IMPROVEMENTS IN STEAM CARS AND ENGINES FOR PROPEL-.. LING THE SAME
Year: 1877

page_text: PROVISIONAL SPECIFICATION left by William Wetmore Cryder at the
Office of the Commissioners of Patents on the 4th July 1877. A communi-
cation from abroad by Louis Ransom, of the Town of Stratford, County of
Fulton, and State of New York, United States of America.
WILLIAM WETMORE CRYDER, of 2, Roland Houses, South Kensington, in the
County of Middlesex. "IMPROVEMENTS IN STEAM CARS AND ENGINES FOR PROPEL-..
LING THE SAME." [A communication from abroad by Louis Ransom, of the Town of
Stratford, County of Fulton, and State of New York, United States of America.].
Figure 1 is a side view of the improved engine; Figure 2 a plan of the same.
Figure 3 an end elevation of the front of the cylinders, showing the bail which
sustains this part of the engine.
Figure 4 is a cross section of the cylinders, and Figure 5 an axial section
thereof.
.
Figure 6 is a partial section and elevation showing strap joint and oiler as applied
to one of the frame bars, and a modified form of the connection between the radius
bar and its operating crank.
Figure 7 is a side elevation, and Figure 8 a sectional view of the improved strap
joint and oiler as applied to an ordinary crank.
Figure 9 is a perspective view of the adjusting wedge shown in Figure 8, and
Figures 10 and 11 illustrate certain modifications of the means employed for
controlling the adjusting wedge.
Figure 12 is a plan view of a car with the engine and boiler mounted thereon.
Figure 13 is a longitudinal section through the same car showing the several
steam and other connections in elevation.
Figure 14 a partial section and elevation of the boiler.
Figure 15 a sectional view showing the muffler and its connections.
Figure 16 is a side elevation of a car.
Figure 17 an axial section of same car, and Figure 18 a cross section on the line
X, X, of Figure 17.
My improvements relate to that class of cars intended to be propelled by steam,
and the Invention consists in certain peculiarities of construction and arrangements
of parts, all of which will be fully described.
J

page_text: Referring to Sheets 1 and 2 of the Drawings, wherein like letters indicate corre-
sponding parts, A and B are the two cylinders which are cast in a single piece and
united by the webs a, b, c, see Figure 4, Sheet 2, forming steam chambers nearly or
quite surrounding the cylinders. The bottom c of the exhaust chamber is so curved
that all water escaping from the cylinders will run down to the centre and be
driven out through the exhaust port d, thus forming a trap for the discharge of all
water flowing into it. The steam chamber at the top of the cylinder accumulates
steam at the boiler pressure as near the valves as possible, while the exhaust chamber
is made very large to afford ample room for expansion of the exhaust steam that the
least possible resistance may be presented to the return of the piston. These webs
a, b, and c are so formed that the twin cylinders may be cast in a single piece; they
afford a thorough and effective connection of the two cylinders, enable me to
dispense with the valve chests at top of the cylinders, and, as the valves are
arranged, to considerably diminish the vertical depth of the engine. By this arrange-
ment of the webs the cylinders are also nearly surrounded by a steam jacket which
indirectly effects a considerable saving in fuel, as is well known.
The valves V, V, VI, V₁, are placed in the cylinder heads, and at the botton thereof
I prefer to employ the oscillating valve and to locate its axis perpendicularly to the
plane of the axis of the cylinder for convenience in removing. From this arrange-
inent it is apparent that in order to redress or repair the valve seat it will only be
necessary to uncouple the valve stem and remove the cylinder head, when it may be
conveniently transported to any engine lathe and the necessary alterations or
repairs made.
It is intended that the engine shall be placed between the two axles when the
car has four wheels, and between the rear axle and the forward truck when it has
six wheels, the rear wheels being the drivers in either instance; and it is also
intended that this engine shall be encased to prevent the working parts from being
cut out by the dust. Should the ordinary shifting link be employed upon an engine
so located it would in either its backing or forward motion be thrown too near the
ground and require a casing quite deep just where the links moved. To avoid these
difficulties I propose to employ a stationary link l, which is supported by trunnions
at the centre . These trunnions are fitted into the forked bar I, which works easily
in the guide J. The bar I supports the link firmly in place, while it easily receives
the motion arising from the angular advance of the eccentrics, and gives less slip to
the link block than is imparted by the common sustaining link, and occupies no
space beyond what would be required for the engine without it.
The radius bar L is slotted at m to receive the pin p, which moves easily in said
slot, and is a part of or attached to the arm o of the tumble shaft D, see Figure 1;
Sheet 1. The slot m corresponds in form to the path of the radius bar L, so that
the said bar may travel backward and forward, no matter what the relative position
of the link and the pin p.
It is obvious that instead of providing the curved slot m in the radius bar it
(the said bar) may be correspondingly curved and worked through a guide
attached to the arm o, as shown in Figure 6, which modification would produce
precisely the same results. The engine is reversed and the cut-off regulated by
either of these devices, which have the desired advantages of being simple and
compact and giving a very slight slip to the link block.
The frame of the engine is made in the following manner:-Two metallic bars
E, E, are let flush into the cylinder lugs F, F, and are bolted and locked in place. A
third bar G is secured in any suitable manner to the middle space H between the
cylinders. Each of these bars is provided with a head block K, preferably of
malleable iron, firmly rivetted thereto and opening into the jaws j, j, which receive
and hold the boxes t in which the shaft S revolves. These boxes are locked in by
the keeper which is secured to the jaws by any convenient form of bolts or studs.
The shaft S, which is the axle of the driving wheels, is thus compelled to support
the weight of one end of the engine.
The cylinder or front end of the engine is suspended by means of a bail w which

page_text: hooks into notches in the side bars E, E, extending beyond the cylinders for this
purpose. This bail is supported at its centre by the lever M, whose fulcrum is upon
the front axle T, whereon suitably arranged boxes P, P, are placed so that the said
axle may revolve without disturbing the lever.
The opposite end of the lever M may be placed beneath the transom which
supports the boiler and there securely held. A simple bar fixed in sockets between
the cross timbers of the car floor may take the place of the lever.
With the lever the entire weight of the engine rests on the car axles; with the
bar the cylinder end hangs in the car frame. By. either arrangement the front of
the engine in a single point, so that no torsion of the car from derailment or
other cause can affect it injuriously. By thus suspending the engine its cylinder
end hangs loosely. It may swing or revolve around the axle and be in perfect line
at every point. The driving axle sustains all the working strain, and is therefore
pactically the only foundation of the engine. The valves may be set with the
greatest accuracy and with certainty that no motion of the car or engine can disturb
their action.
When necessary to inspect or repair the engine by unhooking the bail and discon-
necting the steam pipes, the front of the engine may be dropped and will hang
pendent from the crank axle; or by jacking up the rear end of the car the engine
and driving wheels may be run out readily and left completely exposed for work..
Referring now to Sheet 3 of the Drawings, the strap joint and oiler are constructed
as follows:- -A is the stud end of the connecting rod to which the strap B is secured
by means of the removeable bolts C, C; E is the adjusting wedge by means of which
the rear box is advanced as it is worn away. In Figures 7 and 9 the wedge E is
provided at top with a dovetail groove g, intended to receive a correspondingly
conical-shaped projection upon the set screw F. This projection is cut smaller than
the screw E, so that it may easily pass through the threads in the strap, and it is
obvious that when combined, as shown in Figure 8, it will cause the wedge to follow
the motions of the screw in a vertical direction. The same object may be áccom-
plished by cutting a female screw in the wedge E to receive the screw F, as shown
at Figure 10. Under this construction the screw F is passed through the strap B
in any convenient manner, as, for instance, by employing a bushing in the upper
part thereof.
Figure 11 illustrates still another modification wherein two screws F, F, are
employed, one above and one below the wedge. By loosening one and tightening
the other the wedge may be adjusted as desired. Suitable jam nuts or other locking
devices may be applied to the screws F to prevent them from accidentally
unscrewing.
From the arrangements shown in Figures 8, 10, and 11, it will be observed that
the vertical face of the wedge E is placed adjacent to the stub end of the connecting
rod, and that the rear face of the rear box is inclined to correspond with the inclined
face of the wedge. This arrangement causes the wedge to move only in a vertical
direction and the box alone to advance bodily toward the shaft. Further than this,
it permits me to retain the square cut of the stub end by reason of which the old
joint may be readily applied to old connecting rods. The rear box O is hollowed
out to form an oil cistern. The inlet at top should be controlled by a screw, as' K,
which passes through an opening in the strap B made sufficiently large to permit
said screw to advance and recede with said box. A wick w supplies oil to the shaft.
This wick passes out at the top of the oil chamber through a channel cut in the top
of the box (the strap forming a cover to said channel), and is then bent backward
and laid in a groove cut for its reception in the wearing surface of the box, from
which position it supplies oil to the wrist or journal to be lubricated. This wick
requires no spring to hold it in place, its channel being burred or roughened in any
suitable way calculated to prevent slipping of the wick. The strap joint and oiler
as thus constructed is very simple and compact and is well adapted for use in any
location.
It is particularly advantageous in situations like the present, wherein the engine'

page_text: is intended to be encased, it being desirable to dispense with the old jib and key, and
to reduce the path of the joint to a minimum in order that the casing may be as
shallow as possible.
Passing now to Sheet 4 of the Drawings, the boiler A is located forward of the
front wheels, being sustained upon the transoms a, b, of the car frame by suitable
lugs c, d, the ash pan B projecting below said frame, and the water tank C is placed
in rear of the rear wheels between the car timbers at that point.
The frames of nearly all street cars and railway coaches are strengthened by
trusses, but as the weight is about equally distributed through these classes of cars,
the trusses are designed to carry an equal burden. In the common street car this
is accomplished by erecting a standard or post over each wheel and passing the truss
rod over their tops, and attaching its ends to the opposite ends of the car. If such
a truss were employed in this car, having a heavy boiler in front and a light water
tank behind, the forward end would lop down while the back end would be cocked
up by the unequal weights carried at opposite ends of the car. To correct this
difficulty a truss is used having a single standard erected over the wheel nearest to
the greater weight. This arrangement, by lifting more directly upon the greater
weight and more obliquely on the lesser, leaves the car frame straight under unequal
strain. D is the standard or post and E the straining rod attached to the car frame
in front of the boiler and in rear of the tank C.
To avoid the objections common to all steam street cars on account of the noise
made by the escaping steam, I have contrived a muffler through which the exhaust,
steam may be compelled to pass, and which is constructed substantially as follows:-
The exhaust pipe f communicates with a chamber F, from the top of which the steam
passes down through a body of pebbles placed in the box G through the perforated
opening at bottom, and thence into the chamber H, which is considerably larger than
the chamber F. From the chamber H the steam is conveyed forward through a pipe
inclosing the feed water pipe, and thence to the exhaust nozzle in the boiler. The
pebbles in the box G serve to divide up the single current of escaping steam into
numerous minute streams, and cause it to issue from the smoke stack in a current
without noise. These pebbles may be replaced by bits of iron, wood, or any material
which will afford a multitude of minute channels. The muffler is placed in the
water tank, by reason of which the waste heat of the exhaust steam is utilized to
partially heat the feed water; and connection with the exhaust nozzle in the boiler
is made for the purpose of assisting the draft of the furnace. The steady and
uniform current of steam consequent upon the use of the muffler is found to be very
effective in keeping the fire in good condition.
It is quite as necessary to subdue the noise of steam escaping from the safety
valve as from the engine, and for this purpose the steam from the safety valve g is
conducted through the pipe h into the engine's exhaust pipe f, and takes the course
of the exhaust steam through the muffler and back to the smoke stack. The tank
being placed in the after part of the car it is obvious that water would be liable to
back away from the pump when the car is ascending a grade were such pump placed
in the forward end of the car or near the boiler. Under the arrangements shown,
water in the tank is nearly always warmed and often heated by steam passing
through the inuffler, and it is well known that hot water is pumped with difficulty
when suction is required to fill the pump, and it is desirable to heat the feed water
as much as possible before it enters the boiler. Under these circumstances I deem
it most advantageous to locate the feed pump i beneath the tank C, where the water
will flow into it by its own gravity and where no inclination of the car can lift it
above the water level in the tank.
The water in the tank is warmed by steam passing through the muffler, but, that
it may be still further heated before entering the boiler, the exhaust steam pipe is
carried across the car and joined to a much larger pipe f, running near the side and
under the floor of the car, and enveloping the feed pipe k, which is thus exposed to
heat of the steam escaping from the engine or through the safety valve. This
arrangement not only heats the water very much, but avoids danger of freezing in

page_text: the winter. The water is heated most after leaving the pump, which may be of
any desired pattern and operated by eccentrics in the usual way.
At Q is a two-way valve, the lever g of which is within easy reach of the engineer.
By means of this valve the exhaust steam may be directed through the muffler or
out through the smok stack, as desired, and the steam from the safety valve may
be similarly directed.. The muffler box, filled with pebbles and receiving steam at
top, may be used in any situation other than the one illustrated.
It will be observed that back pressure upon the exhaust steam is intended to be
avoided as much as possible by enlarging its conduits after it passes through the
muffler; and further, for all practical purposes, steam may be let into the pebble
box by any convenient arrangement of pipes.
The car should be supplied with some form of steam or air brake, and that it may
be operated quickly and easily I propose to arrange its throttle and that of the
engine in such proximity to each other that one lever may govern them both when
desired. In Figure 12 m and n represent the brake and engine valves respectively,
and o and p their operating levers. In the position shown, the engine is supposed
to be at rest. If the lever p be moved to the right steam will be admitted to the
cylinders and the engine started. If returned to the position shown, steam will be
shut off, and if moved still further to the left, the lever o will be forced to a position
which will cause the car brakes to act upon the wheels. These two levers being
disconnected and only operating together when one comes in contact with the other,
it will be observed that the brakes and engine may be operated and controlled
independently of each other if desired.
Referring now to Sheet 5 of the Drawings, the boiler A is shown as suspended
over the forward truck, consisting of four wheels. The king bolt B is located well
forward of the centre of the truck for two reasons; first, to permit the boiler or its
ash pan to extend down below the level of the car floor, and, second, in case of
derailment, to cause the truck to be drawn along rather than pushed. This latter
feature is very important as a safeguard against accidents in a class of cars so liable
to leave the track. As ordinarily constructed, with the king bolt in the centre of
the truck, said truck upon leaving track has a tendency to twist or turn out of line
with the axis of the car, and thus cause the car to be overturned. In the present
instance the king bolt passes through the front boiler transom, making it the bolster
for the forward end of the car, and through the thwart D upon the truck, which is
directly beneath, and supports the transom or bolster and the boiler attached to it
by the bearing b. The back boiler transom E may be supported by a heavy spring
resting upon the truck frame. The boiler, which is the most awkward burden to
dispose of in designing a steam street car, is carried easily and securely by a truck
whose centre is but little removed from the axis of said boiler, and may, if desired,
be made to coincide or fall in the same line. The boiler (as in Figures 13 and 14)
is shown as having a depending ash pan cut away or inclined so that the refuse will
gravitate to its rear and lowermost portion. A suitable door is provided for removal
of ashes, &c.
With the style of truck here shown the engine is suspended by a bail w which
rests upon a bar F extending from the rear boiler transom E and a similar transom
G located at a convenient distance therefrom. This bar may be attached to or
rested upon the transoms in any suitable way, preferably by providing sockets or
seats for the ends thereof, and upon this the bail w is swung.
The engine being suspended beneath the car, it is of the utmost importance that
it should be thoroughly incased to prevent dust and dirt from interfering with and
cutting out the working parts, and this casing should be substantial and durable,
and possess certain features of removability and convenience which I accomplish by
the following construction:-The two parts L and M are attached to each other by
flanges c, d, e, f, which receive suitable removeable bolts, or in any equivalent manner,
it being only necessary that the lower section M. be capable of being casily detached
from the upper section L. The side bars K of the engine frame extend beyond
the line of the casing, and upon these the back end of said casing rests.
The

page_text: forward end is supported upon the same bars; but by means of a lug upon the
interior of the casing, or equivalent means, suitable dust-tight doors 0, 0, cover
the engine and form a portion or the whole of the car floor, thus affording access to
the working parts from above.
-
The casing being attached to the engine frame will necessarily vibrate with the
same, and a flexible dust-tight joint between it and some portion of the car above
will be essential. For this purpose cloth or canvas is believed to be most desirable,
and accordingly I pace a strip of this material between the casing and the car, as
shown at r. This strip r is represented as attached to the doors O, O, but it is
-obvious that this particular location is more a matter of convenience than an essential
feature of the Invention.
I prefer that the casing shall be made of metal, but wood will answer the purpose,
and the flexible portion may be of leather as well as of cloth or canvas.
The neces-
sary connections between the boiler and engine are passed through suitable openings
in the casing.