CERTAIN IMPROVEMENTS IN CARRIAGES FOR THE CONVEYANCE OF PASSENGERS AND GOODS, AND IN THE MEANS OF WORKING THE SAME
Year: 1844

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
HENRY JAMES, of Clement's Lane, in the City of London, Civil Engineer,
send greeting..
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Second day of December, in the eighth year of Her reign, did, for
Herself, Her heirs and successors, give and grant unto me, the said William
Henry James; my exors, admors, and assigns, Her especial licence, full power,
sole privilege and authority, that I, the said William Henry James, my exors,
admors, and assigns, or such others as I, the said William Henry James,
my exors, admors; or assigns, should at any time agree with, and no others,
from time to time and at all times thereafter, during the term of years therein
expressed, should and lawfully might make, use, exercise, and vend, within
that part of Her Majesty's United Kingdom of Great Britain and Ireland
called England, Her Dominion of Wales, and the Town of Berwick-upon-
Tweed, the Islands of Guernsey, Jersey, Alderney, Sark, and Man, and also in
all Her Majesty's Colonies and Plantations abroad, my Invention of "CERTAIN
IMPROVEMENTS IN CARRIAGES FOR THE CONVEYANCE OF PASSENGERS AND GOODS, AND
IN THE MEANS OF WORKING THE SAME;" in which said Letters Patent there is
contained a proviso that I, the said William Henry James, shall cause a
particular description of the nature of my said Invention, and in what manner.
the same is to be performed, under my hand and seal, to be enrolled in Her
said Majesty's High Court of Chancery within six calendar months next and

page_text: immediately after the date of the said in part recited Letters Patent, as in
and by the same, reference being thereunto had, will more fully and at large
appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Henry James, do hereby declare that the nature of my said Invention
consists in certain additions to and alterations in the passenger and goods
carriages employed on railways and tramways, and to the locomotive engines
by which they are impelled, whereby the wheels of the several carriages in
train are acted upon simultaneously and prevented from slipping, even under the
most disadvantageous circumstances; and inclined planes may be ascended with
facility, and the steam power exerted may be increased or diminished at
pleasure, and the engine or engines and tender may be either wholly or
partially disconnected from the passenger and goods carriage or carriages.
And the manner in which the said Invention is performed is fully set forth
and detailed in the following description thereof, reference being had to the
Drawings hereunto annexed, that is to say :-
I effect the same by one or other of the following methods,-
First, I employ the means which are embodied in the elevation and plan of
a locomotive engine and train of carriages represented in Figures 1 and 2, and
further illustrated by Figures 3 and 4, Sheet A, of the Drawings hereunto
annexed.
A, is the boiler or generator. B', B³, two separate engines, each having
two cylinders C¹, C³, working crosswise of the carriages, with pistons, piston
rods, and cranks, which give rotation to shafts D¹, D', running in proper
bearings attached to the framework of the carriage. E, is a spring clutch and
lever placed between the central extremities of these shafts, by means of
which they are connected or disconnected, and the two engines made to work
either jointly (as one engine) or separately. F, H, are two spur wheels,
which are fixed on opposite extremities of the engine shaft, which work into
two corresponding wheels G, I, attached to a main longitudinal shaft J, (or
rather series of shafts connected endwise together, as afterwards explained,) and
thereby transmit the power of the locomotive engine to the running wheels of
the several carriages in its train. The wheels F, H, are of different diameters
in respect to each other, as are also the wheels G, I, but those of each pair
may be made of any required proportion to each other, according to the
various powers or velocities that may be necessary for propelling the carriage
train, which must of course vary with the variations in the railway gradients.
K, L, are spring clutch boxes, with levers, rods, and handles, by which the
engineer may at any time connect or disconnect the wheels G, I, or either of

page_text: them, with or from the main shaft J, so that when connected the engines,
whether acting singly or jointly, may give motion to the shaft; that is to say,
by connecting the engines together by means of the clutch box (E), such
engines may operate jointly (as one engine) upon either sets of spur gear, or
by disconnecting the same may be made to operate upon either or both sets of
spur gear. The longitudinal shaft J is placed underneath the framework of
the several carriages in train, and the pieces of which it consists are connected
together by universal expanding joints M, M, and supported laterally in
bearings formed in the sides of the central rectangular iron boxes N, N, and
sliding brackets N' attached to the framework.
The manner in which the revolution of this shaft causes the running wheels
of the carriage to revolve is shewn in the separate view on an enlarged scale in
Figure 3, whereof P is a bevil wheel fixed upon the main shaft J, and Q
another bevilled wheel, fixed upon an intermediate vertical shaft turning in
proper bearings, which last wheel has a double set of teeth on the under side
thereof, one set taking into the bevil. wheel P on the main shaft, and the other
set into a bevil wheel R, fixed upon the axle of the running wheels of the
carriage. S, is a spring clutch box fixed on the axle of the running wheels of
the carriages, which is connected or disconnected by means of a forked arm
extending from an upright spindle (6), the lower end of which rests in a
bearing at the bottom corner of the box, and the other end extends through
an aperture in the upper part, to which last there is a lever (c) fixed at right
angles to the main shaft (J), so as to reach from the spindle (6) to about the
centre of the top portion of the box, there being a spring to keep the clutch in
gear with the bevil wheel upon the axle when necessary.
Each of the rect-
angular boxes N, N, and each of the carriages in a train being respectively
provided with similar appliances to those just described, and the ends of the
spring clutch lever c, c, c, being connected together by rods W, W, to a
common main lever X, having a rod and handle extending to the engine tender,
the engineer has it thus in his power, by pulling the handle towards him, to dis-
connect simultaneously the whole of the bevil gear wheels in the several boxes
from the carriage axles of the passenger and goods carriages, in which state
he can retain them for any length of time by placing the ring or eye of the
handle over the hook (x) fixed upon the engine tender; or by unhooking the
handle the several springs attached to the various clutch boxes will react
simultaneously, so as to cause the bevil gearing to become instantly locked to
the axles of the running wheels, and the main shaft J is at the same time
disconnected or connected by means of a spring clutch Y, which is in connec.
tion with the main lever X. The bevil gear wheels in the boxes N, N, of the

page_text: locomotive engine and tender being similarly supplied with spring clutch boxes,
rods, levers, &c., may in like manner be put instantaneously into or out of
motion, while the wheels of the carriages of the train are left to revolve or
made fast by means of the other main lever rod and bandle (Z, Z). The
several spring clutches for connecting the engines and spur gear may also
be independently and separately operated upon by the engineer in the same
way, their several handles being carried within a convenient distance of him,
as may also the stopcock or cocks for regulating the power of the engines by
other levers connected thereto. Much, if not the whole, of the duty thus
thrown on the engineer may be performed without his assistance by providing
the train with two similar formed governors of the new and improved descrip-
tion, represented singly in Figure 5, of which A' is a vertical spindle, turning
in bearings (B3, B³, Fig. 1), and having cross arms (C2, C3) projecting there-
from at right angles, upon which cross arms there are sliding weights (D², D²),
which, as they are thrown outwards, press against spiral springs (E, E,) which
Two other.
abut against enlarged portions of the extremities of the arms.
spiral springs (not represented in the Drawing) may be added if necessary upon
the vertical spindle, and abutting against the centre of the cross arms thereof,
and compressed by the sliding tubes (G, G). Jointed to the two sliding weights
are four connecting bars (F, F, F, F,) which are also jointed at their other
extremities to the sliding tubes (G, G) which are caused by the motion of
the sliding weights to move upwards or downwards upon the vertical spindle A³.
The tubes (G2, G3,) carry with them the forked end of a bent lever (H2), the
other end of which lever is connected with the main rod and lever (X), which
actuate the various spring clutches which connect the several gearing wheels of
the passenger and goods carriages, and by which they are thrown into and out
of gear with the engines and shafting, as before described, according to the
varied velocity of the carriages when running upon levels or inclined planes.
When the governor, however, is employed for the purpose last mentioned
the clutches must be made to act by the friction of surfaces and not by
teeth, as is usually the case. The main spindles (A³, A³) of the two
governors I propose to connect with the main shaft J by bevil gearing I*,
and to fix them in bearings to the framework of the locomotive engine and
that of the tender, as shewn in Figure 1, so that upon the carriage train being
put into motion it will cause the governors to revolve, and consequently
throw out their weights from their centres by centrifugal force, when
these weights sliding along the cross arms will compress the spiral springs,
and by means of the bars F2 jointed thereto, and the tubes G³, cause
their forked bent levers to act upon the stopcocks of the engines, and also

page_text: upon the spring clutches of the wheel gearing as before described. The
better to elucidate the action of these governors and the engines in working a
train of carriages, let it be supposed that the forked bent lever of the
governor (H), as shewn upon the tender, is connected with the extremity of
the line of rods extending over and connecting the spring clutch levers of the
several passengers and goods carriages, and also with the rod connected with
the clutch of the spur wheel of the slow gear (say L) upon the main shaft of
the locomotive engine carriage) and that the forked lever of the other
governor fixed over the boiler is connected with the rod extending to the lever
or levers of the stopcock or stopcocks suppling steam to the two separate
engines of the carriage; let it be further supposed that the average speed of
the train of carriages is equal to forty miles an hour when running upon a level,
and that the action of the governor may be so regulated as to shut off the steam
from the engine connected with the slow gear (say H, I), and transfer the whole
supply to the engine connected with the fast gear (say F, G,) until the speed of
the carriages is diminished to twenty miles per hour, and so also the friction
clutches of the passenger and goods carriages may be prevented by the other
governor connected with them from acting upon the bevil gear (within the
boxes N), until the velocity shall be also reduced to twenty miles per hour;
but the moment such reduction has taken place the spring clutches, by their
reaction, will serve to connect the slow spur gear and bevil wheel gear with
the axles of the several carriages, and at the same time, by means of the action
of the governor upon the stopcocks, steam will be admitted to the engine con-
nected with the slow spur gear, and the more or less, according as the velocity
of the train decreases or increases, so as to assist the engine connected with
the fast gear (F, G,) in overcoming the various resistances which may be
opposed to it. It will thus be perceived that under ordinary circumstances, as
upon level lines or up slight inclines, where the resistances are not sufficient to
reduce the velocity of the carriages to twenty miles per hour, then the engine
connected with the fast gear (F, G,) and the bevil gear of the engine and
tender carriage will be solely in operation; but when the resistances are so
great as to reduce the velocity below twenty miles per hour (as will be the case
in passing up steep inclines), then the engine connected with the slow gear
(H, I,) comes into operation, as also the bevil gear of the passenger and goods
carriages, so that under these circumstances both engines will be assisting each
other to attain a velocity proportionate to the resistance or ascents to be over-
come, while at the same time the adhesion of the wheels upon the rails will be
greatly increased. As, however, in descending inclined planes, it may be
occasionally advisable to disconnect all the bevil and other gear of the several

page_text: carriages in a train, and to shut off the steam entirely from the engines, so
as to let the carriages run by the force of gravitation alone, this may be
effected by fixing the handles of the rods connecting the wheel gearing upon
hooks, as before mentioned, and shutting off the steam by hand.
be
Another method which I propose to adopt for increasing or diminishing the
engine power, according to the resistances to be overcome, consists in causing
two or more engines to operate singly or jointly upon the main longitudinal
revolving shaft J, instead of acting by the intervention of wheel gearing. I
effect this by causing the engines to work cranks formed in this main shaft,
and connecting or disconnecting each engine at pleasure by means of spring
clutches placed between them, having rods connected with the steam cocks of
the several engines, and extending to. a convenient distance from the engine,
by the movement of which rods the steam cocks of the several engines may
opened or closed as required. Or I sometimes employ one engine to actuate
the main shaft by means of slow spur gearing, as before described, and the
other engine to operate upon the main shaft itself by cranks formed therein.
When it is required to separate completely the engine and tender from the rest
of the carriages in a train, it will only be necessary to unlink them and the
rods for connecting the clutch levers (which may be effected readily even when
in motion), the main shaft J being then made to run into a square tubular
socket without being fastened by any bolt, where it will be kept in its place by
the carriage link or links. In the same way each of the carriages in a train
may be separated from the others when required, only that in bringing them
again together it will be necessary to unlock the bevil gear from the axles, so
as to allow the main shaft J to be turned round independently of the running
wheels.
Second, I propose to propel or work railway trains by giving motion to their
several running wheels by means of ropes, bands, straps, or chains, in manner
represented in Sheet B of the Drawings hereunto annexed. Figure 1 is a
longitudinal elevation of a locomotive engine and tender, with carriages in
train, taken upon the line a, b, of Figure 2, which is a plan of the engine and
tender, and Figure 3 is a cross section, of one of the carriages. M is the
boiler or generator. N, N2, the two engines, each having two cylinders with
pistons, piston rods, and connecting rods. These engines are fixed under and
attached to the framework of the forepart of the carriage, and the double
cylinders of each are placed one above the other. The connecting rods. give
motion to vertical crank shafts 0, 0, between which there are two horizontal
pulley band or chain driving wheels. These crank shafts work in bearings or
collars attached to the framework of the carriage, and the horizontal pulley

page_text: band or chain wheels fixed there are intended to serve as driving wheels to the
engines, for the purpose of communicating motion by means of endless ropes,
bands, straps, or chains Q, Q, to a series of pulley band or chain wheels R, R,
fixed upon the axles of the several carriages or trains near the centres thereof,
such endless bands, ropes, straps, or chains being coiled around one of the
main driving wheels and each of the pulley or band wheels R, R, and
brought back again by means of small guide wheels S, S, and at the same
time kept constantly in a state of proper tension by the spring pulley T. As
however, the method of propelling just described only refers to what may be
considered the fast motion, and is applicable only to levels and gentle ascents,
it is evident that a slow motion will be necessary for enabling the train to
ascend steep inclines. To obtain this I propose to employ the engine N and
driving wheel P, and upon the several axles of the carriages in train, and
contiguous to the pulley chain or band wheels before described, to place another
series of spur wheels X, X, represented in the plan and cross section, which
may be either locked thereto or made to run loosely thereon by means of the
spring clutches (m, m), which may be put into or out of action by means of a
rod or rods connecting the clutch levers, and extending the refrom to the engineer
or to the spring governor of the engine, as described in Sheet A, Figure 1.
The cross section, Figure 3, Sheet B, exhibits one of these pulley and spur-
gear wheels fixed upon one of the axles with the clutch (m) above described;
where it will be seen that the spur gear wheels are actuated by small pinion
wheels (n, n,) which are fixed upon shafts o, o, and collars p, p, attached to
the framework of the carriage. On these shafts there are also fixed other
pulley band or chain wheels Y, Y, motion to which is communicated by other
endless ropes, bands, straps, or chains, driven by the engine N and driving
wheel P. By these means it will be perceived that similar effects are
obtained to those previously described in respect to revolving shafts with
universal joints and bevil gear when worked by two engines and regulated by
the spring governors, as exhibited in Sheet A, it being only necessary to
connect similar governors by bevil gear with the axle of the tender of these
carriages, and also with the lever of the stopcock or cocks between the engines,
and with the rod or rods of the spring friction clutches connecting the wheel
gearing with the axles, and regulating the governors to act, as before described
for the revolving shafts.
Third, another mode of propelling railway carriages by means of ropes,
bands, or chains, is represented in Figure 4, Sheet B of the Drawings here-
unto annexed. In this arrangement the bands, ropes, or chains, instead of
being coiled entirely round the pulley or chain wheels, are merely passed

page_text: over the upper circumferences of the same, and caused to encompass. a
sufficient portion thereof by a series of other pulley or chain wheels fixed to
the framework of the several carriages in train, under the circumferences of
which pulley or chain wheels the ropes or chains are made to pass, as
shewn
at Figure 4, Sheet B, being kept in a state of sufficient tension by a spring
pulley which is placed upon the last carriage in the train over which the
bands or chains are made to pass. A fast and slow motion may be obtained
by this method in the same way as in that last herein-before described, by
having similar band and gear wheels arranged and operated upon by the
engines and governors in a similar manner; and,
Fourth, I also propose to propel railway carriages by means of a rope, band,
or chain, put in motion by the locomotive engine or engines, as represented
in Figure 5, Sheet B. Each carriage is furnished with an additional wheel
in the central part, which runs upon an auxiliary rail, which may be made of
wood, for the purpose of increasing its adhesion thereon. To this additional.
wheel the band or chain wheels and gear for communicating the fast and slow
motions are attached, as shewn in Figure 6, which is a cross section on the
line a, b, of Figure 5, where p represents the central wooden rail, g, the
additional wheel running thereon, r, a band or chain wheel for the fast motion,
s, t, the spur wheel and its pinion; v, another band or chain wheel fixed upon
the same shaft as the pinion, which shaft runs in bearings attached to the
framework of the carriage; there is a spring clutch upon the axle of the running
wheels for connecting or disconnecting. But although in the three methods
last herein-before described of communicating the power of the locomotive
engine or engines to the wheels of the several carriages in train I have
proposed to make use of endless and continuously revolving ropes, chains,
or bands, it will be readily understood that similar effects may be produced by
alternate or reciprocating movements of bands, ropes, chains, or rods; and
I reserve to myself the right to employ such means, when found expedient.
The bands, ropes, chains, or rods, must of course, when worked on the reci-
procating system, be connected with the cranks of the engine and pulley
wheels, and there must be ratchets and clicks upon the axles of the several
carriages. Such bands, ropes, chains, or rods. must also be kept in proper
tension by springs or spring pulleys, which will at the same time produce the
requisite reaction upon them so as to bring them back again to their previous
position without producing any reaction upon the carriage, the ratchets and
clicks allowing the action of the engine in one direction only.
And having now described the nature of my said Invention, and in what
manner the same is to be performed, I declare that what I claim is,―

page_text: First, the working of any number of passenger and goods carriages on
railways or tramways, by connecting them with the engines or moving power,
in manner first berein-before described, and the various appendages to and
alterations in such carriages and engines, that is to say, the shafting, defferential
bevil gearing, clutches, &c., also herein-before described, whereby the said
peculiar mode of working is effected.
Second, the three several methods, described under the second, third, and
fourth heads of this Specification, of working passenger and goods carriages by
means of ropes, bands, chains, or rods.
Third, the spring governor, before described, whether applied to railway
engines and carriages worked according to any of the methods aforesaid, or
applied to engines and carriages worked by any other method, and on any
sort of carriage way for the purpose of regulating the movements thereof;
and,―
Fourth, the employment, in manner before described, of two or more
engines in locomotive carriages for the purpose of increasing or diminishing
the power of propulsion at pleasure, according to the resistances to be
overcome.
In witness whereof, I have hereunto set my hand and seal, this Thirty-