IMPROVEMENTS IN OR APPLICABLE TO LOCOMOTIVE ENGINES, CARRIAGES, AND PERMANENT WAY, ADAPTED MORE PARTICULARLY FOR RAIL- WAYS HAVING STEEP INCLINES. BUT WHICH MAY BE USED UPON RAILWAYS OF ORDINARY GRADIENTS
Year: 1869

page_text: LETTERS PATENT to John Barraclough Fell, of Spark Bridge, near
Newton-in-Cartinel, in the County of Lancaster, Engineer, for the
Invention of "IMPROVEMENTS IN OR APPLICABLE TO LOCOMOTIVE ENGINES,
CARRIAGES, AND PERMANENT WAY, ADAPTED MORE PARTICULARLY FOR RAIL-
WAYS HAVING STEEP INCLINES. BUT WHICH MAY BE USED UPON RAILWAYS OF
ORDINARY GRADIENTS."
Sealed the 27th August 1869, and dated the 24th March 1869.
PROVISIONAL SPECIFICATION left by the said John Barraclough Fell
at the Office of the Commissioners of Patents, with his Petition,
on the 24th March 1869.
1. JOHN BARRACLOUGH FELL, of Spark Bridge, near Newton-in-
Cartmel, in the County of Lancaster, Engineer, do hereby declare the
nature of the said Invention for "IMPROVEMENTS IN OR APPLICABLE TO Loco-
MOTIVE ENGINES, CARRIACES, AND PERMANENT WAY, ADAPTED MORE PARTICULARLY
FOR RAILWAYS HAVING STEEP INCLINES, BUT WHICH MAY BE USED UPON RAILWAYS
OF ORDINARY GRADIENTS," to be as follows:-
Firstly. My improvements relate to arrangements for putting pressure
upon the gripping wheels of centre rail locomotives, and consists in
[Price 8d.1

page_text: arranging the bars which come against the springs so as to swivel upon
the right and left handed connecting screw shaft, in combining this
shaft with levers to act upon the pressing bars, and in coupling the
pressing bars or beams together by jointed linke (double or single),
forming knuckle jointed levers actuated by a right and left handed
connecting screw.
Secondly. My improvements consist in raising the central rail and
applying bearings, with or without pressure, below the gripping
wheels, also in driving by rods connected to cranks below the gripping
wheels.
Thirdly. My improvements consist in arrangements and combinations
for dispensing with rocking shafts in centre rail engines when driving
both the gripping and carrying wheels by on pair of cylinders. This is
done by placing inside cylinders about midway between the level of the
cranks for driving the gripping wheels and the axles of the carrying
wheels, and in using a vertical cross head upon each piston rod working
in suitable guides, one end having the connecting rod for the gripping
wheel cranks jointed to it, and the other end having jointed to it the
connecting rod for one crank of the cranked axle of the carrying wheel.
The arrangement above described may be modified by the introduction
of links and radial arms between the vertical cross head (which may
be reduced in length) and the connecting rods. In the arrangements
above described a "Bissel truck," or radial axle, may be use in front
of the engine. This part of my Invention may also be carried out by
using outside cylinder engines and driving the gripping axles by con-
necting rods from one of the carrying axles cranked, the connecting
rods being each jointed to a radial arın, connected by a link
to a slide block, which latter is also connected by a link with a radial
arm jointed to the connected rod of the gripping axle to be driven.
This part of my Invention also consists in coupling and driving the
gripping wheel axles by a system of radial arms or levers, each pair being
connected together by two rods jointed to a slide block. By means of
these levers the gripping wheel cranks can be coupled and driven with
the cranks at right angles, one slide block driving one crauk on one
side of the central rail directly, and another crank upon the other side of
the central rail through the said system of levers.
This part of my
Invention also consists in dispensing with rocking shafts and levers,
and in driving both the gripping and carrying axles by one pair of

page_text: cylinders, each placed in the middle of a diagonal line drawn from the
central line of the gripping wheel cranks to the centre line of the
carrying wheel cranks, using a diagonally placed cross head for each
piston rod, to which cross head transmitting rods are attached, which
are jointed with the connecting rods giving notion to the cranks.
Fourthly. My improvements relate to modes of driving the gripping
wheels in locomotives by frictional gearing, or by partial frictional and
toothed gearing, and consists in attaching the driving connecting rods
to cranks upon the upper ends of two central vertical shafts, one ou
each side of the central rail, those two shafts being geared together, and
each central shaft driving by gearing the gripping axles on each side of
it. The gripping wheel axles on each side of the central shaft may be
driven by a wheel distinct from the wheels gearing the two central
shafts, or these latter may gear directly with wheels at the upper end
of the gripping wheel axles, and corresponding wheels may be used
at the lower ends of the axles. The pressure to give bite to the wheels
when frictional gear is employed whether plain or grooved may be
obtained by springs in any convenient manner. This part of my
Invention also consists in applying plain or frictional wheels to the
upper ends of gripping wheel shafts, in which wheels the crank pins
may be fixed, and in making these wheels of sufficient diameter that
each pair will work in contact. The spring pressure put upon the
gripping wheels in this case may be applied to the axles about midway
of their length, and thus the pressure will bring each pair of wheels in
firm contact with each other, and the gripping wheels against the
central rail, and twisting strain will be also taken off the framing
carrying the gripping wheel axles.
Fifthly. My Invention relates to systems of driving gripping wheel
axles by two cylinders; according to one method one cylinder is placed
in the centre of the engine in front and the other behind the gripping
wheels, and the connecting rods pass diagonally to the cranked axles
of the gripping wheels, those of one cylinder to one pair and those of
the other cylinder to the other pair of gripping axles. The two sets of
axles are coupled by rods upon cranks at the upper ends of the axles
and by rods upon cranks below the gripping wheels, or the lower
coupling rods may be dispensed with by making a double crank on
the gripping wheel axles.
Another arrangement is by placing both cylinders at one end, one

page_text: above the other, the connecting rods of one piston being attached to
cranked gripping wheel axles, and those of the other to cranks at the
upper ends of the gripping wheel axles, which are coupled in the
ordinary manner. Where one central cylinder is used to drive cranks
upon each side of the central rails a cross head may be employed
arranged in long guides, or radial arms or levers may be used, and
connecting rods from the piston rod may be jointed with the arms or
levers which may be jointed with the cranks by connecting rods.
Sixthly. My improvements consist in driving the carrying and driving
wheels when of the same diameter with two pair of cylinders, there
being only one set of valve gear to each pair of cylinders, or one valve
for each pair of cylinders, the steam being admitted to and exhaust
from both cylinders by the valve simultaneously, there may be a
supplementary valve for shutting the steam off from one cylinder
when required. This system may be employed when four small
cylinders are used for driving the gripping axles and where the
gripping and carrying wheels are of the same diameter three cylinders
may be combined together on the system above explained, by which
the coupling of the gripping axles on each side of the centre rail is
dispensed with.
Seventhly. My improvement consist in coupling two engines together
back to back by means of a bar or frame jointed to a pin in the centre,
or to curves concentric with the centre of the wheel base of each
engine.
Eighthly. My improvements consist in applying to the shaft by which
the pressure is put upon the gripping wheels any ordinary or suitable
counting or index mechanism, so that the driver can readily ascertain
what degree of pressure is acting upon the gripping wheels.
Ninthly. My improvements consist in applying and combining with
the gripping wheel framing mechanism which will shut off the steam
from the cylinders driving the gripping wheels, when these are actuated
by an independent cylinder or cylinders on the arrival of the engine at
the termination of the central rail, at which point the gripping wheel
framings will move slightly towards each other, this motion being
multiplied by levers so us to shut off the steam valve. This part of
my Invention may also be accomplished by fixing short inclined rails
or stops to act upon suitable levers upon the engine as it passes, so as
to shut the steam valves.

page_text: Tenthly.
My improvements consist in applying sheets of metal or
other substances to cover the rails and gripping wheels to catch oil
from the mechanism above and prevent it from getting upon the wheels
and rails below, and reducing their adhesive power, such sheets of metal
being arranged with "lap" and "gutter" joints something like roofing
tiles, or of other suitable form, and so as to be readily removed and
replaced.
Eleventhly. My improvements consist in applying guide wheels at
each end of the engine to act upon the centre rail and assist in turning
the engine in passing round curves. The guide wheels may be
arranged in a frame having a given amount of lateral movement, and
this part of my Invention also consists in "backing" the guide wheels
of engines or carriages with springs, the springs acting to force the
guide wheels horizontally towards the central rail. My improvements
in engines herein-before described may be applied to the tender of an
engine or to other carriages, the steam being conveyed to and from
the engine by pipes from the boiler of an engine, or from a boiler upon
a different carriage to that of the engine.
Twelfthly. My improvements consist in arranging the central rail so
as to vary in width according to the steepness of the gradient, the widest
rail being used for the steepest gradient, and thus the wide rail will
cause the springs acting to give pressure to the gripping wheels to
be compressed to such an extent as will give the pressure upon the
gripping wheels suitable for such a gradient, thus the pressure upon the
wheels will be adjusted to the gradient without attention on the part of
the engine driver.
Thirteenthly. My improvements relate to arrangements for governing
the speed of an engine or train or for putting on a powerful brake when
the train exceeds a given speed by self-acting means, and my Invention
consists in applying governor mechanism worked from the axle of the
carriage, so that when the given speed is attained the governor will
release a catch and allow a weight or spring to act and put on the brake,
or this governor acts through bevel friction or toothed wheels to turn a
bevel wheel upon the end of a screw shaft to screw on the brake if the
speed exceeds that fixed upon, or to unscrew this brake if it falls below
the speed fixed upon.
Fourteenthly. My improvements relate to the permanent way of
railways having a central rail midway between the two ordinary

page_text: carriage rails, and relates to the construction of the central rail and
to the mode of supporting, securing, and combining it with the
carrying rails. It consists in forming the central rail like a Vignoles
or inverted T "fish jointed" and supported on a block or longitudinal
sleeper, sunk or not into the cross sleepers and bolted thereto; also in
using the Vignoles or inverted T formed rail, as above described, with
fishing" chair pieces; also with iron angle stays between the block
and the sleepers; also with iron angle stays between the vertical web
and the cross sleeper; also with ribs rolled on to hold a bridge rail on
each side, secured by bolts or otherwise; also a Vignoles or T rail secured
in wrought-iron angle stay chairs bolted to longitudinal sleeper, sunk
or not in the cross sleepers; also in supporting the central rail upon
a longitudinal iron beam or sleeper arranged to give strength to the
rail; also in supporting the central rail or its chair by a cross piece
of wood or iron connecting and screwed to the chairs of the carrying
rails; also, and lastly, in the use of an inverted T or Vignoles rail so
that the gripping wheels will bite or work against the vertical web.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said John Barraclough Fell in the Great Seal Patent
Office on the 8th September 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
BARRACLOUGH FELL, of Spark Bridge, near Newton-in-Cartmel, in the
County of Lancaster, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-fourth day of March, in the year
of our Lord One thousand eight hundred and sixty-nine, in the thirty-
second year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said John Barraclough Fell, Her special
license that I, the said John Barraclough Fell, my executors, admi-
nistrators, and assigns, or such others as I, the said John Barraclough
Fell, 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, aud Isle of Man, an Invention for

page_text: "IMPROVEMENTS IN OR APPLICABLE TO LOCOMOTIVE ENGINES, CARRIAGES, AND
PERMANENT WAY, ADAPTED MORE PARTICULARLY FOR RAILWAYS HAVING STEEP
INCLINES, BUT WHICH MAY BE USED UPON RAILWAYS OR ORDINARY GRADIENTS,"
upon the condition (amongst others) that I, the said John Barra-
clough Fell, by an instrument in writing under my hand and seal,
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 I, the said John Barraclough Fell, do hereby
declare the nature of my said Inventiou, and in what manner the
same is to be performed, to be particularly described and ascertained
in and by the following statement and the accompanying four Sheets
of Drawings (that is to say) :-
My Invention refers principally to improvements upon the Inventions
for which Letters Patent were granted to me, numbered 227, and dated
the Twenty-sixth day of January, and numbered 3182, and dated the
Sixteenth day of December, both in the year of our Lord One thousand
eight hundred and sixty-three, and also numbered 2174, and dated the
Twenty-fourth of August, in the year of our Lord One thousand eight
hundred and sixty-six.
The first part of my improvements consists of an arrangement or
arrangements for putting pressure on the gripping wheels of centre rail
locomotives as shewn in Figs. 1 and 2 (Sheet 1), which are an end
sectional elevation and plan of this part of the engine.
a represents the
cradles carrying the horizontal wheel axles; b', the right and left-handed
screw shaft passing through the compressing beams (a detached side
view of which is shewn by Fig. 2), by means of which and the volute
springs interposed between the beams d and the cradles a the pressure is
put on the horizontal wheels; c is a worm wheel for turning the shaft b¹,
which is worked by a worm and shaft from the foot plate of the engine;
e, are blocks attached by the pins or trumnious f to the compression
beams 7, the object of which is to allow those beams slightly to swivel
and take an oblique position, and thus to follow any similar movement in
the cradles when the engine in passing round sharp curves. In this
imanner the additional strains to which the compression beams and screw
shaft might be subjected from the above cause may be avoided.
Fig. 2b

page_text: is a plan representing another modification in the method of connecting
the screw shaft b¹ with the compressing beams & which is effected by the
four links I, these links being attached by pins and the nuts 6 to the
shaft at one end, and at the other to the beams, thus forming a kind
of knuckle joint whereby the power for compression may be increased
and may be applied to the beams at the points nearest to the horizontal
wheel axles, The shaft is supported by a bracket fixed to the cross or
side frames, and it is turned by the tooth or worm wheel i, connected by
a shaft or shafts with a handle at or near the foot plate; h are the
horizontal wheel axles; k, the centre rail; m, the cross frames, and
the side frames of the engine.
The second part of my improvement consists in raising the centre
rail to a sufficient height to admit of bearings being made on the vertical
axles underneath the horizontal driving wheels, as shewn in section in
Fig. 3. a are the horizontal wheels; b, their axles; and the bearings
or journals above referred to, which are carried in pedestals supported by
brackets or plates attached to the frame of the engine. These pedestals
are allowed a lateral movement in slots formed in the brackets, and
pressure may be applied to them by means of volute springs and a beam,
or by elliptic springs acted upon screws passing through the side
frames of the engine, or plates of sufficient strength for the purpose
attached thereto. Fig. 4 is a longitudinal section of two of the gripping
wheels which work on the same side of the centre rail driven by crank
pins on the under side of the wheels.
a are the gripping wheels
b, their axles; f, the crank pins; the connecting and g the coupling
rods; e one of the inside cylinders of a four cylinder engine; r, the
centre rail; c, the chairs; 1, the longitudinal sleeper on which they are
fixed.
The third part of my Invention consists of an arrangement for coupling
and driving the gripping wheel axles by a system of radial arms or levers,
each pair being connected together by two rods jointed to a slide block.
Fig. 5 is a plan, and Fig. 6 a longitudinal section, and Fig. 7 an end elevation
of the front part of the engine. « are the carrying wheels; b, the gripping
wheels; c, a pair of inside cylinders; and ¹, the radial arms upon a
central fulcrum pin 3, which is carried by a bracket from the framing.
There are four arms (d), one for each crank connecting rod, and each
pair of arms (one being on each side of the pin d²) is connected so as to
move simultaneously by means of two rods (fand f¹, shown by peculiar

page_text: dotted centre lines.
These rods are jointed to their respective lever
arms (d) and to a slide block at (f) working in suitable guides secured
to the framing. The rods f, slide blocks f, and guides for one set of.
arms (d) are on one side, and the corresponding rods (f¹), slide blocks
and guides for the other set of arms (¹) are on the other side of the
fulcrum pin d. The end of one lever arm on each side is connected by
a link e to the slide block f3 actuated by the piston rod, and the same
end of the same arm is also jointed to the connecting rod for the crank
which is to be driven directly from the piston. Each arm d and d¹
works in the plane of the crank to which it gives motion. By means of
these levers the gripping wheel crauks y and can be coupled and driven
with the cranks at right angles, one slide block driving one crank on one
side of the centre rail directly, and another crank on the other side of the
centre rail through the said system of levers and rods.
The Figures
5, 6, and 7 also illustrate my improvements for dispensing with rocking
shafts when driving both gripping and carrying wheels by means
of one pair of cylinders. Cranks (a¹) are made in one of the carrying
axles nearest the cylinders in a line with the piston rods, and the end of
each connecting rod (a2) is jointed with a radial arm d³ equal in length
to one of the arms d, each of the said arms moving on a fulcrum (d2)
carried by a bracket from the framing, each arm (8) being also jointed
by a link (e) to its slide block (3), and by this means both sets of
wheels can be driven directly from the cylinders without rocking shafts.
In the arrangements above described and in other forms of centre rail
engines, I propose to employ a Bissel truck of which are the wheels;
the axle, and k the frames of the Bissel truck, which turn upon the
pin m, or otherwise radial axle boxes for the leading or trailing pair of
wheels may be used, these being a third pair and not driving wheels.
This part of my Invention also consists in dispensing with rocking shafts
and levers and in driving both the gripping and carrying wheels by one
pair of cylinders, each placed in the middle of a diagonal line drawn
from the centre lines of the gripping wheel cranks to the centre line of
the carrying wheel cranks. Fig. 8 is a plan, Fig. 9 a longitudinal
section, and Fig. 10 an end elevation of this arrangement. The piston rods d
pass through the covers at the leading end of the cylinders, and to them
are fixed oblique cross heads e, to the ends of each of which are attached
two transmitting rods f, on to which are jointed the connecting rods g',
and 9. which are
respectively jointed to the cranks of the carrying
wheels a and of the gripping wheels b. The transmitting rods fact also as

page_text: guide rods, and are supported in slides or glands at each end of the
cylinders. In this form of engine the frictional resistance caused by
these unbalanced side strains may be compensated for by the diminished
number of working parts and simplicity of construction as compared
with the rocking shaft engines. In order to give additional strength and
steadiness and make further provision if found necessary for the side strains,
the piston rods and cross heads may be attached to slide blocks working
in slide bars fixed at the leading end of the engine, and these would be
an addition to the slide blocks to which their connecting rods are jointed.
The fourth part of my Invention relates to an arrangement for working
the horizontal driving wheels of centre rail locomotives by means of
frictional or toothed gearing, or by both of these combined. Fig. 11 is
a plan, Fig. 12 a longitudinal elevation, and Fig. 13 a front elevation
of this arrangement. e are two pair of horizontal driving wheels
mounted on their axles f; a are also two vertical axles or shafts, or
the upper ends of which are fixed the wheels a¹, which may be frictional
gearing or toothed wheels, and which gear into one another, their circles
or lines of contact being represented as touching above the centre rail 1.
These wheels receive their motion from the connecting rods (c) of the
engine acting in the crank pins b; the axles a are fitted with frictional
or toothed wheels gearing with similar wheels e mounted on the
axles f, from which it follows that simultaneous movement is given
to the two pairs of driving wheels e¹. The vertical axles a and f are
mounted on two moveable frames or carriages el, which move trans-
versely on the fixed frames of the engine, which are provided with
compression apparatus for putting the necessary pressure on the
horizontal wheels in the same manner as described and shewn in
Fig. 17.
I have mentioned that the wheels a¹, d, and may be either
frictional or toothed wheels, or they may be also a combination of these
two forms, as shewn in d of Fig. 13, a representing the frictional
gearing form of wheels only; when the wheels a are either simple
frictional wheels, or frictional and toothed wheels combined, they are
kept in contact by the pressure of the screws a² in Fig. 11, acting upon
the axle boxes a3 by the medium of the springs or elastic substances a*.
The four wheels e, when the frictional gearing is used are in the same
way maintained in contact with the two intermediate wheels d, by the
pressure of the screws acting on the plates h and i. and the spiral.
springs g.
The horizontal and vertical wheels of these engines may be

page_text: driven either by two distinct pairs of cylinders or by one pair only. When
the wheels a¹ are toothed wheels they may be fixed on an immoveable
cross frame of the engine, while the axles of the four driving wheels
may be carried upon two moveable frames or carriages, as before
described, or may be so arranged that each pair of axle boxes shall be
made to move laterally across the engine without the axle boxes of the
other two axles being required to partake of the same lateral movement.
The compression gear may in this case be composed of separate screw
shafts or rods to give the required pressure acting upon spiral, elliptical,
or any other suitable form of springs, arranged as herein-after described,
in reference to Fig. 17, or in any other convenient manner.
Fig. 14 is
a plan, Fig. 15, a longitudinal elevation of a modification of the form of
centre rail engine above described, and is more especially adapted to
engines worked by one pair of cylinders only, in which it may be
desirable to employ vertical and horizontal driving wheels of different
diameters. In Figs. 14 and 15 the large coupling wheels a¹ gear
together and with the eight smaller wheels d; the diameter of these
large and small wheels must bear the same relation to each other as do
the diameters of the horizontal and vertical driving wheels. The other
parts of this arrangement may be the same as those described and shewn
in Figs. 11 and 12. When frictional gearing is employed, scrapers or
rubbers may be used to remove the oil or grease which might fall into
the V or grooves of the frictional wheels so as to prevent slipping, and
when necessary a small quantity of fine sand may be thrown on to the
frictional surfaces of the wheels by means of rollers or rotating brushes,
in such a manner that the sand shall not find its way into the journals
or working parts of the engine. This part of my Invention also consists
in applying plain or frictional wheels to the upper ends of the gripping
wheel axles, in which wheels the crank pins may be fixed, and in
making these wheels of sufficient diameter so that each pair will work
in contact. The spring pressure put upon the cradles or axle boxes will
bring each of these pairs of wheels into firm contact with each other,
and the gripping wheels against the centre rail, and the twisting strain
in the vertical direction will be taken off the framing carrying the
gripple wheel axles. Fig. 16 is an end elevation illustrating this
arrangement. a are the gripping wheels, and b their axles; c, the
plain or frictional wheels in contact with one another at the upper end
of these axles; d, the cradles, and e the side frames of the engine.
The fifth part of my improvement relates to the systems of driving

page_text: the gripping wheel axles by two cylinders, the carrying wheel axles
being driven by a separate pair of cylinders. According to one method
the dead points of the cranks of the horizontal wheel axles may be got
over by cranks placed at right angels to them on the same axles, by
which method it is not necessary to connect them with the axles of the
wheels working on the opposite side of the centre rail, whereby the
inconvenience arising from the alternate driving of the wheels on either
side of the centre rail, and also the gearing for transmitting the power
from the axles on one side to those of the other side are avoided. The
engine is rendered more simple and effective, and the coupling rods now
in use on the under side of the horizontal wheels may be dispensed with.
This arrangement is illustrated by Fig. 17, a plan of the engine, in
which a represents the vertical driving and carrying wheels; b, the
horizontal wheels; c, the cradles or frames, by which they are carried;
d, the compression bar; and f, the axle, by means of which and the
volute springs e pressure is put upon the cradles, and transmitted through
the axles n to the horizontal wheels which grip and work upon the
centre rail ; is one of a pair of cylinders placed vertically, one over
the other; j, the piston of that cylinder; k, the piston rod; 1, the
slide block, to which is attached the cross head r. The connecting
rods m are placed in an oblique position, they are jointed at one end
to the pins of the cross head ", and at the other end to the pins of the
two leading cranks o, which are coupled to the pins of the trailing
cranks by the rods p, the coupling rods p¹, connecting rods m¹, cross
head r, and piston rod ¹, for the lower cylinder a, being shewn in
diagramatic lines with the cranks t on the "dead centre," while the
cranks o and connected parts for the upper cylinder i are shewn at
mid stroke. It will therefore be seen that with this arrangement the
horizontal wheel axles are driven under very much the same conditions
as regards their connexion with the pistons as the axles of an ordinary
inside cylinder engine. Fig. 18 is a section in which the same letters
indicate the same parts as those marked by them in the plan, Fig. 17.
In this Drawing the two cylinders i and a are shown in their positions
vertically, one over the other, and it will be seen that while the cranks t
of the horizontal wheel axles are on their dead points in connection with
the cylinder a the cranks o, driven by the piston ; of the cylinder i,
are on the mid stroke, and therefore the cranks on the same axles help
one another over their dead points, and require no assistance for that
purpose from the axles working opposite to them on the other side of

page_text: the centre rail.
The cradles are not shewn in this Drawing, but only. the
pedistals y, which are attached to them, and which carry the journals
of the horizontal wheel axles. s are the slide bars, and z the boiler of the
engine, which needs no description. Fig. 19 is an end sectional elevation
of the engine, i and a being the cylinders for driving the horizontal wheels,
and 2 and 3, those for driving the vertical wheels. A modification of
this arrangement is shewn in Fig. 19, in which the cross head is
lengthened, so that each arm extends to a line drawn through the
centres of the horizontal wheels, it is attached to the slide block by
means of the connecting bar 12, and by this means any undue strain or
friction upon the slide bars arising from the length of the cross head is
prevented. Guide rods 13 may also be used, npon which the cross heads
slide by means of the eyes or loops 14.
Another modification is shown in Fig. 19, in which m¹ represents a pair
of levers jointed jointed at one end to the frames of the engine, and at the
other end by the connecting rods m¹. These levers are connected with
the slide block by a pin passing through small slide blocks which travel
in slots in the two levers, the slide block being attached to the piston
rod k. This arrangement, as well as that of the first modification, above
described, is repeated for the other cylinder working above or beneath it,
and the other letters in these two Figures represent the same parts as
those described by them in Figs. 17, 18, and 19. It will be understood
that the connecting rods driving the horizontal wheels may
be jointed
on to cross heads of any convenient length, or the cross heads may be
dispensed with, and the connecting rods may be jointed to the slide
block by a pin passing through them and the slide block, or they may
be jointed on to short brackets or projections formed on either side of
the slide blocks. In Fig. 18, cylinders i and a, shewn vertically one
over the the other at the leading end of the engine, may also be placed in
front of the fire-box under the opposite end of the boiler, should such
a position be found more convenient as regards the arrangement of the
vertical and horizontal wheels. In this case it might be necessary to
move the four carrying and driving wheels nearer to the trailing end of
the engine, and to use a third pair of wheels with a Bissel truck, or with
radial axle boxes at the leading end of the engine.
5:
Another form or application of this part of my Invention consists ir
employing a steam tender, to which are attached a pair of horizontal
wheels, which may be arranged in the manner above described and

page_text: illustrated in Drawings, Figs. 17, 18, 19, or in the manner shewn in
Fig, 21, a longitudinal elevation. a and b are the two cylinders, a being
connected with the crank c, and the cylinder being placed at a lower
level is connected with the cranks d. In this arrangement the cylinders
being placed at opposite ends of the tender they may be brought nearer
to the same level and made to work in connection with the double-crank
axles. e are the horizontal wheels; f, their axles; g, the carrying
wheels; h, the side frames of the tender; i, the end frame; j, the floor;
and, the body for carrying passengers' luggage or merchandise.
Fig. 20 is a plan shewing a similar arrangement to that represented by
Fig. 21, and in which the same letters indicate the same parts as in the
longitudinal section.
The sixth part of my improvements consist in an apparatus for
indicating the pressure applied to the horizontal wheels, of which
Figs. 22 and 23 are an illustration. a is the worm wheel attached to
one end of the compressing shaft; b, the shaft leading to the foot plate
of the engine; c, the upright shaft, at one end of which is the hand
lever, and at the other a lever wheel gearing into a similar wheel on
the shaft b; h is a worm on the shaft c which gears with a worm wheel
on a short shaft carried by a bracket, and a lever wheel on this shaft
drives a wheel upon the lower end of a spindle e, which is carried by a
bracket f, and to the upper end of this spindle the pointer is attached,
g being the fixed index plate. The proportions of the lever wheels and
of the worm wheels are so arranged that when the compression of the
springs is effected by turning the hand leaver on the upright shaft c, the
number in tons of pressure put upon the gripping wheels is indicated
by the pointer upon the index plate g.
k
The seventh part of my improvements consists in applying mechanism
to shut off the steam from the cylinders during the gripping wheels ou
the arrival of the engine at the termination of the centre rail.
Fig. 24 represents an end elevation. a are a pair of guide wheels
placed at the leading end of the engine, which revolve on their axles b,
which axles can move laterally on the pins c by which they are attached
to the cross frame of the engine d when the engine arrives at the taper
end of the centre rail; before leaving it the wheels a slightly collapse
by the action of the springs e, and by means of the connecting rods, f
g, ard h, and the bell cranks i and j, that movement is communicated to
each end of the cross lever of the throttle valve in such a manuer

page_text: that the valve is closed and the steam shut off at the time the engine
leaves the centre rail. The rods f instead of being connected with the
axles b may be attached to the cradles carrying the horizontal wheels,
which by their inward lateral movement may likewise be made by the
sanie mechanism to close the throttle valve and shut off the steam in
the manner described. A chain may be substituted instead of the rod h,
arranged so that the pull of the chain will shut the valve, and so the
chain will go slack when the valve is shut by hand. The object of this
part of my Invention may also be accomplished by short inclines fixed
outside the carrying rails, or in any other convenient position at the
termination of the centre rail, this incline acting upon a bowl carried
by a lever of the side frame of the engine, so as to give motion through
suitable rods and levers to shut the steam valve.
The eighth part of my improvements consists in applying sheets of
metal to cover the gripping wheels, so as to catch the oil falling from
the machinery above and prevent it from getting into the centre rail
and horizontal wheels, and thus diminishing their adhesion.
Fig. 25
represents a section of the metal plates showing the manner in which
the joints of the plates may be formed, so as to prevent oil from
escaping through them. a are the axles of the horizontal wheels; b, the
plates; c, the gutters between the plates and passing round the axles a;
is a collar fixed on to the axles a in such a manner that any oil
running down from the bearing above cannot pass it, but is thrown off
by the circular plates into the gutter c, and is thus prevented from
finding its way on to the gripping wheels. These gutters may be carried
by supports attached to the engine framing. Fig. 26 is a plan showing
these oil plates and the gutters intersecting them. The oil may be
drawn off from the gutters by holes, to which plugs or small taps may'
be fitted. These plates may be fixed at any convenient elevation above
or on the cradles, so as to cover the area of the horizontal walls.
The ninth part of my improvements consists in applying guide wheels
at either or both ends of the engine to assist in turning the engine in
passing round curves. Fig. 27 is an end elevation of one method
shewing how these guide wheels may be made to act. The wheels d run
loose upon their axles 6, which are held in slots in brackets fixed on the
cross frame d, the outside portions of each slot is filled with an elastic
substance so as to allow to the axles and wheels a certain amount of
lateral play when pressure is brought upon them by the centre rail when

page_text: passing round curves. The same elasticity may be given by a suitable
arrangement of volute, elliptic, or other form of springs.
The guide
wheels may be also fixed upon the axles, which may revolve in pedestals
sliding laterally in the slots above mentioned, or otherwise the lateral
play may be entirely suppressed, and the pedestals or the axles be fixed
immovably on the cross frames d of the engine.
My improvements in engines, herein-hefore described, may be applied
to the tender of an engine or to any waggon or carriage, the steam being
conveyed to and from the engine by pipes connected with the boiler and
exhaust pipe of the engine, or the steam may be brought from the boiler
placed on a separate carriage from the engine, and the gripping wheels,
together with the cylinders and gearing for working them, may along
with the boiler form a centre rail engine, the vertical wheels being
simply carrying and not driving wheels.
The tenth part of my improvements consists in making the width of
the centre rail vary in proportion to the steepness of the gradient upon
which it is laid. A drawing is not required to illustrate this improve-
ment, which may be best described by giving an example of the manner
in which this object can be effected. Supposing the flattest gradient on
which the centre rail is used to be 1 in 25, and the steepest on the
same line to be 1 in 15, and that to obtain the amount of adhesion
required the compression of the springs must be half an inch more in the
latter than in the former case, the width of the rail must then be half
an inch greater in the gradient of 1 in 15 than that of 1 in 25, and
would have to be increased or diminished in proportion to the inclination
of the intermediate gradients; and in this manner the requisite degree
of pressure would be obtained without attention on the part of the
engine driver.
The eleventh part of my improvements relates to arrangements for
controlling the speed of an engine or train, or for putting on a powerful
safety brake by self-acting machinery whenever the velocity of a train
exceeds a given limit of speed. Figure 28 is a longitudinal section.
and Figure 28" is a cross section, illustrating the form of a governor
brake worked from the axle of a van or carriage. d is the spindle
by which the brake is ordinarily worked; b are two level wheels,
loose on the spindle a, but connected with it by rabbits similarly
to the lever of a ratchet drill, so that it can only be turned by
them in one direction, and that the direction to tighten the brake;

page_text: c is a loose collar on the spindle a, carrying a bearing or step
for the end of the governor spindle; d is the governor spindle, it is
horizontal and parallel to the carriage axles from one end or which it is
driven by a band on the pulley e. fare four cast-iron segments forming
the weights of the governor; they are attached to the spindle d by
means of the parallel links g. When the speed of revolution is below
the limit to which the governor is adjusted they keep in the position
shewn by the full line, and when that speed is exceeded they fly out into
the position shewn by the dotted lines f¹, the link going into the
position g¹. h is a friction clutch taking into a bevel pinion k, which as
long as the governor remains closed remains in the position shown,
but when the governor flys open it is drawn forward on the spindle,
carrying with it the pinion, which is thus brought into gear with the
bevels (); it drives the spindle a by the upper or lower wheel, according
to the direction in which it is turning, the other wheel merely slipping
back over its ratchet; the brake is thus put on. When the speed is
sufficiently reduced the governor is drawn in by means of the elastic
band. The friction clutch is drawn away from the pinion, which is
still left in gear with the bevel wheels, and the brake remains tight till
released by hand. When it is desired that the governor should not act
on the brake the lever (m) should be fixed by a pin, so as to prevent the
clutch and pinion from being driven forward. The governor may also be
made to release a catch and allow a weight or spring of sufficient power
to act and put on the brake; or it may be made to act through bevel
friction or toothed wheels to turn a bevel wheel upon the end of a screw,
to screw on the brake if the speed exceeds that fixed upon, and to
unscrew the brake when it falls below the speed fixed upon.
Any other suitable form of governor may be used as well as the above,
such as, amongst others, the form used for regulating the screw engines
of steam boats.
The twelfth part of my Invention relates to different forms of centre
rail and methods of fastening it. Figure 29 represents a form of centre
rail with a continuous base. The rail is fastened to the longitudinal
by means of the plates at the joints, and at intermediate points where
additional strength is required, the plate being fastened to the longi-
tudinal by the bolts e, and to the rail by the bolts f. At suitable
distances between these fishing and strengthening plates the rail is also
fastened to the longitudinal by bolts passing through the bottom flange

page_text: of the rail. Figure 30 shows a somewhat similar form of centre rail a
which is fastened to the longitudinal bby bolts passing through the
bottom flange, as just described, the plate c being attached to the rail
only. Figure 31 is a rail of the ordinary vignoles form bolted to a longi-
tudinal timber (6), which is itself bolted to the transverse sleeper c, the
longitudinal being supported laterally by the iron stay (). Figure 32 is
an arrangement formed by a T iron d, to which are attached two bridge
rails (b), the whole being screwed to the longitudinal by bolts, as already
specified. The advantages of this form of centre rail are, that intro-
ducing thickness plates between the two rails the horizontal depth or
guage of the centre rail so formed may always be maintained the same
when the surfaces begin to wear from the friction of the horizontal
wheels and brakes upon them, and by increasing the width of the rail
thus formed in proportion to the steepness of the gradients on the line,
the additional adhesion required for surmounting those gradients will be
provided by a self-acting movement, as before described. Figure 33
represents a T form of central rail a, the vertical web of which furnishes
the frictional surfaces on which the horizontal wheels and brakes act; it
is bolted to the longitudinal in the usual way. The top flange forms a
protection against the engine rising vertically off the rails, and the fish
plates are applied underneath the bottom flanges of the rails, and where
necessary also on to the top flange, turning over sufficiently on either
side to enclose the rails to which they may be bolted through the vertical
web, c show the position of the horizontal wheels working upon a rail of
this form.
I have now particularly described the nature of my Invention and the
modes of carrying the same into effect, and claim as my Invention the
several improvements enumerated below, each improvement substantial
as herein-before described and illustrated by the Drawings.
Firstly. The method of attaching the compression screw shafts of
centre rail engines with the compression bars or beams so as to allow
the latter slightly to swivel, and thus be relieved of the cross strains
caused by passing round sharp curves, and also the method of putting
pressure on to the compressing beams by means of two or more pair of
links forming a kind of knuckle joint.
Secondly. In raising the centre rail to a sufficient height to admit of
bearings being made on the vertical axles underneath the horizontal
driving wheels, and also in attaching crank pins on the under side of the

page_text: horizontal wheels, to which may be attached one pair of the driving
connecting rods.
Thirdly. The arrangement for driving the horizontal and vertical
wheels by means of a system of radial arms or levers; also the mode of
dispensing with rocking shafts in two cylinder centre rail engines; also
the use of a Bissel truck or radial axle boxes in connection with centre
rail engines; also in dispensing with rocking shafts and driving both
gripping and carrying wheels by using oue pair of cylinders, each placed
in the middle of a diagonal line drawn from the centre lines of the
gripping wheel cranks to the centre line of the carrying wheel cranks,
the power being transmitted by an oblique cross head attached to each
piston rod at the leading end of the engine, to the ends of which are
attached rods working in guides parallel to the cylinders, to which the
connecting rods are jointed.
Fourthly. The use of frictional, or toothed gearing, or both combined
for driving the gripping wheel axles of centre rail engines.
Fifthly. The driving of the gripping wheel axles on both sides of the
centre rail by two cylinders placed one over the other in the centre line
of the engine, whether by the arrangements of transmitting mechanism
herein-before described and illustrated by the Drawings, or by other
equivalent arrangements of transmitting mechanism. I also claim the
arrangement of gripping wheels as applied to steam tenders, and the
mode of driving by cylinders in the centre line of the engine and at
opposite ends of the tender, employing arrangements of transmitting
mechanism similar to those used when the cylinders are placed one over
the other, or other equivalent mechanism.
Sixthly. The use of apparatus for indicating the pressure applied to
the gripping wheels.
Sevently. The use of mechanism for shutting off the steam from the
cylinders driving the gripping wheels at or near to the termination of
the central rail.
Eighthly. The use of sheets of metal having gutters arranged as to
prevent the oil falling on to the horizontal wheels or centre rail from
the machinery above them.
Ninthly. The use of guide wheels at one or both ends of the engine to
assist the engine in passing round curves.

page_text: Tenthly. In varying the breadth or thickness of the centre rail so as
to increase or diminish the pressure of the horizontal wheels upon it in
proportion to the greater or less adhesion and power required for
ascending gradients of different inclinations.
Eleventhly. The arrangement of a self-acting brake for the purpose
of regulating and controlling the speed of engines, carriages, or trains
when running down inclines of centre rail railways.
Twelfthly. The use of different forms of centre rail, and of methods of
fastening it adapted to varying and special circumstances.
In witness whereof, I, the said John Barraclough Fell, have
hereunto set my hand and seal, the Twenty-third day of August,
in the year of our Lord One thousand eight hundred and sixty-
JOHN B. FELL. (L.S.)