IMPROVEMENTS IN LOCOMOTIVE ENGINES AND RAILWAY CARRIAGES
Year: 1869

page_text: LETTERS PATENT to William Nelson Hutchinson, of Wellesbourne
Bideford, in the County of Devon, Lieutenant-General in Her
Majesty's Army, for the Invention of "IMPROVEMENTS IN LOCOMOTIVE
ENGINES AND RAILWAY CARRIAGES."
:
.
Sealed the 18th February 1870, and dated the 19th August 1869.
PROVISIONAL SPECIFICATION left by the said William Nelson
Hutchinson at the Office of the Commissioners of Patents, with his
Petition, on the 19th August 1869.
I, WIL IAM NELSON HUTCHINSON, of Wellesbourne, Bideford, in the
County of Devon, Lieutenant-General in Her Majesty's Army, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN LOCOMOTIVE
ENGINES AND RAILWAY CARRIAGES," to be as follows:
I propose giving a considerable breadth to the wheels of locomotives
and all descriptions of railway carriages so that the flange, of the wheel
can never come in contact with the sides of the rails except occasionally
when the line curves instead of running direct. It may occasionally
be advisable to allow the flanges of the leading vertical wheels to come
Prica 821

page_text: in contact with the side of the rail according to the ordinary plan, or in
many instances none of the wheels would have a flange. I also propose
that all the wheels of locomotives should be driving wheels, connected in
triplets, or in pairs, or possibly in fours, and all the axles of the wheels
parallel to one another. No wheels would be on the bogie plan of con-
struction. Besides the flanges on the leading and trail wheels, I propose
that the carriages be prevented from running off the line of railway by
two guiding or leading horizontal wheels revolving within the rails, one
wheel against the side of one rail and always nearly in contact with the
said rail, the other wheel against the side of the opposite rail and nearly
always in contact with it, aided by two precisely similar trailing hori-
zontal wheels. All the carriages are designed to run equally well with
either end foremost. To save expense I propose in some cases to make
one steam cylinder (proportionately enlarged to give it increased power),
drive two sets of the triplet wheels by placing the cylinder horizontally
between the two sets. The piston would have a rod attached to both of
its sides, which rod would project at both ends of the cylinder. I also
propose that the locomotive running on lines across which there are
self-closing gates shall be furnished with a slight projection in front,
somewhat in the form of the letter V, that there shall be an aperture in
each gate where its two halves meet, and that, as the locomotive advances
the apex of the projection shall pass into the aperture and force the
gate open. To save wear and abrasion the apex of the projection would
be furnished with two smali horizontal wheels, to act on one half of
the gate and the other wheel to act on the other half. Vertical rollers might
be attached to the sides of the aperture to prevent wear. A rail or ledge
running alongside all the carriages a little below the doors would continue
to press against the halves of the gate, and prevent their re-closing until
after the train had passed.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Nelson Hutchinson in the Great Seal
Patent Office on the 19th February 1870.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
NELSON HUTCHINSON, of Wellesbourne, Bideford, in the County of Devon,
Lieutenant-General in Her Majesty's Army, send greeting.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent bearing date the Nineteenth day of August, in the year of our
Lord One thousand eight hundred and sixty-nine, in the thirty-third year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said William Nelson Hutchinson, Her special licence that I, the
said William Nelson Hutchinson, my executors, administrators, and
assigns, or such others as I, the said William Nelson Hutchinson, my
executors, administrators, and assigns, should at any time agree with, and
no others, from time to time and at all times thereafter during the term.
therein expressed, should and lawfully might make, use, exercise, and vend,
within the United Kingdom of Great Britain and Ireland, the Channel
Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN LOCOMOTIVE
ENGINES AND RAILWAY CARRIAGES," upon the condition (amongst others)
that I, the said William Nelson Hutchinson, my executors or adminis-
trators, by an instrument in writing under my, or their, or one of their
hands and seals, should particularly describe and ascertain the nature
of the said Invention, and in what manner the same was to be per-
forraed, and cause the same to be filed in the Great Seal Patent Office
within six calendar months next and immediately after the date of the
said Letters Patent.
'
NOW KNOW YE, that the said William Nelson Hutchinson, do
hereby declare the nature of the said Iuvention, and in what manner
the same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, reference being had to the
Drawings hereunto annexed, that is to say:-
I propose giving great breadth to the tires of the wheels of loco-
motives and all descriptions of railway carriages, so that the flanges of
the wheels can never come in contact with the sides of the rails except
It may
occasionally when the line curves instead of running direct.
occasionally be advisable to allow the flanges of the leading vertical
wheels to come in contact with the sides of the rails according to the
ordinary plan. In many instances none of the wheels would have a
flange. All the wheels of locomotives to be driving wheels connected
All the axles of the wheels
in triplets, or in pairs; or possibly in fours.
to be parallel to one another. No wheels to be on the bogie plan of
construction. All the carriages to be prevented from running off the
line of railway by two guiding leading horizontal wheels revolving
within the rails, one wheel under the lip of one rail and nearly in contact

page_text: with the said rail, the other wheel under the lip of the opposite rail and
nearly in contact with it, aided by two precisely similar horizontal
trailing wheels, for all the carriages are designed to run equally well
whichever end is foremost. To save expence I propose in some cases to
make one steam cylinder (proportionately enlarged to give it increased.
power) drive two sets of the double pair or triplet wheels by placing
the cylinder horizontally between the two sets; the piston would have
a rod attached to both of its sides and project at both ends of the
cylinder.
The manner in which I carry the first part of my Invention into
effect is represented in the accompanying Drawings, in which Figure 1
is an elevation of a locomotive engine of a great length, or so to speak
a double engine; it is furnished with ten pairs of bearing wheels
a, b, c, d, e, f, g, h, i, j, which are driven by three pairs of outside
cylinders k, l, m. The end cylinders k, l, are arranged to drive the
three pairs of end wheels a, b, c, and h, i, j, while the centre cylinder m
drives four pairs d, e, f, g. This I accomplish by fitting the cylinder m
between the centre parts of wheels and carrying a rod n, o, from each
side of the piston, so that by connecting the wheels by connecting
rods p, q, the four pairs are caused to revolve together, while the three
pairs of wheels at each end of the engine are connected by independent
connecting rods r, s. All the wheels are of the same diameter, and all
the cylinders are supplied with steam at the same time. It is not
necessary that the cylinders should be all of the same size, that is in
their diameters, for in some cases where a larger number of wheels are
driven by one pair of cylinders than in others, the diameter of that
cylinder may be larger in proportion, but the travel of the pistons must
of necessity be the same. The wheels of my engine are all parallel to
one another, and have only a free motion up and down the "horn plates "
in addition to their revolving motion, but they are of varying thicknesses
in themselves, as will be seen on referring to the plan view of the engine
Figure 2 in the Drawings.
The end wheels are comparatively narrow to the centre wheels, and
they are so made to admit of the engine turning round curves. In this
view I have shewn the engine on a curve to indicate the position of the
wheels. None of the bearing wheels shown have flanges, but they may
be made with flanges if found desirable. If they are so made they
would be slightly broader in the tread to allow the engine to pass curves.

page_text: However, I prefer to employ wheels without flanges, and I fit vertical
flanged wheels in a rotating bearing to some part of the engine to keep
it on the rails, or, as in other cases, I fit horizontal or nearly horizontal
wheels to the engines both at the head and tail of it, which wheels are
arranged to bear against the edge of the rail by a pressure of their own
within certain limits for the same purpose.
When I employ vertical guiding flanged wheels to the engine I
propose to fit each of the stems in a tube or tubes in which a spring is
placed, as shown in Figures 7 and 8, which are sectional views, thus.
each wheel is free to adjust itself to the course of the rail as well as to
follow the undulations of the same, so that there is little chance of the
engine running off the line through the sinking of a sleeper or other
supporting body, even should it have snnk several inches, for the
pressure and play of the spring is such that the wheel must follow any
such sinking. I propose to arrange an oil vessel t on the upper part of
the tube, so that a supply of oil or other liquid lubricant is allowed to
flow to the pin or axle of the wheel. The lower end of the spring takes
into a cavity in the top of the stem, while the upper end bears against
a screw nut or cap piece, the pressure of the spring being regulated by
the distance of the nut or cap which is screwed down
upon it.
There are many ways of fitting the nut in the tube. In the Drawings
I have shewn three plans of doing so, but I do not wish to confine
myself to the precise methods shown. I fix the tube in a rigid manner
to the frame of the engine by angle struts or brackets which spring
from the upper surface of the side foot plates as well as from the under
surface, as I am aware that great strain will be put upon the flanged
wheels when the engine is travelling. The horizontal wheels are fitted.
to the engine either between the bearing wheels or in front of the
leading wheels and behind the trailing wheels, and I prefer to place
them in that position, for when the engine is on a curved portion of
the line the end of it moves in the same direction without overhanging.
These horizontal wheels are shaped to pass all points, switches, and
guard rails without interference, unless they are so placed that the
engine shall move in the direction indicated by such points. They are
mounted loosely upon their axles so that they revolve only by the
pressure or the jerk they receive from coming against the rails, I
fit them at a short distance from the rails to give sufficient play, so that
they only come into action occasionally, for it is well known that the

page_text: flunges of ordinary wheels are not at all times required, for instance, in
passing over straight parts of the line the engine, if properly gauged and
set, must go in a direct line, as the propelling power is put equally upon
each driving wheel, and as they work in pairs and are rigidly fixed to
the same axle the engine must travel direct straight ahead, so that it is
evident to any well reasoning person that flanges to all the wheels is only
so much weight carried uselessly; and even in passing curves, so long
as the head and tail of the engine follows, a great loss of power is pro-
duced from the grating side action of the flanges of the intermediate
wheels upon the rails.
The axles of my horizontal wheels are snpplied with oil or other
lubricant from a cup or reservoir above, as shown in Fig. 9; the oil
only flows when the wheel is revolving, because the top of the cup is
closed air-tight. In some cases it may be necessary to employ fixed
vertical stems or bolts to some part of the engine to work close to the
rail, but not to touch it unless extra strain is put upon the horizontal
wheel; this bolt I prefer to fix just in front of the horizontal wheel to
act as a guard to clear the track of any impediment that it may come
in contact with. The bottom of the bolt is below the level of the rail,
and its distance is regulated so that it does not touch either the rail
itself or the guard rail as the engine is travelling, unless an extra strain
is put upon the horizontal wheel, as before mentioned; and to lessen the
friction to which this bolt would be subjected I propose to provide the
end of it with a loose ring or collar, so that when the contact between
the collar and the rail takes place the collar will rotate and deaden the
effect of the blow. It acts usefully against the guard rail.
The horizontal wheel arrangement. will be well understood by referring
to the Drawings, where an elevation and end views of a carriage are
shewn in Figures 3 and 4. I have in most of the foregoing description
mentioned my improvements as being fitted to an engine, and this I
did for brevity's sake, but it can be readily understood that I can apply
the whole of them to any kind of carriage or other vehicle which is
destined to run upon rails, whether on what are known as railways or
tramways. In Figures 5 and 6 I have shewn two pairs of wheels of
different widths of bearing surface, these are intended to shew that
they bear upon the rail in the centre of their own surfaces in the straight
portion of the line. The narrow wheels in Figure 5 are those on the
end of the engine or carriage shewn in Figure 2, while the broader

page_text: wheel in Figure 6 represents those of the centre of the engine. It
must be borne in mind that in my system longer engines, carriages, and
trucks are advocated, and though of unusual length that they shall pass
the sharpest curves without coming in contact with the wall of any
building near the rails. In fact I propose to run engines and carriages of
double the ordinary lengths over the present lines of rails with a greater
degree of safety than can be secured under existing circumstances.
I also propose to have the rails at the straight level and curved parts
of the line much narrower on the surface than those at present in use, or
I keep them the same width, but in any case I propose to have the rails a
great deal wider on the surface on inclines or gradients so that greater
adhesive surface is obtained.
ranges.
Railways and their rolling stock have been brought to such perfection,
that beyond diminished cost in construction, saving in maintenance of
way, and in wear and tear of engines and rolling stock, it is difficult to
think they can be much improved upon in level countries, but the
requirements of the age demand that the iron road be made available
in hilly districts for transport of minerals, &c., and that rapid means of
intercommunication be given to nations now separated by mountainous
How to accomplish this has long been felt as a great diffi-
culty. The question still is "how are steep gradients and sharp curves
to be travelled over without incurring an unprofitable expense." The
Americans have in part solved the problem by introducing the bogie
system (the axle of the wheels working on a strong central pin), which
has lately been so improved on in the Fairlie engine that curves in the
form of an S can be passed over with the front of the locomotive circling
in one curve, its rear circling on the contrary curve, but the plan
admirable as it is has its defects; it is complicated and expensive in
construction, and as no limit can be now assigned to the power that
years hence it may be wished to give to locomotives, for power in the
engine is often economy in work, the Fairlie system seems to have
this fundamental error in principle, that there is an early limit to its
holding power in going up inclines. Whatever length may be given to
it it can carry no more than two groups of driving wheels in pairs,
triplets, or fours. The central pins of 3 groups would be in one
inflexible line. The present project realizes more fully and more
economically what is required. The carriages are sufficiently flexible,
for it can be shewn that they will run along a curve whose radius

page_text: is not a third longer than the wheel base, and as this rigid wheel base
on curves of greater radii can be increased in length, almost any increase
of adhering power can be given to the locomotive by adding to the
number of its heavily weighted driving wheels. Thus there are few
countries where on the proposed principle the rails could not be laid
down as a surface line. In passing over curves the rigid wheel base of
either side (say the left) of any kind of carriage (the distance between
the axles of its extreme wheels) is regarded as the movable chord of
an arc (the curve), the extremities of which chord (the wheels at the end
of the wheel base) are always to be retained on the (say the left) rail,
while the centre of the chord (the centre of the carriage) more or less
diverges from the centre of the arc (the curve) according as the arc is
great or small. Great breadth is given to the wheels, more especially to
the central wheels, from which the others gradually diminish in breadth
to the wheels at the extremities of the wheel base. As the centre of
the carriage must never recede so far from the rail as not to be sup-
ported by the rail on the edge of the wheels, such a breadth must be
given to the central wheels that half their breadth shall equal the
shortest distance never to be exceeded between the crown of the arc
and the chord, to which must be added the width of the rail, and say
an inch for "play." All the axles of all the wheels are at right angles
to the chord, and in every instance half the breadth of each wheel
equals in length the part of the line in the vertical plane of the axle,
intercepted between the chord and the arc. To the full breadth must
be added, as before stated, the breadth of the rail, and about one inch for
"play." To ascertain the exact breadth of the wheels, let the breadth
of half the axles of the several wheels (exclusive of the allowance for
width of rail and "play") be respectively represented by D, D¹, D¹,
&c. placed respectively at distances C, C', C¹¹, &c. from the centre of the
chord (the centre of the wheel base).
Let G represent the width of the gauge; R represent the radius of the
outer curve of rail

page_text: on the prolongation of the chord beyond the curve.
All the wheels of
a locomotive, generally connected in triplets, may be, driving wheels.
The carriage is prevented from, running off the line by 2 guiding
nearly horizontal wheels placed as near the line of contact of the
vertical leading wheels with the rail as is conveniently practicable, aided
by two precisely similar horizontal trailing wheels, fixed at the other
extremity of the wheel base. Their periphery could be made. to conform
to the shape of the side of any rail. They revolve within the rails, one
occasionally touching the side of one rail, the other wheel at another
moment rotating against the side of the opposite rail. The distance
between the pivots (on the same side of the rail) on which the
horizontal wheels revolve ought more truly to be regarded as showing
the length of the wheel base (within the curve) than the distance
between the, axles of the extreme vertical wheels. None of the wheels
have flanges excepting possibly the leading and trailing vertical wheels
(within the curve), and those almost entirely unconed flanges would
never come in contact with the rail unless through some extraordinary
chance the pivot of a horizontal wheel should break. Further additional
aid to fall back upon could be given to the horizontal wheels, by fixing
narrow vertical friction rollers in the interior angle that each wheel
makes with the adjacent rail, but such extra precaution seems unneces-
sary. The more horizontally the guide wheels are fixed the better. The
switches in most of the existing lines of, railway only allowing generally
an opening of 2 inches, the wheels, say 3 feet in diameter and an inch
thick at the periphery, would be set at an angle of about 27° with the
horizon. The edge of the wheel would be so coned that the part in
contact with the rail would be vertical. No vertical sustaining wheel
would ever be left unsupported by the rail or check rail. The sides of
the rail can be but little worn by the action of the horizontal wheels, for
compared to the pressure on the upper surface of the rail from weight
of carriage the pressure necessary to guide the carriage and meet
centrifugal force at curves can be but trifling. Good tie bars firmly
attaching the outer rail to the inner would keep both in position
however great might be the velocity. Or the carriage.is prevented from
running off the line by the flanged vertically rotating guide wheels
before described, which have a free horizontal play to the extent required
by the sharpest curve. By either plan the resistance arising from curves
is reduced to a minimum. On a straight line of railway the centre of all

page_text: the wheels rests on the centre of the rail, but on rounding a curve the
edges of the wheels are gradually brought in their revolution nearer
and nearer to the rail. Thus happily for speed and safety the sharper is
the curve the closer are the edges of the wheels brought over their
support (the rail) and the further is the centre of gravity of the carriage
drawn within the curve, in other words the more centrifugal force acts
upon the carriage the wider is the part of the base which resists its
displacement. Obviously the inner rail should be heavier at sharp
curves than on straight lines to meet the increased weight thus thrown
on the inner rail. On the existing lines in this kingdom the curves are
so slight that the horizontal wheels would be sufficiently close to the
rail without contracting the gauge at the curves, but in preparing the
run over really sharp curves their gauge should be diminished in pro-
portion to their sharpness. In passing over curves it is manifest that
the central is the only axle that can truly align with the radius of the
curve. Supposing the same width of gauge both for curves and straight
lines of rail, the further any axle is from the centre and the sharper the
curve the greater becomes the distance between the points on the rail
where its broad cylindrical wheels touch the rail. Therefore in laying
down a railway on the proposed system should it be decided to make the
wheel base (within the curve) of all the carriages of one uniform length
it would be right to lessen the gauge at the several curves in proportion
to their acuteness, so as constantly to retain the pivots of the horizontal
wheels as near the sides of the rail while passing along curves as they are
when running over straight lines. The contraction necessary is easily
calculated.
Let R represent the radius of the outer curve; r, the radius of the inner
curve (which is equal to the length of R minus the width of the general
gauge;) 2 C, the length of the chord (that is, of the wheel base); D, the
distance intercepted between the 2 curves on a line at the extremity of the
chord and at right angles to it;
Then D=R2-03-√2 - C³.
By however much D exceeds the breadth of the gauge on straight
lines by so much should the rails at the curves be brought nearer to
each other by dimishing to that extent the radius of the outer curve or
increasing the radius of the inner curve. The difference is seldom great.
With a gauge of 4 feet 8 inches a wheel base of 28 feet (within the

page_text: curve) a radius of 50 feet for the inner curve D would only exceed the
general gauge by 1.58 inches. Were the gauge the same the radius 5
chains (say 329 feet 7 inches) the wheel base within the curve 28 feet 3
inches would only be 003 greater than the general gauge (not quite
th of an inch). With the radius increased to 20 chains D would only
be th of an inch greater. Manifestly, therefore, the difference of
gauge between the ordinary curves and straight lines of railway should
even theoretically be so trifling that practically no alteration in this
country would be necessary, for few of our railways have curves with so
short a radius as 5 chains. It thus seems clear that the adoption of the
proposed scheme would rarely anywhere make it necessary to relay
rails already laid down.
In the foregoing description for the sake of clearness only those wheels
have been referred to that in rounding a curve would lie within it on
the chord of the curve, the centres of the wheels always on the chord.
In reality however the chord ought to be regarded as prolonged at both
ends for a prolongation of the wheel base, that additional wheels might
be placed on it. In the carriages on ordinary railways this part is called
the overhang. In carriages constructed according to the proposed
system the term would be inappropriate, for that part would be supported
by wheels. It is supposed that in a locomotive 2 pair of driving
wheels would generally be added at each end, the number depending
upon the acuteness of the curves to be travelled over. The less abrupt.
the curves the greater the number of wheels; the real overhang would
be beyond those additional wheels. These wheels would be a little
broader than the corresponding wheels within the curve calculating
from the horizontal wheels. This extension of the wheel base first
spoken of (the chord of the arc) without causing any. increased difficulty
in rouuding curves is a very satisfactory feature in the project as the
base can be very greatly extended when the curves are slight. In
rounding curves the divergence of the extremities of a long carriage. (the
overhang) from the line of traction on the rail presents a difficulty as to
the best method of coupling carriages together, which argues against
many wheels being placed outside the curve on the prolongation of the
chord. When carriages are loosely coupled together the centre of one
buffer does not directly face the centre of the opposite buffer which
leads on sudden stoppages and. rounding curves: to. yet further displace-

page_text: ment and often occasions mischief, perhaps the difficulty would be met
were one carriage connected to another by one long hollow iron tube
playing at each of its extremities on a pivot fixed as near the centre of the
carriage as careful arrangement in construction would permit, guided by
the space that must be allowed for the lateral play of the central part of
the tube in passing over the sharpest curve on the line. As there would
not be much lateral strain on the tube (for it would be supported on
the spring friction roller on which it traversed) it might be divided
transversely at the centre into halves, and an iron rod taken when
required for use from its assigned berth under the body of the carriage
be inserted loosely in the two halves, the extremities of the rod to press
against buffers fitted within the tubes near the pivots on which they
play. The two halves could be drawn together as close as might be
desired by a chain (with screw), attached to the outside of the two halves
or elsewhere near the pivots. Should it so happen in a line of railway
that all the sharpest curves between the two termini bend the same
way
it evidently would be judicious so to fix the wheels (to a carriage),
that when running on a straight line the centre of the wheels would not
be on the rails but lie a little outside of it towards that side of the rail
where the principal curves bend outwards. All the carriages are designed
to run either end foremost, thereby saving the expense of turntables, with
the constant cost of the manual labour necessary to work them.
the wheels are supplied with a lubricator through a tube or channel
rising upwards from the point of friction. In billy countries the
great breadth that is given to the central wheels of the carriages is not
so much diminished in those near the extremities of the wheel base as
it is in level districts. In such districts it is proposed that the rails
shall be constructed much as they now are, narrow at the surface but be
made broad and flat for all steep gradients, and that during ascents sand
shall be allowed to escape (through the narrow aperture of a funnel)
close in front of the line of contact of the wheels with the rail.
Such a lateral movement could be given to the funnel that the driver's
turning a cock would pour sand upon the rail whatever might be the
nature of the curve. Although friction is not affected by the extent of
the surfaces in contact yet the little adhesion of the wheel to the rail
in frosty weather, and in a minor degree when the rails are wet, shows
practically how greatly friction is effected by the nature of the substance
interposed between the surfaces. It seems therefore reasonable to think
All

page_text: that broad cylindrical wheels coming in close contact with a broad flat
surface roughened by falling sand must cause friction and adhesion;
the wider, too, the surfaces the greater in number will be the gritty
substances and the better the lodgment for detaining them until blown
off. It is mathematically correct that regarding the part of the radius
intercepted between the centre of the chord and the arc as unity of
any measure, the diameter of the circle is equal to the square of half
the chord expressed in the same measure plus 1. In lines of 4 feet
8 in. gauge were the central wheels made 4 feet broad an interval of
8 inches would be left clear at the centre of the axle for the adjust-
ment of a bearing to sustain the carriage (or boiler &c.), besides the
space that would be gained by making the sides of the wheels concave.
The carriage would be further sustained by strong wrought-iron supports
raised from near the extremities of all the axles. The weight thus
sustained at the extremity of the strong axle is most usefully applied.
It resists any tendency the axle might have to yield (in a direction
upwards) to the pressure it is subjected to. When in rounding curves
at great speed the outer edge of the wheel lies on the rail. With
a wheel four feet broad the part of the radius when rounding curves
intercepted between the centre of the wheel base and the crown of
the arc could never exceed two feet, and supposing the wheel base to be
thirty feet within the curve (-15 measures of two feet each) the diameter
of the curve might be as little as 57.25 measures of two feet each, that
is, 114 feet, the radius of curve 57, feet, all calculated, from the inner
rail. It would rarely happen in any country that the curves would be so
sharp and the less their acuteness the less need be the width given to the
wheels, and the greater might be the length assigned to the wheel base
within the curve as well as without the curve. This length of thirty feet to
the wheel base of the locomotive would afford more space than would be
required on the wheel base within the curve for eight pair of driving wheels
of 3 feet diameter connected in triplets, and there generally would be
superabundance of room on the wheel base outside the curve for four pair
of driving wheels of same diameter, with sufficient space between the
wheels for the support of the carriage. Roughly calculated the entire wheel
base would be forty-two feet. Some of the severest curves in this country
are on sidings. It is thought that few have a less radius than five chains
(330 feet). With such a radius on a four feet eight inches and a half
with a wheel base within the curve of thirty feet. the central wheels need
gauge

page_text: only be 16:43 inches wide, exclusive of the width of the rail and the (say)
inch allowed for "play." With the same wheel base and the ordinary
curve of twenty chain radius the central wheels need only be. half a foot.
broad besides the addition for width of rail and "play;" R representing the
radius, 2 C the chord, the distance on the radius intercepted between the.
centre of the chord and the arc RR-C2. It should be observed
that the breadth given to the wheels would not lead to increased width at
cuttings. At extremely severe curves the rail would be laid down close
to the outer edge of the curve. On the proposed system there would
with every carriage be the extra expense and weight of the guide wheels
and some additional vertical wheels, but such expense and weight would
be more than counterbalanced by the lighter and cheaper principle. on
which the body of the carriage could be built, owing to the absence of
vibration, and by the economical plan that could be adopted of accom-
odating numerous passengers in one long carriage rather than in many
short carriages. The carriages would be simpler in construction than
any on the double bogie plan, and be less likely to get out of order.
The increased weight given to the locomotive by the wheels added to it
would most usefully augment its power, and with respect to the additional
weight caused by the wheels added to other carriages, it is to be
observed that these need not be heavy for the weight of the carriage
would be borne equally by many. The curves on most of the railways
in England are so wide that (without altering the rails) by giving the
proposed additional breadth to the wheels a greatly increased length
could be easily given to all the carriages, therefore to the boiler, con-
sequently augmented steam power to the locomotive, besides the
increased holding power acquired by being enabled to place greatly
increased weight over the many driving wheels. Shareholders should
bear in mind that these alterations really mean, viz., that length of
carriage on many wheels is distribution of weight over a large area,
therefore no strain, even on light rails, that it is a smooth gliding over
the surface without the shocks, jumps, and jolts, usually attending quick
starts and sudden stoppages (which prove a constant source of annoyance
and frequent injury to passengers, to say nothing about damaged goods
and cattle), and without the rolling and checks which are great
resistances to progress and must be met and overcome by the steam
power that ought to be exclusively devoted to unimpeded traction, that
carriages with the long wheel base. would be, little affected:by such
a

page_text: irregularities of surface as would be much felt by those having a'short.
base; that wheels without flanges avoid all grinding against and abrasion
of the unfortunate rails, especially at curves; that on lines without
curves the great oscillation of express trains is much attributable to
their running on coned wheels, tantamount in principle to each of the
wheels of a mail coach perpetually varying its diameter, and that saving
in wear and tear of carriages, earthworks, chairs, sleepers, and plate-
layers' wages, &c. are savings of monies that would satisfactorily augment
existing dividends. With coned wheels the rail is subjected to a lateral
as well as vertical pressure, but with wheels entirely unconed only to
vertical pressuré, except at curves, and where these are sharp additional
tie bars would be employed. It is evident therefore that on the proposed 1
principle with less metal than is usual greater sustaining power than is
usual could be given to the rail by making it deep and narrow. A saving
of from 10 to 15 lbs. in the yard when many miles are laid down four
deep would amount to a great sum. In thinly populated countries the
cost of the rails bears an immense proportion to all other charges. This
depth of rail would allow of the vertical guide wheels having unusually
deep flanges, a great security against running off the line. It has been
reported of one company working a heavy traffic that they have been
obliged to renew portions of their permanent way once every three
months. The sportsman says "It is the pace that kills." The thoughtful
shareholder also says "it is the pace that kills," but adds "yet the public
demand it, and the rivalry between companies exacts it." May it not
be reasonably hoped that for the future pace need not be such a bugbear.
It is the pace with few heavily weighted flanged wheels that principally
causes abrasions, jars, and oscillations. They would be trifling in long
carriages rolling on many cylindrical wheels without flanges. As there
would be no overhanging of the load beyond the wheel base, there would
be no jumping, and tank engines (so desirable as their weight prevents
gravitation from being overcome in ascents and wheels slipping instead
of biting) could be employed on the longest stages instead of being
merely applied to short traffic. Surely directors would do well to
ascertain whether that plan of construction be not sound in principle
which so confidently professes to be durable, and promises them such
greatly diminished cost in maintenance of way and rolling stock with
the power of conveniently providing for almost any amount of traffic.
The important question really is not what regards England which with

page_text: all its wealth and influence is but a small portion of the earth's surface,
but what is the most economical and efficient principle on which railways
could be formed in distant lands and in countries intersected by
mountainous ranges, for the iron road will some day, spread over the
whole world. On the projected system following the sides of their
winding valleys and openings, however abrupt the curves, mountainous
countries could be inexpensively traversed without tunneling by laying
down light rails near the surface, say, with a seven feet. gauge, provided
the rails were very broad on steep ascents. With this gauge the wheels
might be six feet broad and yet leave an interval of one foot between
them for the adjustment of a support for the boiler or carriage, &c.
With such a breadth of wheel the part of the radius intercepted
between the centre of the wheel base and the curve might be as much
as three feet (half the breadth of the wheel), and supposing the wheel
base (within the curve) to be thirty feet (=ten measures of three feet
each), the diameter of the curve (of the innermost rail) might be as
little as twenty-six measures of three feet each, that is, seventy-eight feet-
the radius thirty-nine feet. This thirty feet wheel base within the curve
would afford space for eight pair of driving wheels of fully three and quarter
feet diameter (about three inches interval between the wheels), and on the
prolongation of the chord beyond the curve there would be space at each
end even with this extremely short radius for a pair of driving wheels of the
same diameter. Thus the complete wheel base would be, say, thirty-four
feet. It is manifest that it could be greatly extended were the curve less.
The large diameter as well as length of boiler and useful weight of fuel and
water that could be given to such a powerful many wheeled locomotive,
would enable it dragging heavy loads over contracted curves to ascend
gradients which it might not be pleasant to climb on foot. I also
propose that the locomotive running on lines of rail across which there
are self-closing gates shall be furnished with a slight projection in the
front somewhat in the form of the letter V, that there shall be an
aperture in each gate where its two halves meet, and that as the
locomotive advances the apex of the projection shall pass into the
aperture and force the gate open. To save wear and abrasion, the apex
of the projection would be furnished with two small horizontal wheels,
one to act on one half of the gate, the other wheel to act on the other half
.of the gate. Generally vertical rollers would be attached to the sides of
the aperture to force the halves far aside and save wear. A rail or the

page_text: usual ledge running alongside most carriages (a little below the doors).
would continue to press against the halves of the gate and prevent their
re-closing until after the train had passed.
In witness whereof, I, the said William Nelson Hutchinson,
have hereunto set my hand and seal, this Eighteenth day of
February One thousand eight hundred and seventy.