IMPROVEMENTS IN TRAMWAY AND OTHER LOCOMOTIVE ENGINES AND CAR- RIAGES, AND IN THE PERMANENT WAY FOR THE SAME
Year: 1869

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane,
in the County of Middlesex, Patent Agent, for the Invention of
"IMPROVEMENTS IN TRAMWAY AND OTHER LOCOMOTIVE ENGINES AND CAR-
RIAGES, AND IN THE PERMANENT WAY FOR THE SAME."-A communication
from abroad by Jean Larmanjat, of 13, Boulevart St. Martin, Paris,
Mechanical Engineer.
Sealed the 16th November 1869, and dateil the, 18th May 1869.
PROVISIONAL SPECIFICATION left by the said Alexander Melville
Clark at the Office of the Commissioners of Patents, with his
Petition, on the 18th May 1869.
. I, ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County.
of Middlesex, Patent Agent, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN TRAMWAY AND OTHER LOCOMOTIVE ENGINES
AND. CARRIAGES, AND IN THE PERMANENT WAY FOR THE SAME," to be as
follows:-

page_text: I will first describe the improvements in locomotives. Ordinary
railway locomotives are incapable of ascending inclines above a certain
degree of steepness, 1st, in consequence of their weight; 2ndly, from
want of sufficient adhesion. notwithstanding their weight. They
further usually possess but one system of driving wheels, which serve
alike for working inclines and levels.
According to the improvements of this Invention I make locomotives
as small and as light as possible, the parts being made of steel, and
hollow where practicable. These locomotives are relatively of great
power, but at same time save much wear and tear of the road. [
provide two arrangements of driving wheels, one consisting of large
wheels for running on levels and slight inclines, and a system of smaller
wheels for ascending steep inclines. One or other of these two systems
of wheels are used at a time according to the nature of the road, and
each receives motion from the same driving power.
Thus the small
wheels would be used for steep gradients, the engine travelling at a
slower rate by which means greater power is obtained, permitting of the
ascent of steeper gradients than has hitherto been possible. With the
same object (namely, of ascending steep inclines) in order to obtain
increased adhesion at any moment. I cause the driving wheels of the
locomotive (supporting a minimum weight) to run on the ground, while
the remaining portion of the weight of the locomotive and load would be
carried either on two rails, or it may be on a single rail, as will be
herein-after described. The driving wheels of the locomotive which run
on the ground when two rails are employed may either be placed inside
or outside said rails.
In order to enable the engine to turn curves of very small radius each
end of the driving axle is placed in connection with the driving wheels
by means of coiled springs, so that the one wheel when on a curve may
make a greater number of revolutions than the other by the coiling of
the spring. The engine before starting stores the power in the two
springs, which are sufliciently coiled by the time the engine and train
is in motion. In order to ensure the horizontal position of the boiler
when ascending steep inclines make the fore carriage of the engine. to
rise and fall in guides when travelling. For example, in ascending an
incline the fore end is lowered, so as to bring the boiler to a horizontal
line and keep the tubes well covered with water. This arrangement of
the generator, combined with the arrangement of wheels, herein-

page_text: after referred to, further allows of adjusting the minimum of weight on
the driving wheels for procuring the exact amount of adhesion desired.
These improvements may be adapted to locomotives running on one,
two, or more rails, or to those used on common roads. Where two rails
are employed the leading wheels and frame would be pivotted, as well
as the trailing wheels.
I will now describe the improvements in the permanent way for use
with the locomotives of this Invention designed with a view to economy.
I use a single central rail placed on small wood sleepers or blocks of
stone or brickwork, with or without chairs. This single rail may be
made of any suitable section, and I thus economize the cost of one rail
and its sleepers. The locomotives of this Invention travelling on the
single rail have one carrying and guiding wheel at the front part, the
axis of which is movable at all times, so as to be capable of being
raised or lowered for the purpose of adjusting the boiler in a horizontal
position on inclines. The driving wheels, which may be in two sets,
large and small, to be used alternately, as before mentioned, run on each
side of the central rail, either on the ordinary road or on narrow wood,
macadamized. paved, or other prepared surfaces placed parallel there-
with. These wheels serve to maintain the equilibrium of the vehicle
with the ground for their point of support. At the rear end of the
locomotive there is also a carrying wheel running on the central rail.
In this manner only just the amount of weight required to produce the
necessary adhesion is brought to bear on the driving wheels. As before
mentioned, to mount inclines I increase the adhesion by lowering the
axis of the fore wheel, thus throwing more weight on the driving wheels,
which at same time re-establishes the horizontal position of the boiler.
1 reverse the above action when descending inclines. In single rail
lines the carriages composing the train attached to the locomotive are
also provided with two kinds of wheels, 1st, two central bearing wheels
mounted on independent axles, one at either end of the carriage;
2ndly, two supporting or balancing wheels mounted on the same axle
and running on the ground or other prepared surface, one at either side
of the carriage. The weight in each carriage is brought to bear as
equally as possible on the wheels running on the central rail by a com-
bination of levers; the weight might also be brought to bear on the
balancing wheels.

page_text: The improvements above described may be applied either separately
or in combination both to road and rail locomotives with double or
single rails.
The improvements of this Invention are illustrated in the accom-
panying, Drawings. Figure 4 of which shows a plan and Figure 5 an
elevation of a railway engine with boiler removed designed for running
on a single rail. The leading guiding wheel is mounted in the manner
previously described but not shown in these Figures, and only one of
the driving wheels is shown in Figure 4. , framing of the combined
tender and locomotive carrying the boiler and driving gear, which net
either directly on wheels b, as in ordinary, or by means of connecting
rods, endless chains, or otherwise, suitable reversing gear being also
provided. On axle d of wheels bare mounted levers e, which may be
raised on turning a screw by the aid of crank handle for lifting the
small wheels, in which case the large wheels b. b, alone would rest
on the ground, a greater speed being thereby attainable. On the con-
trary, by lowering the levers e, e, the snall wheels h, h, are caused to
rest on the ground, and the larger wheels b. b, would be raised. In this
case the large wheels b. b. communicate motion to wheels h, h, by means
of endless chain or other gearing not shown connecting axles & and h'.
Thus disposed greater power is obtainable in consequence of the
diminished speed. 7, steering wheel, which is moved to the right or left
by the aid of a hand wheel.
Figure 6 shows the mode of transmitting the power from the engine
to the wheels by means of coiled springs. One end of the spring is fixed
to the driving axle a, the other end being connected to the box e of
wheel b. The axle a in turning coils the spring c, and so stores power.
and when the power equals the resistance a start is effected. Further,
this arrangement enables one driving wheel when on a curve to make
more revolutions than the other, thereby causing a variation in the
coiling of the springs: and when the train returns to a straight line an
equilibrium is established between the two springs by the slipping of
the wheel whose spring is the most coiled.
Figures and 2 of the Drawings show a plan and sectional elevation
of the under frame of a carriage arranged to run on a single central rail.
Figure 3 is a transverse section of same. The same letters apply to the
three Figures. a, framing; b, carrying wheels running on a central

page_text: rail c, here shown as supported by a chair d on a base e; g, balance
wheels mounted on the same axle h. These wheels run either on
macadamized or paved roads or trainways on either side, or it may be on
longitudinal wood sleepers. These wheels carry only a portion of the load,
and serve to balance the carriage. i, lever provided with a screw j, and
jointed to the spring of the balance wheels with the object of bringing
the weight on the carrying wheels; k, macadamized trams on which
run the driving wheels of the locomotive and also the carrying wheels of
the carriages. This improved system of vehicle and single line railway
may also be employed where animal power is used or with stationary
engines.
SPECIFICATION in pursuance of the conditions of the Letters Patent
filed by the said 'Alexander Melville Clark in the Great Seal Patent
Oflice on the 17th November 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, 'ALEXANDER
MELVILLE CLARK, of 55, Chancery Lane, in the County of Middlesex,
l'atent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Eighteenth day of May, 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 Alexander Melville Clark, Her special licence
that I, the said Alexander Melville Clark, my executors, administrators,
and assigns, or such others as 1, the said Alexander Melville Clark, 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
TRAMWAY AND OTHER LOCOMOTIVE ENGINES AND CARRIAGES. AND IN THE PER-
MANENT WAY FOR THE SAME," a coinmunication to me from abroad by Jean
Larmanjat, of 13, Boulevart St. Martin. Paris, Mechanical Engineer,
upon the condition (amongst others) that I, the said 'Alexander Mel-
ville Clark, my executors or administrators, by an instrument in writing

page_text: 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 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 1, the said Alexander Melville Clark, do hereby
declare the nature of the said Invention, and in what manner the same
is to be performed. to be particularly described and ascertained in and
by the following statement, reference being had to the Sheet of Drawings
hereunto annexed, and to the letters and figures marked thereon (that is
to say):—
This Invention relates to improvements in tramway and other
locomotives and carriages, and also in the arrangement of the
permanent way. I will first describe the improvements in loco-
motives.
Ordinary railway locomotives are incapable of ascending inclines
above a certain degree of steepness, 1st, in consequence of their
weight; 2ndly, from a want of sufficient adhesion, notwithstanding their
weight. They further usually possess but one system of driving wheels
which serves alike for working inclines and levels.
I
According to the improvements of this Invention I make locomotives
as small and as light as possible. the parts being made of steel, and
hollow where practicable. These locomotives are relatively of great
power. but at same time save much wear and tear of the road.
provide two arrangements of driving wheels, one consisting of large
wheels for running on levels and slight inclines, and a system of sinaller
wheels for ascending steep inclines. One or other of these two systems of
wheels is used at a time according to the nature of the road, and cach
receives motion from the same driving power. Thus the small wheels
would be used for steep gradients, the engine travelling at a slower rate
by which means greater power is obtained, permitting of the ascent of
steeper gradients than has hitherto been possible. With the same object
(namely, of ascending steep inclines) in order to obtain increased adhesion
at any moment, I cause the driving wheels of the locomotive (supporting
a minimum weight) to run on the ground, while the remaining portion
of the weight of the locomotive and load would be carried either on
two rails, or it may be on a single rail, as, will be herein-after described.

page_text: The driving wheels of the locomotive which run on the ground
when two rails are employed may either be placed inside or outside
said rails.
In order to enable the engine to turn curves of very small radius each
end of the driving axle is placed in connection with the driving wheels
by means of coiled springs, so that the one wheel when on a curve may
make a greater number of revolutions than the other by the coiling
of the spring. The engine before starting stores the power in the two
springs, which are sufficiently coiled by the time the engine and train is
in motion. In order to ensure the horizontal position of the boiler
when ascending steep inclines I make the fore carriage of the engine to
rise and fall in guides when travelling. For example, in ascending an
incline the fore end is lowered, so as to bring the boiler to a horizontal
line and keep the tubes well covered with water. This arrangement
of the generator, combined with the arrangement of wheels, herein-after
referred to, further allows of adjusting the minimum of weight on the
driving wheels for procuring only just the exact amount of adhesion
desired. may also reduce or increase the weight on the driving
wheels and ensure the horizontal position of the boiler by making
the axis of the fore guide wheel to move horizontally in inclined guides
formed on the framing, which is thereby raised or lowered as required.
These improvements may be adapted to locomotives running on one,
two, or more rails, or to those used on common roads.
Where two
rails are employed the leading wheels and frame would be pivotted
as well as the trailing wheels.
I will now describe the improvements in the permanent way for use
with the locomotives of this Invention designed with a view to economy,
I use a single central rail placed on small wood sleepers, on blocks of
stone or brickwork, with or without chairs. This single rail may be
made of any suitable section, and 1 thus economize the cost of one
rail and its sleepers. The locomotives of this Invention travelling on
the single rail have one carrying and guiding wheel at the front part,
the axis of which is movable at all times, so as to be capable of being
raised or lowered for the purpose of adjusting the boiler in a horizontal
position on inclines. The diving wheels, which may be in two sets,
large and small, to be used alternately as before mentioned run on each.
side of the central rail, either on the ordinary road or on narrow wood,

page_text: macadamized, paved, or otherwise prepared surfaces placed parallel
therewith. These wheels serve to maintain the equilibrium of the
vehicle with the ground for their point of support. At the rear end of
the locomotive, there is also a carrying wheel running on the central
rail. In this manner only just the amount of weight required to
produce the necessary adhesion is brought to bear on the driving
wheels. As before mentioned, to monnt inclines increase the
adhesion by lowering the axis of the fore wheel, thus throwing
more weight on the driving wheels, which at same time re-establishes
the horizontal position of the boiler and increases the adhesion of the
driving wheels. 1 reverse the above action when descending inclines.
In single rail lines the carriages composing the train attached to the
locomotive are also provided with two kinds of wheels, 1st, two central
bearing wheels mounted on independent axles, one at either end of the
carriage: 2ndly, two supporting or balancing wheels mounted on the
same axle and running on the ground or other prepared surface, one at
either side of the carriage. The weight in each carriage is brought to
bear as equally as possible on the wheels running on the central rail
by a combination of levers, the weight might also be brought to bear on
the balancing wheels.
The improvements above described may be applied either separately
or in combination both to road and rail locomotives with double or
single rails.
The improvements of this Invention are illustrated in the accom-
panying Drawings, Figure 4 of which shows a plan, and Figure 5 an
elevation of a railway engine with boiler removed designed for running
on a single rail. The leading guiding wheel is mounted in the manner
previously described, but not shown in these Figures, and only one of
the driving wheels is shown in Figure 4; these parts are however shown
clearly in Figures 7 and S. a, framing of the combined tender and
locomotive carrying the boiler and driving gear, which latter acts either
directly on wheels b, as in ordinary, or by means of connecting rods,
endless chains, or otherwise, suitable reversing gear being also provided.
On axle d of wheels bare mounted levers e, which may be raised on
turning a screw by the aid of crank handle g for lifting the small
wheels, in which case the large wheels d, h, alone would rest on the
ground, a greater speed being thereby attainable. On the contrary, by

page_text: lowering the levers e, e, the small wheels h, h, are caused to rest on the
ground, and the larger wheels b, b, would be raised. In this case the
large wheels b, b, communicate motion to wheels h, h, by means of
endless chain or other gearing not shown connecting axles d and h'.
Thus disposed greater power is attainable in consequence of the di-
minished speed. steering wheel, which is moved to the right or left
by the aid of a hand wheel.
Figure shows the mode of transmitting the power from the engine
to the wheels by means of coiled springs. One end of the spring is
fixed to the driving axle a, the other end being connected to the box e
of wheel b. The axle a in turning coils the spring c, and so stores
power, and when the power equals the resistance a start is effected.
Further this arrangement enables one driving wheel when on a curve
to make more revolutions than the other, thereby causing a variation
in the coiling of the springs; and when the train returns to a straight
line an equilibrium is established between the two springs by the
slipping of the wheel whose spring is most coiled.
Figures 1 and 2 of the Drawings show a plan and sectional elevation
of the under frame of a carriage arranged to run on a single central rail.
Figure 3 is a transverse section of same. The same letters apply to the
three Figures. a, framing; b, carrying wheels running on a central
rail e, here shown as supported by a chair on a base e. The wheels b
are mounted on inclined pivots f. carried on framing a for facilitating
the passing of curves; g, balance wheels mounted on the same axle h.
These wheels run either on the macadamized or paved road or on tram-
ways on either side, for example on longitudinal wood sleepers. These
wheels carry only a portion of the load, and serve to balance the
carriage. i. lever provided with a screw j, and jointed to the spring of
the balance wheels with the object of bringing the weight on the carrying
wheels;, macadamized trams on which run the driving wheels of the
locomotive and also the carrying wheels of the carriages. I have before
mentioned that the driving wheels of the locomotive may run either on
an ordinary road or on wood, macadamized, paved, or otherwise prepared
surfaces laid parallel with the rail. Instead of having two such
prepared surfaces disposed one on either side of the central rail I may
have but one such surface which would be laid on the side the most
conveniently adapted for it, viz., that least occupied by ordinary vehicles.

page_text: This single tram would be protected from the wheels of ordinary
vehicles by the rail which forms a guard therefor. The improved
system of vehicle and single railway of this Invention may also be
used with animal power or stationary traction engines.
I have before mentioned that the locomotives may be either adapted
for running on common roads, or on two, or it may be a single rail.
1 may also as before mentioned adapt a fourth wheel to the locomotive,
which would take more or less of the weight on inclines, so that only
just the necessary weight for obtaining adhesion and drawing the load
will be applied on those wheels which run on the ground. This fourth
wheel may be placed in rear of the driving wheels, the whole series
being arranged as follows, viz.: 1st, the fore guide wheel running on
the rail; 2ndly, the driving wheels running on the road: 3rdly, the
rear guide wheel running on the rail.
Figures 7 and 8 of the Drawings show a side elevation and plan of the
locomotive of this Invention.
It will be seen by the Drawing that the weight on the fore wheel
A is regulated by a screw B and hand wheel C. The spiral spring con-
necting the driving axle D to driving wheels E is also shown in these
Figures; F, rear guide wheel. The fourth wheel A running on the
single rail, as before mentioned, is capable of being moved longitudinally
with the object of regulating the weight on the driving wheels. This
arrangement of weight regulating wheels is also applicable on lines
with two or more rails. In this case two of these wheels would be
mounted on the same carriage.
In the course of experiments 1 have made on the improved mode
of transport on a single rail 1 have found that in certain cases it is
preferable to employ lateral supporting surfaces for the locomotive
driving wheels and also for the carriage wheels, and that the friction
between the iron rims of the wheels and the wood trams will ensure
sufficient adhesion for ascending all practical inclines. Hence in
order to reduce the expense of laying, and the wear and tear of said
trams, propose to construct them of wood and iron combined. For
this purpose I use wood sleepers of a comparatively small size, on which
1 place an iron sole piece of the same breadth as the rims of the
locomotive wheels, which latter I make of wood with the grain disposed
so that the fibres may resist the wear. The friction between the wood

page_text: wheels of the locomotive on the iron sole of the tram is above
mentioned, sufficient to produce the required adhesion for ascending
any incline.
These iron soles may also be roughened or grooved for
increasing the adhesion, if desired. The iron soles are attached to the
sleepers in any suitable manner. These combined wood and iron trams
are shown in transverse section in Figure 9 of the accompanying
Drawings. a, iron sole of sufficient width to support the wood wheels
of the locomotive at all points; b, wood sleeper to be made as light
as possible. The parts a, b, are connected together by a screw c or
otherwise, the sole a projecting beyond the sleeper on either side.
Figures 10 and 11 show a side view and transverse section of a wheel
composed of wood in the manner above described. d, axle; e, e, dises
uniting by means of bolts the several segments of wood, each having
the grain disposed endwise to the wear. I may also adopt the following
arrangement for the locomotives: Instead of having two driving wheels
there may be but one disposed centrally and running on the ground
or tramway for obtaining the required adhesion, while 1 dispose the
carrying wheels to run on rails as well as those of the carriages the
same as in ordinary. In this case I also employ mechanism for
regulating the weight on the driving wheel so as to obtain only just
the required amount of adhesion. The boilers of these locomotives
with a single driving wheel may be formed in two parts with a fire-box
between them.
Having described the nature of this Invention, and the manner of
performing the same, I declare that what I claim as the Invention to
be protected by the herein-before in part recited Letters Patent is,-
1st. claim the application to locomotives of two systems of driving
wheels to be used alternately and receiving motion from the same
driving power. The large wheels to be used when running on al
horizontal surface..or on. inclines, and the small wheels for. steep inclines
so as to obtain greater tractive power when. required, both systems being
applicable for use on common roads or on lines having one, two, or
more rails, all as herein-before described.
2ndly. I claim the herein described method of supporting either a
whole or a portion of the locomotive on the ground while. the load is
carried on one, two, or more rails or trams for the purpose of increasing
the adhesion of the motor, and of diminishing that of the carriages to
be drawn.

page_text: 3rdly. I claim transmitting motive power to the wheels by means of
coiled springs which store power to aid in starting and also permit of
the one wheel turning faster than the other to facilitate turning curves
of small radius, said improvements being applicable to road locomotives
or to locomotives running on one, two, or more rails.
4thly. I claim the application of carrying wheels disposed as described
for adjusting or regulating the weight on the driving wheels in com-
bination with the adjustable axis of the guide wheel, the whole designed
with a view to bring only the minimum weight required on the driving
wheels which run on the ground, and also to permit of maintaining the
horizontal position of the boiler when on inclines, the above improvements
being applicable to road locomotives or to locomotives running on one,
two, or more rails, all as herein-before described.
5thly. claim constructing a single line railway of any form and
fixed in a roadway in any known manner with or without the addition
of paved, macadamized, wood, or other tramway or ways disposed
parallel to the central line and on which trams the driving wheels
run, as also the balancing wheels of the carriages to be drawn, the
central rail serving to support the weight regulating and guide wheels
of the motor as well as the carrying wheels of the carriages, substantially
as herein-before described and shown in the Drawings.
6thly. I claim constructing rail or tramway carriages, as herein-before
described, with two carrying wheels mounted on independent pivoted
axes and running on the rail, and with two balancing wheels to run
on the ground mounted loose on the same axle. said carriages being
also provided if desired with an arrangement of levers for bringing the
weight on to the carrying wheels running on the rail, all as herein-
before described.
7thly. claim the application of this single line railway and carriages
with carrying or balancing wheels where animal motors or stationary
engines are employed.
Sthly. claim the improved combined iron and wood tram in con-
nection with the wood wheels in the manner shown and for the purpose
specified.
9thly. I claim the application in these improved locomotives of a
single central driving wheel in lieu of two, as before described.

page_text: 10thly. I claim the herein-before described improvements applied
either separately or in combination, as and for the purposes specified..
In witness whereof, I, the said Alexander Melville Clark, have here-
unto set my hand and seal, this Seventeenth day of November,
in the year of our Lord One thousand eight hundred and sixty-
nine.
Witness,
JAMES DAISH,
53, Chancery Lane,
London.
A. M. CLARK. (L.S.)