IMPROVEMENTS IN Loco- MOTIVE ENGINES FOR TRAMWAYS AND RAILWAYS
Year: 1882

page_text: LETTERS PATENT to Thomas Morgan, Secretary of the Inventors' Patentright
Association, Limited, of 21, Cockspur Street, Charing Cross, Westminster, in
the County of Middlesex, for an Invention of IMPROVEMENTS IN Loco-
MOTIVE ENGINES FOR TRAMWAYS AND RAILWAYS.” A communication from
"
PROVISIONAL SPECIFICATION left by the said Thomas Morgan at the
Office of the Commissioners of Patents on the 4th January 1882.
THOMAS MORGAN Secretary of the Inventors Patentright Association Limited
of 21 Cockspur Street Charing Cross Westminster in the County of Middlesex
"IMPROVEMENTS IN LOCOMOTIVE ENGINES FOR TRAMWAYS AND RAILWAYS."
(A communication from abroad by Daniel McIntosh Reid of Assensole in the
Empire of India.)
The aim of this Invention is the construction of a light locomotive that will
admit of the efficient working of tramways by starting and stopping more quickly
and running at a steadier speed than horse power could give. The boiler is vertical
and is about four and a half or five feet in height and consists only of a round
fire box which has a series of direct heating surface vertical tubes arranged round
it, passing from an auxiliary water space at the bottom of the boiler up through
the fire box and into the roof-plate in the ordinary way. The use of these direct
heating surface tubes adds so much to the steam generating power of the fire box
as to admit of indirect heating surface tubes being entirely dispensed with and
consequently of a much smaller and lighter builer being employed for the power of
the engine. The auxiliary water space at the bottom of the boiler is used as a fire
bar frame. This admits of every inch of fire box and tube surface being employed.
Above the roof plate there is a steam and water space of about one fout in depth
through which the fire door and chimney flue pass, there being one or two small
holes at the sides, through which fire irons can be used. The fire door being on the
top of the boiler and the fuel on the same level the starting of the engine is simpli-
fied, and it admits of one man attending to all with ease. A shovel not being
required in firing, a small door is sufficient.

page_text: The chimney flue being also comparatively small there remains notwithstanding
their position, ample steam and water space over the roof of the fire box.
There is a smoke burning fire brick suspended from the roof plate between the
fire door and chimney hole.
A light square frame with two light plates fixed about a foot from the side plates
as inside framing compose the body of the engine.
The boiler is fixed to the two inside frame plates. Two of the wheels are a little
smaller than the ordinary tramcar size, the other two being the driving wheels aro
larger. The engines are coupled to each side of one of these wheels, the cylinders
being fixed to the outside and inside of the two frame plates of one side only above
One of the small wheels.
The valve chests being between the out and inside framing, the valve gearing is
also arranged there, the eccentrics being close to each side of the driving wheel,
while outside and inside the two framing plates of the same side are situated tho
two driving cranks. The machinery of the engine being compact, it is easily
encased and protected from dust. All the wheels are on the ordinary independent
tramway principle, but there is a coupling on the axle of the driving wheels that
admits of the adhesion of the two wheels being employed when the rails aro
slippery.
The starting of the engine is also under the conductor's control.
The engineman has a second regulator valve under his control by which he can
stop or regulate the engine when slipping etc., but while either of the regulator
valves are shut steam is shut off from the engine.
The engineman can arrange his engine so as to be able to leave it for a few
minutes and take the place of the conductor while fares are being collected, or
he can look out from his engine, where he has the same control over it.
The steam brake is composed of a horizontal cylinder from which there is an
arrangement for the car brake as well as the engine brake being applied by it.
Ordinary tramears without any alteration are suitable but an alteration might be
effected with advantage; that is to have the car wheels arranged so that one could
be advanced on the outside rails of sharp curves or when passing through points,
which when horse power is employed requires the car to be pulled to the site. This
can by a simple arrangement be also placed under the control of the conductor.
The wheel base of the engine being very short and its wheels also being all inde-
pendent of each other, the sharpest curves are no impediment to it. The engine
only requires to be shunted to the rear of its car at the end of its trip, it does
not require to be turned. The driving wheel has two bearings one on each of the
framing plates, the opposite wheel has the same.
The chief points in the Invention are:-
(1st.) The form of the boiler, in having the fire-door and chimney flue through
the roof.
(2nd.) The application of direct heating surface vertical tubes, admitting of indirect
heating surface tubes being dispensed with.
(3rd.) The engines being connected with one wheel only, with a coupling on the
axle to admit of the adhesion of two being employed when necessary.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Thomas Morgan in the Great Seal Patent Office on the 4th July
1882.
THOMAS MORGAN, Secretary of the Inventors Patentright Association Limited
of 21 Cockspur Street Charing Cross Westminster in the County of Middlesex.
IMPROVEMENTS IN LOCOMOTIVE ENGINES FOR TRAMWAYS, AND RAILWAYS."
(A communication from abroad by Daniel McIntosh Reid, of Asansol India.)
The aim of this Invention is the construction of a light locomotive that will
admit of the efficient working of tramways by starting and stopping more quickly
and running at a steadier speed than can be attained by horse power.
In order that the Invention may be fully understood I will now proceed to
describe same by reference to the accompanying Drawings, in which Figure 1 shows
sectional plan of my improved engine. Fig. 2 side elevation,--Fig. 3, end
elevation, partly in section, Fig. 4. Sectional elevation of boiler with direct
heating surface-tubes. Fig. 5, Sectional plan of Fig. 4.
The boiler A is vertical, and is about 4%, or five feet in height, (or it may bo
higher), and consists only of a round fire box B, round which there is a series of
direct heating surface tubes C, which pass from an auxiliary water-space D at tho
bottom of the boiler, up through the fire box B, and into the roof-plate E in the
ordinary way. The use of these direct heating surface tubes Cadds so much to
the steam generating power of the fire-box Bas to admit of indirect heating surface
tubes being entirely dispensed with, and consequently of a much smaller and
lighter boiler being employed for the power of the engine.
The auxiliary water space D at the bottom of the boiler A may be used as a fire
bar frame. This admits of every inch of fire-box and tube surface being
employed. Above the roof plate there is a steam and water space F of about
one foot in depth, or more as may be arranged, through which the fire-door G and
chimney flue H pass, there being one or two small holes at the side, through which
fire irons can be used. The fire door G being on the top of the boiler and the fuel
being on the same level, the working of the engine is simplified, and admits of one
man attending to all with ease.-A shovel not being required in firing, a small
round door is sufficient.—The chimney flue H being also comparatively small there
remains ample steain and water space over the roof of the boiler A, notwithstanding
their position. There is a smoke burning fire brick suspended from the roof plate,
between the fire door and chimney-flue-A light square frame with two light
plates fixed about a foot from the side plates as inside framing compose the frame-
work of the engine. The boiler is fixed to the inside framing. The two leading
wheels Kare a little smaller than the ordinary train car size. The driving wheels L
are larger. The engines are coupled to each side of one of these wheels, the
cylinders M being fixed to the inside and outside of the two framing plates on one
side only, above one, of the small wheels.-The valve chests N, being between the
inside and outside framing, the valve gearing also arranged there on each side of
the driving wheel, while inside and outside the two frame plates are situated the
two driving cranks O-All the wheels are independent of each other, and the gauge
is maintained by set screws in the sides of the axle boxes pressing against the ends
of the axles in the centre, but continuous, rigid, or joint leading axles may be used
on straight lines.-The machinery of the engine is compact, and easily encased and
protected from dust, and being under the foot-plate, it is very easily attended to.-
The tyre of the driving wheel is considerably broader than those of the other wheels,
and takes in the full breadth of the rail on the inside as well as the outside of the
flange. The flange is also deeper than those of the other wheels.-This arrange-
ment gives sufficient adhesion on the one wheel for all purposes. A continuous
driving-axle with a couple may be arranged for, so that the adhesion of the
opposite wheel may be employed when necessary, but this will only be required on
heavy gradients, or where rails are very slippery.The engine can of course drag

page_text: the car or cars just as easily as push them.-The exhaust steam is arranged to
escape into a condenser or up the chimney when the furnace requires blast, but
this should only be employed when working in rear of the cars.-There is a second
regulator valve by which the engineman can stop or regulate the engine when
slipping etc., but while the conductor's valve is shut, steam is also shut off from it,
and from the engine. The engineman can arrange his engine so as to be able to
leave it for a few moments, and take the place of the conductor in front of the car
while fares are being collected.-The steam brake is composed of a small horizontal
cylinder and shaft, from which there may also be an arrangement for working the
car brake as well.-Ordinary tram cars without any alteration are suitable, but an
alteration might with advantage be effected, that is by having the car wheels
arranged so that one can be advanced on the outside rails of sharp curves, or when
passing through points, which when horse power is employed, require the car to be
pulled to the side. This can by a simple arrangement be also placed under the
control of the conductor.-The wheel base of the engine being very short, and its
wheels also being all independent of each other, the sharpest curves are no
impediment to it. All the wheels have two bearings, one from each of the framing
plates. The engine only requires to be shunted in the rear of its car at the end of
its trip, it does not require to be turned.-A copper pipe should be arranged to
extend from the boiler to the auxiliary water space, as shown at A² in Fig. 4, to
admit of a continuous and free circulation of water from the former to the latter,
to replace that in the vertical tubes, which generates into steam. The bent form
given to the pipe is with a view to its yielding with any expansion or contraction
which may take place in the vertical tubes.-There should also be a little play
allowed for the auxiliary water space, and it should rest upon a spring on each
side, so that the whole weight of the tubes and water space may not be suspended
from the roof-plate of the fire box.-The boiler fixtures should also be arranged
above the water space, so as to admit of this play. The feed water may be
arranged to enter the boiler by the auxiliary water-space.-Dotted lines in Fig. 1
show that a coupling can be arranged for, and a rigid driving axle, that is without
a coupling, may also be employed, but in that case, the flange of one of the driving
wheels should be removed to admit of sharp curves being easily passed.
however, would only answer on lines having regular tramway rails, that is to say
broad rails with flange grooves, and would only be required where there are heavy
gradients.
This
Having now particularly described and ascertained the nature of the said
Invention and in what manner same is to be performed, I hereby declare that
I claim the Invention of "Improvements in Locomotive Engines for Tramways and
Railways," substantially as herein before set forth and described, wherein the
following are particular and. important points or features:-viz.
(1.) Having the fire door and chimney flue through the roof.
(2.) The application of direct heating surface vertical tubes, admitting of indirect
heating surface tubes being dispensed with.
(3.) The engines being connected with one wheel only.
(4.) The driving wheel having a tyre sufficiently broad to take in the entire
breadth of the rail on both sides of the flange.
All substantially as hereinbefore set forth and described and illustrated by the
accompanying Drawings.
In witness whereof I the said Thomas Morgan have hereunto set my hand
and seal this Fourth day of July in the year of our Lord One thousand
and eight hundred and eighty two.
THOS. MORGAN. (L.S.)