IMPROVEMENTS IN THE CONSTRUCTION OF LOCOMOTIVE ENGINES APPLICABLE TO TRAMWAYS
Year: 1877

page_text: LETTERS PATENT to Joseph Theodore Dann, of 126, Stockwell Park Road, in
A
the County of Surrey, Civil Engineer, for the Invention of "IMPROVEMENTS IN
THE CONSTRUCTION OF LOCOMOTIVE ENGINES APPLICABLE TO TRAMWAYS."
communication from abroad by Charles Brown, of Winterthur, in the Republic
of Switzerland.
Sealed the 9th April 1878, and dated the 31st December 1877.
PROVISIONAL SPECIFICATION left by the said Joseph Theodore Dann at the
Office of the Commissioners of Patents on the 31st December 1877.
JOSEPH THEODORE DANN, of 126, Stockwell Park Road, in the County of Surrey,
Civil Engineer. "IMPROVEMENTS IN THE CONSTRUCTION OF LOCOMOTIVE ENGINES
APPLICABLE TO TRAMWAYS." A communication from abroad by Charles Brown, of
Winterthur, in the Republic of Switzerland.
This Invention has for its object to so improve the general arrangement as well
as the construction of various parts and organs of the ordinary railway locomotive
as to suppress the drawbacks which unfit it for tramway traffic, especially in much
frequented thoroughfares, and which have hitherto tended to prevent the use of
vehicles impelled by steam power on ordinary roads.
The first part of my Invention relates to the construction of the axle boxes of
locomotive engines and the collocation of the bearing springs for those cases in
which the two boxes of one and the same axle of the engine are rigidly connected
with one another. I apply one or more bearing springs at each end of the combined
axle boxes, either above or below the bearings, or else in the middle of the connection,
either above or below the bearings, for the purpose of carrying the engine on three
points. Each axle box I furnish with two pivoting guide cheeks, the pivot being
either made apart from or of a piece with the cheek. The guide cheeks may be
furnished with projecting rings to them on one side, fitting into the annular grooves
made in the plates that connect the axle boxes, so as to give more wearing surface
than the pivots alone could afford, and with ledges or projections embracing the
horn blocks of the engine, so as to guide the axle boxes laterally, and at the same
Dis 037

page_text: time admit of a perfectly free vertical movement thereof. I fix the linings of the
horn blocks themselves with a view to facilitate the renewal thereof in case of wear.
Between the horn blocks I form a connection by means of cross stays, and when as
in the case of tank engines, the tanks form part of the framework of the engine, I
form the horn blocks of angle pieces or cheeks rivetted to the frames and to the
tank plates, which latter then serve to form the connection between the horn blocks,
and I fix the linings in the manner herein-before described. When the springs
surmount the axle boxes, I provide a slide working in a groove made in the top of
the box, and having a globular or hemisperal cavity in it for receiving the lower
end of the spring pillar, whereas, when the springs are placed beneath the axle
boxes, I form the connection between them by means of a universal joint. Central
or cross springs I suspend on the transverse stays between the axle boxes by
means of pivots and suspended brackets; and I provide two cross or central springs
for every pair of axle boxes, so as to allow of the same type of spring being used
for all the bearings of the same engine, both lateral and transverse.
For tramway
or other light engines I provide two groups of spiral springs bearing directly upon
the axle boxes, and one bearing on the plate connecting the axle boxes, either in the
axis of the engine, or at another point, and by this means I secure a perfect
distribution of the weight in the case of four or more wheeled engines, by suspending
the engine on any three points, which could not well be done in the usual mode of
constructing these engines without any connection between opposite axle boxes.
The second part of my Invention consists in placing an outer chimney and cowl
around one or more interior chimneys for railway or tramway engines, so as to
enable the outer chimney to be made much larger than usual in diameter, and
thereby secure a good draft without using a blower, and be able to raise the steam
quicker than usual. By this multiplicity of chimneys I am also enabled to reduce
the diameter of the main or blast chimney to a suitable proportion as compared to
that of the blast pipe, the efficiency of which is thereby increased, whilst at the
same time the back pressure and the puffing noise are reduced almost to nil, and
one of those inconveniences is obviated which at present militate against the use
of steam tram-cars on the public highway. One of the interior chimneys I so
construct as to allow of its sliding up and down, with a view to admit of the
adjustment of its position by experiment.
The third part of my Invention consists in combining a common conical or flat
seated valve, with a pilot valve in its axis, both worked by a cam from the under side
with a connecting rod with globular end working freely in a hemispheral seating
formed in one of the valves, so as to allow of the valves being worked without
binding or jambing. Such a throttle valve arrangement being very sensitive and
keeping very tight is especially adapted for the use in tramway locomotives.
The fourth part of my Invention forms a substitute for buffers and draw hooks
for those cases in which the sharpness of the curve renders the use of these appliances
impossible as a coupling between engine and carriages. To the frame of the carriage
I fasten a buffer and draw spring formed by vulcanized india-rubber or other
springs, which in connection with a cylindrical slide move to and fro within a
casing, being drawn by a slide rod which is connected by means of a universal
joint with a rigid coupling bar fastened to the framework of the carriage. This
coupling admitting both of a pushing and a pulling movement, allows great freedom
of motion in curves, and is therefore especially adapted for tramway traffic.
By a combination of the improvements herein set forth with the valve gear
constructed according to my Invention, for which Letters Patent dated August 11
1876, have been granted as a communication from me to Herbert John Haddan,
I am enabled to place the slide valve below the cylinder, and thereby dispense with
the inconvenient and noisy drain-cock as heretofore employed, and I am generally
enabled to obviate the numerous drawbacks by reason of which the application of
steam to tramways had hitherto been found impracticable.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Joseph Theodore Dann in the Great Seal Patent Office on the 29th
June 1878.
JOSEPH THEODORE DANN, of 126, Stockwell Park Road, in the County of Surrey,
Civil Engineer. "IMPROVEMENTS IN THE CONSTRUCTION OF LOCOMOTIVE ENGINES
APPLICABLE TO TRAMWAYS." A communication from abroad by Charles Brown, of
Winterthur, in the Republic of Switzerland.
This Invention has for its object to so improve the general arrangement as well
as the construction of various parts and organs of the ordinary railway locomotive
as to suppress the drawbacks which unfit it for tramway traffic, especially in much
frequented thoroughfares, and which have hitherto tended to prevent the use of
vehicles impelled by steam power on ordinary roads.
The first part of my Invention relates to the construction of the axle boxes of
locomotive engines and the collocation of the bearing springs, for those cases in
which the two boxes of one and the same axle of the engine are rigidly connected
with one another. I apply one or more bearing springs at each end of the combined
axle boxes, either above or below the bearings, or else in the middle of the con-
nection, either above or below the bearings, for the purpose of carrying the engine
on three points. Each axle box I furnish with two pivoting guide cheeks, the pivot
being either made apart from, or of a piece with the cheek. The guide cheeks may
be furnished with projecting rings to them on one side, fitting into the annular
grooves made in the plates that connect the axle boxes, so as to give more wearing
surface than the pivots alone could afford, and with ledges or projections embracing
the horn blocks of the engine, so as to guide the axle boxes laterally, and at tho
same time adinit of a perfectly free vertical movement thereof. I fix the linings of
the horn blocks to the horn blocks themselves, with a view to facilitate the renewal
thereof in case of wear. Between the horn blocks I form a connection by means of
cross stays, and when, as in the case of tank engines, the tanks form part of the
framework of the engine, I forun the horn blocks of angle pieces or cheeks rivetted
to the frames and to the tank plates, which latter then serve to form the connection
between the horn blocks, and I fix the linings in the manner herein-before described.
When the springs surmount the axle boxes, I provide a slide working in a groove
made in the top of the box, and having a globular or hemispheral cavity in it for
receiving the lower end of the spring pillar, whereas, when the springs are placed
beneath the axle boxes, I form the connection between them by means of a universal
joint. Central or cross springs I suspend on the transverse stays between the axle
boxes by means of pivots and suspended brackets, and I provide two cross or central
springs for every pair of axle boxes, so as to allow of the same type of spring being
used for all the bearings of the same engine, both lateral and transverse. For tram-
way or other light engines I provide two groups of spiral springs bearing directly
upon the axle boxes, and one group of spiral springs bearing on the plate connecting
the axle boxes, either in the axis of the engine or at another point; and by this
means I secure a perfect distribution of the weight in the case of four or more
wheeled engines by suspending the engine on any three points, which could not
well be done in the usual mode of constructing these engines without any connection
between opposite axle boxes.
The second part of my Invention consists in placing an outer chimney or cowl
around one or more interior chimneys for railway or tramway engines, so as to
enable the outer chimney to be made much larger than usual in diameter, and
hereby secure a good draft without using a blower, and be able to raise the steain
quicker than usual. By this multiplicity of chimneys I am also enabled to reduce
Che diameter of the main or blast chimney to a suitable proportion as compared to
hat of the blast pipe, the efficiency of which is thereby increased, whilst at the
same time the back pressure and the puffing noise are reduced almost to nil, and
one of those inconveniences obviated which at present militate against the use of.

page_text: steam tram-cars on the public highway. One of the interior chimneys I so construct
as to allow of its sliding up and down, with a view to admit of the adjustment of
its position by experiment.
The third part of my Invention consists in combining a common conical or flat
seated valve with a pilot valve in its axis, both worked by a cam from the under b
side, with a connecting rod with globular end working freely in a hemispheral
seating formed in one of the valves, so as to allow of the valves being worked
without binding or jambing. Such a throttle valve arrangement being very sensitive
and keeping very tight is especially adapted for use in tramway locomotives.
The fourth part of my Invention forms a substitute for buffers and draw hooks 1
for those cases in which the sharpness of the curve renders the use of these appliances
impossible as a coupling between engine and carriages. To the frame of the carriage
I fasten a buffer and draw spring, formed by vulcanized india-rubber or other
springs which, in connection with a cylindrical slide, move to and fro within a
casing, being drawn by a slide rod which is connected by means of a universal
joint with a rigid coupling bar fastened to the framework of the carriage. This
coupling admitting both of a pushing and a pulling movement, allows great freedom
of motion in curves, and is therefore especially adapted for trainway traffic.
By a combination of the improvements herein set forth, with the valve gear
constructed according to the Invention of the aforesaid Charles Brown, for which 2
Letters Patent, dated August 11, 1876, have been granted as a communication from
him to Herbert John Haddan, I am enabled to place the slide valve below the
cylinder, and thereby dispense with the inconvenient and noisy drain cock as here-
tofore employed; and I am generally enabled to obviate the numerous drawbacks
by reason of which the application of steam to tramways has hitherto been found 2
impracticable.
DESCRIPTION OF DRAWINGS.
In the acoonpanying Sheets of Drawings I have shewn by way of illustration
various modes or manners in which my Invention may be practically applied. I do
not mean to confine myself to the combination or configuration of parts, as shewn in a
these Sheets of Drawings, but reserve to myself the right of applying my Invention,
as herein described, to any kind of steam vehicles, as well as to vary the disposition
of parts or organs while adhering to the intrinsic nature of my Invention.
Figure 1 is a sectional end view.
Figure 2, a longitudinal elevation, part in section; and Figure 3, a sectional plan
of a pair of axle boxes, constructed according to my Invention, with the bearing
springs placed above the axle boxes.
Figures 4, 5, 6 are three corresponding views of a pair of axle boxes with the
bearing springs placed beneath; and Figures 7, 8, 9 are three corresponding views
of a pair of axle boxes with the springs placed transversely; all these views being
drawn to the scale of one-tenth of the full size.
Figure 10 is a sectional end view.
Figures 11 and 11 are a longitudinal sectional elevation, one-half being a section
through the fore axle, and the other half through the hind axle of a four-wheeled
engine.
Figure 12 is a partial cross section; and Figure 13, a sectional plan of an arrange-
ment of axle boxes specially adapted for tramway locomotives and for light locomotive
engines generally, in which spiral springs can be used both as side springs and as
springs bearing on the centre of the transverse plates or cross stays connecting
opposite axle boxes with each other. These four views are shewn to a scale of one-
fifth the real size.
A, A, are the transverse plates or cross stays which connect two axle boxes with
each other, and are shewn separately to the scale of one-tenth full size in Figures
14, 15, and 16, being a longitudinal elevation, a cross section, and a sectional plan
respectively; B, B, are the axle boxes; D, D, are the guide cheeks furnished with
4

page_text: projecting rings E, E, for which annular grooves e, e, are provided in the cross
stays A, A. These guide cheeks are shewn separately to a scale of one-eighth of
the full size in Figures 17, 18, and 19 for large locomotive engines, and in Figures
20, 21, and 22 for small locomotive and tramway engines, being respectively a side
elevation, a cross section, and a sectional plan of such a cheek.
The guide cheeks of larger locomotives, as illustrated in Figures 1 to 9, and 17
to 19, are suspended upon pivots C, C, fitted or attached to the axle boxes B, B,
whilst for smaller locomotives or trainway engines the pivots form part of the
cheek itself (see Figures 10, 13, 20, to 22). I do not however mean to confine
myself to this distinction, but reserve to myself to use guide cheeks, constructed
according to my Invention, with either inseparable or separate pivots for large and
small locomotives indiscriminately. G, G, are the linings of the horn blocks, which
are embraced by projections or shoulder pieces d, d, wherewith I provide the guide
cheeks either on their outer sides alone, or on their outer and inner sides, and the
horn blocks have their linings bolted upon them in the manner herein-before
described. F, F, are the bearing springs, varying in position and configuration,
according to the nature and object of the locomotive; H, H, are transverse stays or
ties connecting the opposite horn blocks into one another in the constructions
shewn in Figures 4 to 9, whilst in the construction shewn in Figures 1 to 3 these
transverse stays or ties are dispensed with, and the horn blocks formed by angle
irons rivetted to the frame and to the tank plates, the linings G, G, being bolted
against the horn blocks, as herein-before set forth.
I, Figures 1 to 3, is a sliding piece working within a groove formed above the
axle box, and so arranged as to receive the hemispheral end of the pillar J of the
bearing spring, which in this case surmounts the axle box.
In the arrangement shewn in Figures 4 to 6, where the spring is placed beneath
the axle box, the spring band J is surmounted by a fork j, j, which, in combination
with the lug t, is suspended on the two axes 8, a', the whole of these appliances taken
together forming a universal joint, by means of which the connection between the
axle box and the bearing spring is effected.
In the construction shewn in Figures 7 to 9, I employ two cross springs F, F, for
each pair of axle boxes, and I suspend the spring band J on the cross stay H by
means of a pivot K and two lateral suspending brackets M, M, the ends of the
bearing springs being connected with the longitudinal stays A, A, by means of the
bolts h, h, the tops of which, being shewn conical in this instance, are seated in
the cross stays L, L.
In the construction shown in Figures 10 to 13, the groups of spiral springs F, F,
bear directly upon the axle boxes, and those F', F', upon the central part of the
connecting plates A, A, thereby securing that perfect distribution of weights which
is effected by the engine riding on three points.
In all these constructions the bearing springs can be made to bear on any part of
the cross plates A, A, without its being necessary that they should bear exactly
upon the middle of the length of the journals, as is the case when the axle boxes are
not connected together.
Figure 23 is a longitudinal section; Figure 24, a lateral view, partly in section;
and Figure 25, a sectional plan of a chimney of a locomotive engine with blast pipe
drawn to a scale of one-tenth of the full size, the blast pipe being shewn separately
on twice that scale in Figures 26 and 27, being respectively a longitudinal sectional
elevation and part of a sectional plan. A is the outer chimney, and of interior
chimneys two, viz., B and C, are shewn in this instance, C being connected with A
by means of the bolts and tubes c, c, and B being moveable in a vertical direction
by means of the stays n, n, connecting it with the blast pipe, and the guides d sur-
mounting it. The blast passing successively from the blast pipe to B, C, A, the
efficiency of the blower is greatly enhanced, and the puffing noise and back pressure
are neutralised. E is the outer chimney surrounding the chimney A.
Figure 28 is a longitudinal section, Fig. 29 is a lateral view partly in section, and

page_text: Figure 30 a sectional plan of an improved throttle valve arrangement constructed
according to my Invention, as herein-before described.
Figure 31 is a sectional plan of the valve proper. The scale is one fifth of the
full size. A is the pipe coming from the boiler, and B, B, are the pipes leading to
the cylinders; C is the valve proper; D, its seating; E is the cam, and G the
globe-headed connecting rod by which the valve is worked from the under side;
x, x, are the water grooves provided in the shaft F. The binding and jambing so
frequent in other valves is entirely obviated in this arrangement, which allows of
the valves being lifted with the utmost facility so as to open the passage for the
exhaust steam, or else to close it in an instant, thereby enabling the engine to be
brought to a standstill in a very short time by merely reversing the valve
motion.
Figuro 32 is a longitudinal section; and Figure 33 part of a plan of a coupling
arrangement for tramways and for sharp curves generally, as constructed according
to my Invention; scale one tenth of the real size. A is the frame of the carriage;
B, of the locomotive; C, C, is the buffer and draw spring combined, fastened to the
frame of the carriage by means of the bolts a, a. This part is shown on twice the
scale in Figures 34 and 35, being a longitudinal and a cross section thereof
respectively. This spring works indiscriminately as a draw or buffer spring, or in
other words, it serves both to push and to pull. The vulcanized india-rubber discs
8, 8, press the end plates t, t, against the frame cheeks C, C, and the piston guides
D, D, which are united by the screwed bolt d; b, b, are isolating plates between
the india-rubber discs. The central springs are connected by means of the rods
E, E, with the rigid coupling and buffing bars F, F, and a universal joint W connects
the ends of the bars F, F, with the rod E, and with the draw and buffing organs.
The guides Z, Z, through which the rods E, E, pass, have for their object to secure
the proper position of the axis of the carriage. N, N, are the trumpet-mouthed ends
of the coupling bars which receive the coupling link o, which is held in its place by
means of the drop pins q, q. These ends are shewn separately on twice the scale
of Figures 32, 33, in Figures 36 to 39, being respectively a longitudinal elevation, n
sectional plan, and two cross sections of the ends of the coupling rods E, E, with
the connecting link o and the drop pins q, q.
Figures 40, 41, 42, and 43, Sheet 4, represent a locomotive engine for tramways
and other light railways, embodying the various improvements designed according
to my Invention herein described, Figures 40 and 42 being a longitudinal
section and elevation, and Figures 41 and 43 a sectional plan and a sectional
end view respectively. This engine is combined with the valve gear according
to the Invention of the aforesaid Charles Brown, for which Letters Patent have
been obtained, dated August 11, 1876, No. 3176.
Having now described the nature of my said Invention and illustrated the same
in the accompanying Sheets of Drawings, I wish it to be understood that I do not
claim the connection or coupling of axle boxes of locomotive or tramway engines
with one another, neither do I claim the use of cowls or petticoats around the chim-
neys of such engines, constructions of this description having been known and
used heretofore, but what I claim is,-
Firstly. The use or employment of guide cheeks in connection with the axle
boxes and bearing springs of locomotive and tramway engines, in the manner and
for the purpose herein set forth and illustrated in the accompanying Sheets of
Drawings.
Secondly. The use or employment of an outer chimney around a number of
interior chimneys for railway or tramway engines, in the manner and for the purpose
herein set forth and illustrated in the accompanying Sheets of Drawings.
Thirdly. The use or employment of a common conical or flat-seated valve with
a pilot valve in its axis, in connection with a cam and a connecting rod, in the
manner and for the purpose herein before described and illustrated in the accom-
panying Sheets of Drawings.

page_text: Fourthly. The use or employment of a coupling between the locomotive and the
carriage, such coupling being at some part of its length divided in two halves, the
terminations of which are formed with tulip-shaped or trumpet-mouthed sockets
for receiving a connecting link or bolt of corresponding shape, to be fastened therein
by means of two drop pins or other suitable appliance, the whole forming a rigid
bar to serve either as a draw or thrust bar in the place of the usual couplings and
buffers, substantially in the manner and for the purpose herein set forth, and illus-
trated in the annexed Sheets of Drawings.
In witness whereof, I, the said Joseph Theodore Dann, have hereunto set my
hand and seal, this Twenty-ninth day of June, in the year of our Lord
One thousand eight hundred and seventy-eight.
(L.8.) JOSEPH THEODORE DANN.