IMPROVEMENTS IN THE ARRANGEMENT OF THE PARTS OF RAILWAY TRAINS, AND IN THE APPLICATION OF POWER FOR THEIR PROPULSION
Year: 1862

page_text: PROVISIONAL SPECIFICATION left by William Clark at the Office of
the Commissioners of Patents, with his Petition, on the 31st December
1862. A communication from abroad by Jean Jacques Meyer and
Adolphe Meyer, Engineers, both of 29, Boulevart St. Martin, Paris.
I, WILLIAM CLARK, of 53, Chancery Lane, in the County of Middlesex,
Engineer and Patent Agent, do hereby declare the nature of the said Inven-
tion for "IMPROVEMENTS IN THE ARRANGEMENT OF THE PARTS OF RAILWAY
TRAINS, AND IN THE APPLICATION OF POWER FOR THEIR PROPULSION," to be as
follows:-
The construction of railways has lately entered on a new phase. Since the
establishment of these great arteries, which radiate from the capitals and
touch at all important towns, have been added intermediate branch lines and
extensions. The configuration of the ground on the one hand, and the
necessity of cheap construction on the other, have obliged engineers to depart
from those fixed rules which were imposed in the construction of the main
lines. To long level lines of slight inclination and curves of large radius have
succeeded steep inclines and sharp curves. Lines have already been worked
on these conditions, and it must not be forgotten that it is only in such
manner that many railways can be lengthened and others connected. Those

page_text: then on whom these operations devolve will find themselves confronted with
difficulties which hitherto have only shown themselves in isolated instances,
and generally at points of but little importance. Instead of inclines of from
1 in 70 to 1 in 100 as a maximum, and curves of from 4 to 500 yards radius,
inclines of from 1 in 40 and upwards, and curves of 200 yards radius, and
less, must be adopted in order to triumph over obstacles, and give up those
solutions of continuity which are so incompatible with the enormous current
created by the traffic of railways. It is scarely ten years ago that goods
engines of from 20 to 22 tons were sufficient for all the exigencies of service
on the principal lines, while now these exigencies have so increased that their
weight has been raised to 25, 30, 35, and even to 40 tons. These conditions
can only be realized by increasing the weight in contact with the rails to from
six to seven tons per wheel (from 12 to 14 tons for each axle) to the
detriment of the line. Some havo increased progressively the weight of the
rails, have coupled four pairs of wheels, and have also increased the space
between the end axles, in fact have adopted measures which render the
maintenance of the engines and line very onerous. But at several points in
many lines au adherence of 40 tons is hardly sufficient for ordinary service,
while on all sides endeavours are made to increase still more the adherence
and power of the locomotive. Up to the present the only solution of the
difficulty has been by running short trains, or employing additional engines
placed end to end, which measures are very inconvenient and expensive.
This Invention relates to an improved locomotive train which, while
possessing an adherence proportionate to the largest requirements, does not
possess the inconvenience of employing two engines, nor require the same
expense, one train possessing the same stability throughout in a straight line,
may be run upon the steepest branch lines, and which, instead of breaking the
tyres and destroying the road, will not exceed 4 to 5 tons per wheel (8 to 10
tons per axle), and so permit of using lighter rails in the construction of
railways sufficient to bear the weight of the carriage wheels, and which
rails may thus be made longer; these two conditions will proportionately
diminish the first cost of constructing railways.
The Invention is based on the employment of several sets of driving
wheels, which are individually rigid, but connected together so as to form a
flexible train. Their number depends on the power of adhesion desired, or
on the radius of the curves of the railroad, or the weight disposed on each
wheel.
The following is a description of the points of difference between this

page_text: improved system and those of similar construction hitherto adopted, which
consists :-
1st, in the employment of several independent arrangements of driving
wheels in one train by the improved means and in the manner herein-after
described.
2ndly, each of the sets is composed of at least three or it may be four pairs
of wheels, according to their diameter and the distance between the axles.
These trucks are not composed of two pairs of wheels only, as in the American
arrangement, at same time they fulful the same object with regard to their
facility for passing curves of small radius, but their construction differs, the
wheels being drivers and not running wheels.
3rdly, it results that it is always preferable to bring the wheels as near
together as possible so as to increase their number rather than their weight.
4thly, all the trucks are connected and jointed together by means of draw
bars, the pivots of which have their axes in a vertical line taken through the
centre of rotation of the train, so as to facilitate movement on the centre as
much as possible. Instead of forming the connections between the trucks
by means of the boilers, or by a fixed frame, or by pins fixed between the
trucks, I connect them by means of draw bars, which is preferable, and
imparts a flexibility not hitherto attained by any train.
5thly, each truck carries two connecting pivots, the first placed at the frout,
for example, over the fore axle, the second placed behind over the hind
axle. The first-named pivot connects the rear truck with the one in front,
for which purpose the eye at the one end of the draw bar coincides with the
eye of the bar at the centre of the carriage in front. The second pivot serves
for connecting the carriages, the front end of another draw bar being fitted
thereto;
the other end of said bar terminates in a hook for connecting the
coupling chains. The train is not connected with the end frame of the
locomotive or tender, as usual, at a point out of the centre of the line when the
engine is on a curve, but it is connected to a pivot placed over the rear axle,
which consequently remains in the centre of the line or nearly so in all cases.
Such an arrangement is very favorable to the stability and preservation of the
wheel tyres of the line.
6thly, each of the trucks, whatever may be their number, bas its own
driving apparatus, that is to say, two steam cylinders and mechanism, the
cylinders being fixed to the framing of the trucks, and not to the boiler.
"
7thly, the front truck, when employing two, for example, may have but
one cylinder placed in the longitudinal axis of the train between the side

page_text: frames and transmitting motion from its piston to the wheels by means
of a horizontal cross bar sliding in guides fixed to the side frames, and
the two ends of which are furnished with pivots for receiving the connecting
rods.
8thly, all the wheels of each truck may be drivers, that is to say, connected
together by coupling rods; however as each trucks has its driving mechanism
the number of wheels coupled together of the same diameter should not exceed
six or eight.
9thly, the near wheels of one or all the trucks may be made independent of
those on the opposite side so that in a curve the wheels on the inside rail shall
run slower than the others in proportion to the difference of length of each
rail. The driving trucks are not coupled together by gearing or other parts,
and their driving wheels are not required to turn in the same time and speed,
and be consequently of exactly equal diameter. This improvement much lessens
the power necessary for the displacement of the engine, and the wear of the
tyres.
10thly, whatever may be the number of driving trucks, a single steam
generator only is employed, which arrangement is rendered practicable in the
manner herein-after described. Each of the driving trucks has the power of
an ordinary locomotive, while the locomotive I adopt is of the power of 2, 3,
or 4 ordinary ones united; it may, however, be driven by a single person.
11thly, the boiler has no framing, but is fitted directly on the driving
trucks.
12thly, when employing two driving trucks, for example, the boiler is
carried in front by a spherical pivot placed at the centre of the truck, and on
the rear truck by means of two jointed supports running laterally to the
furnace, or in other manner, provided that the free movement of the train on
the centre when running on curves shall not be impeded.
18thly, the bearing most suitable for locomotive boilers is the one having
only three points of support, for example, one in front, and two at back. The
front bearing is, as before mentioned, spherical, and in a vertical line passing
through the axis of the boiler; the two rear lateral supports have spherical
pivots and sliding surfaces placed at a sufficient distance apart, and high
enough in regard to the centre of gravity of the boiler to assure its stability;
with such a method of construction the sharpest curves with raised outer
rails may be traversed with safety.
14thly, when employing three driving trucks, the front support of the boiler
may remain as before, but the lateral bearings, which are jointed at its rear

page_text: end, instead of resting directly on the side framing rest on an intermediate
rigid frame forming a balance frame, the ends of which bear on a suitable
point of the two rear trucks, in order to distribute the weight on the wheels
of the train.
15thly, when employing four trucks, the front support of the boiler consists
of a rigid frame, as above described, which forms a balance frame, and
distributes the weight on the wheels of the fore part of the train. The above
methods of supporting the boiler are on an entirely novel system, and present
great facility for the equal distribution of the weight on the wheels, at same
time it assures to each of the trucks great liberty of motion in all the
inequalities of the line, both longitudinal and transverse, which is of great
advantage for the wear of the locomotive and line. The driving trucks con-
nected together as described form a train, which may be driven at any speed
independent of the boiler, which is not invariably connected to the framing of
any of the trucks by rigid supports, nor has it any special framing, as in other
similar jointed arrangements.
16thly, the supply of steam to the cylinders is effected by means of jointed
or elastic tubes of suitable construction. The escape of the steam is also
effected in the same manner.
17thly, one or several of the axles of the rear carriages pass under the fire-
box, so as to make the furnace and grate of suitable dimensions proportionate
to the heating surface and power required.
18thly, as the furnace will thus be necessarily of some length, I make it
incline towards the front, in order to facilitate the supply of fuel. I also
incline the fire-box in like manner. The lower part of the fire-box instead of
being at right angles to the transverse vertical sides, as usual, I form at a
certain angle to the upright in proportion to the inclination of the furnace
grate; the graduated furnace grate would be of especial advantage in this
arrangement.
19thly, in order to make the fire-box as wide as possible, as also to separate
the oil boxes from the axles, and bring the plane of rotation of the cranks and
the axes of the cylinders of the cranks as near together as possible, the heads
of said cranks pass through the grease boxes and form friction collars, which
arrangement has been before adopted; this arrangement, however, possesses
the disadvantage of increasing the diameter of the collar beyond what is
necessary, and instead of making the axle to project through the head of the
crank, I make it terminate at the boss of the wheel, and key the whole
directly to the head of the crank, which is enlarged for that purpose. This

page_text: will allow of the collar. being of very small diameter, sufficient only to resist
the torsion exerted by the crank. The improved form of crank described will
permit of the use of outside frames in conjunction with outside cylinders.
20thly, each of the trucks composing the train has an independent driving
apparatus, and from the advantage which this arrangement presents of
regulating the power of the whole to a great extent, I construct the regulating
gear in such manner that the driver may supply the steam to any cylinder he
may think proper; for example, to the two cylinders of the front truck when
two driving trucks only are employed, or to the cylinders of the first and
second trucks when three are used; or, lastly, to the cylinders of the first,
second, and third trucks when four are employed.
21stly, one method of producing this result consists in furnishing each pair
of cylinders with a separate steam pipe and opening in the valve box. The
slide valve may also be so arranged that a certain displacement of the valve
shall only supply steam to the first truck, whilst a greater displacement shall
supply steam to the front & second, and so on. This improved system of
regulator permits of varying the power of the locomotive in much wider limits
than the use of variable expansion as an ordinary double cylinder engine, and
renders this improved locomotive suitable for performing regular service on
lines where the traffic varies, or the nature of the line or the climate renders
them liable to a loss of a great portion of their power of adhesion.
22ndly, the supply of water and fuel is carried by the engine itself, so that
a special tender is unnecessary; the weight of the tender is thus utilized for
the adhesion, an advantage, not obtained in existing engines of great power,
except by placing an excessive weight on the wheels.
23rdly, the water tanks may be fixed directly to the boiler, or preferably to
the side frames of the driving trucks, and so cause them to contribute to the
rigidity of the framing, and an equal distribution of the load on the wheels.
24thly, the part containing the fuel may also be fixed directly to the boiler
with the driver's platform, or preferably to the side frames of the rear truck,
so as to contribute to the rigidity of the framing.
25thly, any kind of brake can be applied, although I prefer one acting
directly on the rails.
26thly, an additional means of moderating the speed in descending inclines,
or for quickly stopping the train, consists in admitting a certain quantity of
steam, and preventing its exit by closing the escape orifices, for example, by
means of a valve actuated by the engine driver from his platform.
27thly, the variations in speed are obtained by means of a lever, so arranged

page_text: that the parts to be acted on or raised in one truck shall act on those of the
other part, and vice versa.
28thly, with a locomotive and train on this system I can obtain a power
corresponding to from 48 to 96 tons adhesion, equal to 8 tons only per axle,
48 tons when the train is composed of two driving trucks of 6 wheels, and
96 tons when composed of four driving trucks of 6 wheels; with a weight of
10 tons per axle the adhesion would be increased from 60 to 120 tons.