
from each other for the purpose of showing a variation in the arrangement of
the flue tubes. In the arrangement on the right hand, E are the lower tubes,
and F the return tubes, as before, but in this case the uptake m instead of
conducting the products of combustion at once to the central chimney, returns
them a second time through a third series of tubes g, g, to the smoke box;
this is separated from the lower chamber D by a partition h, separating the
tubes E and F from tubes g. The tubes g are not within the body of the
boiler but enclosed in an auxiliary steam chamber i, i, mounted above and
communicating with the boiler by passages k, k. 7 is a tube connecting the
steam dome Y with the chamber i, i, from which chamber the steam is con-
ducted and passes by the steam pipo u to the engines. The upper tubes 9, 9,
will assist materially in drying and superheating the steam in i, i, before it
passes off to the engines.
Fig. 15, Sheet B, represents in the one half (on the right) a transverse
vertical section through the smoke box D, while the other half is a like section
through the fire-box, showing the uptake m. Fig. 16, Sheet B, represents
similar vertical cross sections of the other half of the boiler, which differs
somewhat from the last herein-before described arrangement, inasmuch as
that in lieu of the small return tubes F two large ones F, F, are substituted,
while a single upper return tube g¹ is substituted for the small tubes g before-
mentioned but to the action of the heat in which the steam is not subjected
otherwise than by passing through it in the steam pipe l¹.
Fig. 17, Sheet C, represents a longitudinal vertical section of a locomotive
boiler according to my Invention, showing two further modifications in the
arrangement of the flue tubes.
Fig. 18 represents two half sections of the end of Fig. 17 nearest thereto,
the one half section being through the fire-box and smoke box above it, while
the other is through the end combustion chamber, showing the tube plates at
their respective ends. This arrrangement differs little from the first described
in Figs. 1, 2, 3, 4, and 5, the lower tubes E and return tubes F being the
same as before, but instead of the return tubes opening to a simple uptake G, as
in Figs. 1 and 2, they open in this case to a smoke box occupying the greater
part of the area above the fire-box, to which it is stayed throughout its entire

page_text: upper surface, as seen, affording great strength thereto, and obviating the use
of the crown stays, shown in Fig. 1, and generally employed in strengthening
fire-box tops. Fig. 19 represents two half sections of the adjoining part of
Fig. 17, showing the tube plates at either end; more steam space is provided
in this case at the sides and top of the steam dome Y by contracting the centre
smoke chamber or uptake strictly to the area required for the reception of
the tubes, and as sufficiently apparent in the Figures 17 and 19.
In Fig. 17, Sheet C, I have represented a modification of the pivot connection
between the boiler and the engine frames. Instead of the long bogie pin
represented in the Figures 1, 2, 4, 6, and 7, I adopt a short stud-like projec-
tion
P", rivetted or securely bolted to the body of the boiler. Tho neck of p is
clasped by two semicircular plates q, q, shown in plan Fig. 20, which plates are
securely bolted to the boss j in the centre of the engine frame N¹, on which
the head of the stud prests. The stability lost by shortening the bogie pin
is made up by the greater diameter of the stud p. By thus shortening the
pin and fulcrum connecting the boiler with the engine frame, I am enabled to
dispose the axle of an additional pair of wheels immediately under that central
point if desired. The other end of Fig. 17 and Fig. 21 represent this stud con-
nection of the boiler and engine frame somewhat modified. The stud head p¹
is of a disc-liko form of larger diameter, while the neck is grasped by two
quadrant plates q', q', bolted to the boss or centre of the engine frame N,
but answering the samo purpose and affording the same facilities as that last
herein described. Instead of the buffers and drag chains and coupling being
applied to the engine frame, they may be mounted and fitted to a strong frame
extended from the boiler platform or frame, and so remove contact of adjoining
carriages with the engine frames.
Instead of mounting the boiler immediately on the engine bogie frames, as
before described, I sometimes interpose a third frame between them, that is
to say, I construct a separate open framework of a length equal to the distance
between the two bogie pins. I adapt this frame for attachment and to fit on
the engine frames precisely as before described with reference to the boiler,
that is to say, it is united by the bogie pins, bears on quadrant plates, and is
otherwise fitted so as to ensure the same freedom of oscillating or radiating
motion together with the necessary stability.
The boiler constructed as before described is dropped into this framework
and suitably secured in position to this third frame. I make this frame with
a rectangular opening at midlength to receive and through which the fire-box
drops. This third frame instead of terminating at the bogie pins may extend

page_text: to the utmost length of the locomotive, and carry the buffers, coupling, and
other necessary appurtenances.
In witness whereof, I, the said Robert Francis Fairlie, have hereunto
set my hand and seal, this Twelfth day of November, in the year of
our Lord One thousand eight hundred and sixty-four.
Witness,
W. CLARK,
Patent Agent,
53, Chancery Lane,
London.
ROBT. F. FAIRLIE. (L.S.)