IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1874

page_text: LETTERS PATENT to John Hawthorn Kitson, of Leeds, in the County
of York, Locomotive Engine Manufacturer, and John Stratten
Batchelor, of Leeds aforesaid, Locomotive Engineer, for the Inven-
PROVISIONAL SPECIFICATION left by the said John Hawthorn Kitson
and John Stratten Batchelor at the Office of the Commissioners
of Patents, with their Petition, on the 22nd December 1874.
Wc, JOHN HAWTHORN KITSON, of Leeds, in the County of York,
Locomotive Engine Manufacturer, and JOHN STRATTEN BATCHELOR, of
Leeds aforesaid, Locomotive Engineer, do hereby declare the nature of
the said Invention for "IMPROVEMENTS IN LOCOMOTIVE ENGINES," to bo as
follows:-
The first portion of our improvements relates to certain adaptations of
brake power to locomotive engines whereby in one or more cylinders
cither the full or reduced boiler pressure can be admitted behind a
piston or pistons, and by means of rods or other suitable contrivances

page_text: the brake blocks are forced against the engine wheels. The arrange-
ment we prefer. consists of one central cylinder suspended by trunnions
from suitable brackets, either cast solid or fixed on the under side of tho
drag plate, the piston rod being attached by a singlo rod in tension to
cross girders connecting the opposite brake blocks. In cases where from
any reason the first system is inconvenient or where there is an existing
brake shaft a fixed cylinder can be substituted, the piston being made in
the "trunk" form. From this a short connecting link engages either a
loose or fixed lever placed in any convenient position on the shaft.
On any accessible part of the boiler (preferably on the face of the fire-
box and immediately below the regulator handle) is fixed a small double
acting cock, the steam pipe from which passes direct to the brake
cylinder. In the case of the oscillating cylinder this is most conveniently
done through one of the trunnions. In removing the brake the operation
of shutting off the steam opens the exhaust, which latter passes back by
the same and also by the opposite pipe to the ash pan or otherwise.
This construction of steam cock, while it allows of an instantaneous
application of the brake, prevents undue shocks in so doing, and renders
it easy to wiredraw steam pressure in the event of the latter being
sufficient to skid the wheels.
Similar arrangements to those before described may be made by
admitting water from the boiler in lieu of steam. We fix at the lowest
part of the cylinder a small automatic valve opening when pressure is
exhausted to allow the escape of any water contained in the cylinder
and pipe.
A coiled spring at the back of the piston gives the return motion,
taking the brake blocks off the wheels, and in the case of the fixed
cylinder the weight of the piston and rod and something superadded
effects the same result. A long nut with right and left-handed threads
takes up readily the wear of the brake woods.
The advantages derived by our improvements are as follows:—
1. By utilizing the wholo weight of engines (as in the 6 coupled class)
the amount of brake power at command on the engine foot plate is
largely increased.
2. The brake power can be instantaneously applied by the engine
driver without turning round or moving from his usual position or
having to communicate with the sloker or other assistant, and the

page_text: attention of the latter can be given as now exclusively to the tender
brake.
3. The extreme case with which it can be applied effects a saving of
much manual labor in the frequent stoppage required in shunting in
ordinary running stations, can be approached more nearly before shutting
off steam, and in cases of danger the train cau be more readily brought
to a stop.
4. There being but one cock to manipulate the method of working is
so simple that it is impossible for anyone to get wrong, even though
totally ignorant of the construction of the apparatus.
5. The parts are simple, not liable to derangement, and so placed as to
be clear of all motion work and springs, and being all below there is no
impediment or curtailment of room on the foot plate.
The second part of our improvements applies to the construction of
what is known as the "Baldwin " or swing bogie. With the single
links usually employed the saddle in its side movement assumes a
position considerably out of the horizontal planc, thereby causing the
centro disc bearing to tilt in its seat and setting up an inequality in
the weight of the side bearing springs. This defect is remedied by our
improvements by making the hanging links in pairs and clongating the
holes at one end, whereby the saddle always remains level. The
resistance to side movement is determined by the distance apart of the
centres in proportion to the length of the links, which distance may be
varied accordingly. Inasmuch also as cach side point of suspension has
a tendency to return to its central position the resistance to initial move-
ment is greater, and increases regularly with the divergence from the
centre line, giving greater latoral stability with the same ultimate
resistance.
0
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said John Hawthorn Kitson and John Stratten Batchelor
in the Great Seal Patent Office on the 22nd June 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, Jonn
HAWTHORN KITSON, of Leeds, in the County of York, Locomotive
Engine Manufacturer, and JOHN STRATTON BATCHELOR, of Leeds
5 aforesaid, Locomotive Engineer, send greeting.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-second day of December, in the
year of our Lord One thousand eight hundred and seventy-four, in the
thirty-eighth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto us, the said John Hawthorn Kitson and
John Stratton Batchelor, Her special licence that we, the said John
Hawthorn Kitson and John Stratton Batchelor, our executors, admi-
nistrators, and assigns, or such others as we, the said John Hawthorn
Kitson and John Stratton Batchelor, our 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,"
upon the condition (amongst others) that we, the said John Hawthorn
Kitson and John Stratton Batchelor, our executors or administrators,
by an instrument in writing under our, or their, or one of their hands
and scals, should particularly describe and ascertain the nature of the
said Invention, and in what manner the same was to be performed, 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 we, the said John Hawthorn Kitson and
John Stratton Batchelor, do hereby declare the nature of our said
Invention, and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following state-
ment, reference being had to the Drawing hereunto annexed and to tho
letters and figures marked thereon (that is to say):
This Invention relates, firstly, to improved brake apparatus to be
applied to locomotive engines, and secondly, to a novel arrangement of
the bogic frame. In applying the brake power to locomotive engines.
we employ one or more cylinders, to which we admit either the full or
reduced boiler pressure behind a piston or pistons, and by means of rods
or other suitable contrivances the brake blocks are forced against the
engine wheels, and, if desired, against the wheels of the tender also.
The arrangement we prefer consists of one central cylinder suspended by
trunnions from suitable brackets cither cast solid with or fixed in tho
under side of the drag plate, the piston rod being attached by a singlo

page_text: rod in tension to cross girders connecting the opposite brake blocks. In
cases where from any reason the first system is inconvenient or where
there is an existing brake shaft a fixed cylinder can be substituted, the
piston being made in the "trunk" form. From this a short connecting
link engages with either a loose or fixed lever placed in any convenient
position on the shaft.
On any accessible part of the boiler (preferably on the face of the fire-
box and immediately below the regulator handle) is fixed a small doublo
acting cock, the steam pipe from which passes direct to the brake
cylinder. In the case of the oscillating cylinder this is most con-
veniently done through one of the trunnions. In removing the brake the
operation of shutting off the steam opens a passage for the escape of the
exhaust steam to the ash pan or otherwise.
In Sheet I. of the accompanying Drawings Fig. 1 shews in side
elevation and partial section a locomotive engine with our brake
apparatus applied thereto, and Fig. 2 is an inverted plan of the same.
In this arrangement it will be seen that we use a central brake cylinder A
mounted upon trunnions which aro carried by brackets cast solid, with
or affixed to the under side of tho drag plate B. The details of this
cylinder and its fittings are shewn on an enlarged scale in longitudinal
section at Fig. 3, in end view at Fig. 4, and in partial longitudinal
section at Fig. 5, the latter of which views is taken at right angles to
Fig. 3 to shew the steam passage through one of the trunnions.
C, Fig. 1, is a double acting cock (fixed by preference on the face of
the fire-box and immediately below the regulator handle) for supplying
steam to the oscillating cylinder A.
D is a steam pipe connected at one end with the double acting cock
and at the other end with the trunnion of the oscillating cylinder. The
construction of this cock is clearly shown in the enlarged sectional view,
where C is the barrel cast with a flange, by means of which it is bolted
to the fire-box. This barrel is at its inner end brought into communica-
tion with the boiler by means of a tube E. Fitted to the outer end of
this barrel is a screwed neck C', into which screw plug C³ fits, it being
secured in place by a screw cap and collar. Keyed to the screw plug is
a hand wheel C³ for imparting an axial motion to the screw plug. The
barrel C is formed or fitted with two valve seats to receive the conical
heads c, c', of a valve spindle C'. This spindle is arranged in line with
a

page_text: the screw plug C³, and by screwing up this plug the head c may be
forced into its seat, and it will thus cut off the supply of steam to tho
barrel C. When, however, a reverse motion is given to the scrow plug
the pressure of the steam in the boiler will force back the valve spindlo
and hold the conical head c' to its scat.
The barrel C is cast with a neck C, to which the steam pipe D is
connected. This pipe (see Fig. 1) leads down to the hollow trunnion of
the cylinder A, which trunnion is shown at a, Fig. 5. Steam is thus
admitted to the front of the piston A', Fig. 3, to force it backwards and
thereby through its connection with the brake blocks of the engine, or
it may be the engine and tonder, to arrest the speed of the same.
The rod of the piston A' is connected (see Figures 1 and 2) by tension
rods F, F, to cross girders F', F', to the opposite ends of which are fitted
the brakes F. It will now be understood that when steam is admitted
to the front of the piston A' all the connected brakes will be simul-
taneously put in action, and then pressure on the wheels will be
maintained so long as steam is supplied to or retained in the cylinder.
To provide for the exhaust the screwed neck O' for receiving the screw
plug is cast with a branch neck C, to which is fitted a pipo C (see Fig. 1)
leading down to the ash ~ .n.
When by the action of the plug O³ the conical head c is forced on to
its scat, and steam is thereby cut off, the conical head c' will open a
passage for the escape of the exhaust steam in the cylinder A. The
exhaust steam will then return by the pipe D to the cock C, and leaving
it by the pipe C will discharge into the ash pan. From the abovo
description it will be understood that this construction of steam cock,
while it allows of an instantaneous application of the brakes, prevents
unduo shocks in so doing and renders it casy to wiredraw steam pressure
in the event of the latter being sufficient to skid the wheels.
We may here remark that the like results may be attained by
admitting water from the boiler to the cylinder A in licu of steam. At
the lowest part of the cylinder A we fit a small automatic valve a¹ of
any approved construction, as at Fig. 3 (opening when the pressure is
exhausted) to allow the escape of any water contained in the cylinder
and the pipe D.
A coiled spring A² at the back of the piston A' gives the return motion
to that niston thoroby taking the hubo books off the whole T
{

page_text: fixed cylinder is used in place of the oscillating cylinder the weight of
the piston and rod and its connections effects the samo result. A long
nut with right and left-handed threads takes up readily the wear of the
brako blocks.
By the above described arrangement of brake apparatus the following
advantages are obtained, viz. :-
1
1. By utilizing the whole weight of engines (as in the six coupled
class) the amount of brake power at command on the engine foot plate
is largely increased.
2. The brake power can be instantaneously applied by the engine
driver without turning round or moving from his usual position or having
to communicate with the stoker or other assistant, and the attention of
the latter can be given as now, exclusively to the tender brake.
3. The extreme case with which the brakes can be applied effects a
saving of much manual labour in the frequent stoppage required in
shunting; in ordinary running stations can be approached more nearly
before shutting off steam, and in cases of danger the train can be moro
readily brought to a stand still.
4. There being one cock to manipulate the method of working is so
simple that it is impossible for anyone to get wrong, even though totally
ignorant of the construction of the apparatus.
5. The parts are simple, not liable to dorangement, and so placed as to
be clear of all motion work and springs, and being all below there is no
impediment or curtailment of room on the foot plate.
"
The second part of our improvements applies to the construction of
what is known as the "Baldwin or swing bogic. With the singlo
links usually employed the saddle in its side movement assumes a
position considerably out of the horizontal plane, thereby causing the
centre disc bearing to tilt in its scat, and setting up an inequality in the
weight on the side bearing springs. Now the object of this part of our
Invention is to remedy this defect, and to this end we make the hanging
links in pairs and clongate the holes at their lower ends. This arrange-
ment is shown in clevation and plan at Figures 7, 8, and 9, and Fig. 10
shows a pair of links detached and on an enlarged scale. In these views
A, A', are the links pendent from pivot rods B, which are mado fast to
bracket pieces C of the framing. These links are connected to the

page_text: saddle D by pivot rods E passed through the clongated holes made in
their lower ends. By thus connecting the saddle with the framing the
saddle always remains level.
The resistance to side movement is determined by the distance apart
of the points of suspension of the links in proportion to the length of the
links, which distance may be varied accordingly. Inasmuch also as cach
side point of suspension of the saddle has a tendency to return to its
central position the resistance to initial movement is greater and increases
regularly with the divergence from the centre linc, giving greater lateral
stability with the same ultimate resistance.
i
Having now set forth the nature of our Invention of "Improvements
in Locomotive Engines," and explained the manner of carrying the same
into effect, wo wish it to be understood that under the above in part
recited Letters Patent we claim,-
First. The arrangement of mechanism above described for operating
the brakes of locomotive engines.
Secondly. The double link arrangement above described for supporting
the saddle of bogic frames.
B
In witness whereof, we, the said John Hawthorn Kitson and
John Stratton Batchelor, have hercunto set our hands and scals,
the Twenty-first day of June, in the year of our Lord One
thousand eight hundred and seventy-fivo.
J. HAWTHORN KITSON. (L.S.)
JNO. S. BATCHELOR.
Signed, sealed, and delivered by the said
John Hawthorn Kitson and John
Stratten Batchelor in the presence of
EDWARD WHITELEY,
Clerk to Mr. Tho'. Turner,
Solicitor,
Leeds.
(L.S.)