IMPROVEMENTS IN THE METHOD OF AND APPARATUS FOR APPLYING SCREW POWER TO THE LOCOMOTION OF RAILWAY TRAINS ON STEEP INCLINES
Year: 1862

page_text: LETTERS PATENT to Marc Antoine Francois Mennons, of the British and
Foreign Patent Offices, 24, Rue du Mont Thabor, Paris, in the Empire
of France, for the Invention of "IMPROVEMENTS IN THE METHOD OF AND
APPARATUS FOR APPLYING SCREW POWER TO THE LOCOMOTION OF RAILWAY
TRAINS ON STEEP INCLINES."-A communication from Guiseppe Velini,
residing at No. 20, Cours Porta Vittoria, Milan, in the Kingdom of
Italy.
Sealed the 24th October 1862, and dated the 20th May 1862.
PROVISIONAL SPECIFICATION left by the said Marc Antoine Francois
Mennons at the Office of the Commissioners of Patents, with his
Petition, on the 20th May 1862.
I, MARC ANTOINE FRANCOIS MENNONS, of the British and Foreign Patent
Offices, 24, Rue du Mont Thabor, Paris, in the Empire of France, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN THE METHOD
OF AND APPARATUS FOR APPLYING SCREW POWER TO THE LOCOMOTION OF RAILWAY
TRAINS ON STEEP INCLINES," (a communication) to be as follows:-
The Invention communicated to me consists in an improved application of
screw power as a means of facilitating and controlling the movement of
railway trains in the ascent and descent of steep inclines.
Figure 1 of the accompanying Drawing represent in elevation a locomotive

page_text: tender and line of rails, comprising the present improvements; Figure 2
represents in plan a portion of the same; Figure 3 is a vertical section of one
extremity of the tender. In all these Figures the corresponding parts of the
mechanism are indicated by the. same letters of reference.
A is a wooden rail set longitudinally in the middle of the line, and fixed to
the sleepers by iron bolts a'. On this intermediate rail are mounted from
distance to distance (say about every six feet) the metallic rollers B, secured
by plates b, and each provided with an arbor b, revolving in the setting b¹.
Beneath the tender is placed a horizontal cylinder C, on the circumference of
which are mounted the spiral bands c, c¹, forming a helical slideway corre-
sponding with the rollers B. G, G', are two driving cylinders mounted vertically
on the tender, and imparting the rotatory motion to the screw combination
below; z, z, inlet pipe by which the steam is admitted to the cylinders from the
boiler in the fore part of the engine; y is a pipe or sheath surrounding the inlet
tube z, and carrying to the chimney the escape steam of the cylinders. Both
these pipes are fitted with elastic or extending joints to facilitate the coupling
of the engine with the tender; g, g, and g¹, g¹, are the driving pistons and
rods; g, g, slide pieces moved along the guides g, g, by the rods g¹, g';
H, H, bent connecting rods transmitting the movement of the slide pieces to
the cranks I, 1; i, i, variable expansion cams acting on the cylinder valves;
D, shaft of the screw; d, shaft of the cranks I, I; E, E, are slide pieces, in
which are set the ends of the screw shaft, and moving vertically in the guides
e, e. These slides are raised or lowered according to the degree of elevation
to be given to the cylinder c by means of the screws e¹, e', acted on by the
bevel wheels e", e¹, communicating by the cam shaft d with the transmission
gear e, e; L, L, are four small wheels applied almost horizontally to the
screw tender, and pressing on the inner sides of the main rails, so as to limit
the lateral action of the vehicle. These wheels may be raised and lowered at
will by any appropriate mechanism. When ascending an incline the hori-
zontal cylinder in its movement of rotation imparted by the driving mechanism
placed above presses by its screw edges c¹ on the rollers B, and thus acquires a
progressive motion, which it communicates to the entire train. In descending
the fronts of the screw edges c press on the rollers, thus moderating the speed
of the train, and replacing the action of the ordinary brake vans. When so
required the speed of the rotatory movement is lessened by aid of the metallic
band, which is passed over a drum x mounted on the screw shaft at the
back of the tender, and which may be operated at will by the bridle, cranked
lever, and screw 2, 21, 2

page_text: It should be observed that the construction and distribution of the different
elements of the combination above described, may be varied in many points
according to the nature of the line and rolling stock. Thus, for instance, the
continuous screw bandage of the cylinder c may be replaced by a spiral series
of rollers similar to those set upon the intermediate rail as above, the latter
being in this case replaced by concave blocks of hard wood or metal, secured
to the sleepers by suitable means. Or, again, the cylinder may be fitted to the
engine instead of to the tender, the distribution of the corresponding motive
mechanism being varied accordingly. The secondary details of the com-
bination may also be varied according to circumstances.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Marc Antoine Francois Memmons in the Great Seal Patent
Office on the 5th November 1862.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, MARC
ANTOINE FRANCOIS MENNONS, of the British and Foreign Patent Offices, 24,
Rue du Mont Thabor, Paris, in the Empire of France, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twentieth day of May, in the year of our Lord
One thousand eight hundred and sixty-two, in the twenty-fifth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Marc Antoine Francois Mennons, Her special licence, that I, the said
Marc Antoine Francois Mennons, my executors, administrators, and assigns,
or such others as I, the said Marc Antoine Francois Mennons, my execu
tors, 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 THE METHOD OF AND
APPARATUS FOR APPLYING SCREW POWER TO THE LOCOMOTION OF RAILWAY TRAINS
STEEP INCLINES," a communication from Guiseppe Velini, a person resident
at No. 20, Cours Porta Vittoria, Milan, in the Kingdom of Italy, upon the
condition (amongst others) that I, the said Marc Antoine Francois Mennons,
my executors or administrators, by an instrument in writing under my, or their,
or one of their hands and seals, should particularly describe and ascertain
the nature of the said Invention, and in what manner the same was to be

page_text: 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 Marc Antoine Francois Mennons,
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 Figures of the
accompanying Drawing, and to the letters marked thereon, that is to
say:
The Invention communicated to me consists in an improved application of
screw power as a means of facilitating and controlling the movement of
railway trains in the ascent and descent of steep inclines.
Figure 1 of the accompanying Drawing represent in elevation a locomotive,
tender, and line of rails, comprising the present improvements; Figure 2
represents in plan a portion of the same; Figure 3 is a vertical section of one
extremity of the tender. In these three Figures the corresponding parts
of the mechanism are indicated by the same letters of reference.
A is a wooden rail set longitudinally in the middle of the line, and fixed to
the sleepers a by iron bolts a¹. On this intermediate rail are mounted from
distance to distance, (say about every six feet,) the metallic rollers B, secured
by plates b, and each provided with an arbor b, revolving in the setting b. all
are wedge-formed bearers or cones serving to distribute over the line the effort
exerted at its centre. Beneath the tender is placed a horizontal cylinder C, on
the circumference of which are mounted the spiral bands c, c', forming a helical
slideway, corresponding with the rollers B. G, G', are two driving cylinders
mounted vertically on the tender, and imparting the rotatory motion to the screw
combination below. z, z, inlet pipe, by which the steam is admitted to the
cylinders from the boiler in the fore part of the engine. y is a pipe or sheath
surrounding the inlet tube z, and carrying to the chimney the escape steam of
the cylinders. Both these pipes are fitted with elastic or extending joints to
facilitate the coupling of the engine with the tender. g, g, and g¹, g', are the
driving pistons and rods; g¹, g", slide pieces moved along the guides g¹¹¹, g,
by the rods g¹, g'; H, H, bent connecting rods transmitting the movement of the
slide pieces to the cranks I, I; i, i, variable expansion cams acting on the
cylinder valves; D, shaft of the screw; d. shaft or the cranks I, I; E, E, are slide
pieces in which are set the ends of the screw shaft and moving vertically in the
guides e, e. These slides are raised or lowered according to the degree of eleva-
tion to be given to the cylinder C by means of the screws e¹, el, acted on by the

page_text: bevel wheels e¹¹, e", communicating by the cam shaft d, with the transmission
gear ee; L, L, are four small wheels applied almost horizontally to the
screw tender, and pressing on the inner sides of the main rails, so as to limit
the lateral movement of the vehicle. These wheels may be raised and lowered
at will by any appropriate mechanism. When ascending an incline the
horizontal cylinder in its movement, imparted by the driving mechanism placed
above, presses by its screw edges c', on the rollers B, and thus acquires a
progressive motion which it communicates to the entire train. In descend-
ing the fronts of the screw edges c press on the rollers, thus moderating
the speed of the train and replacing the action of the ordinary brake vans.
When so required the speed of the rotatory movement is lessened by aid of the
metallic band ', which is passed over a drum x mounted on the screw shaft
at the back of the tender, and which may be operated at will by the bridle
cranked lever, and screw 21, 2, . It should be observed that the con-
struction and distribution of the different elements of the combination above
described may be varied in many points according to the nature of the line
and rolling stock. Thus for instance, the continuous screw bandage of the
cylinder may be replaced by a spiral series of rollers similar to those set upon
the intermediate rail as above, the latter being in this case replaced by concave
blocks of hard wood or metal secured to the sleepers by suitable means. Or
again, the cylinder may be fitted to the engine instead of to the tender, the
distribution of the corresponding motive mechanism being varied accordingly.
Figures 5, 6, represent in plan and cross section an application of the first of
these modifications. a, b, is the cylinder mounted beneath the tender, and
surrounded by a spiral range of pullies or rollers c, c', c¹¹ c¹ On the
central rail, and in the same position as the rollers Figs. 1, 2, 3, are mounted
the helical counterparts e formed of hard wood or iron, and of sufficient arca
to permit the simultaneous contact of at least two of the cylinder rollers.
The action of this combination is in all respects similar to that of the
arrangement shewn in the preceding Figures.
To obviate the shocks occasioned by the sudden contact of the rotating
screw edge with the rollers of the central rail, the following arrangement may
be adopted. The rollers B take, as seen in Figure 4, the form of two con-
centric superposed pullies, the upper one of smaller diameter than the other,
and slightly grooved on its circumference. Under the locomotive, and on a
level with the upper pulley, is placed an elastic metallic rod s, which sustained
by the articulated and flexible arms s', is free to execute on one hand a pro-
gressive and retrograde, and on the other, a lateral motion.

page_text: The first of these movements (progressive or retrograde,) is obtained by
the action of the spring s¹¹, or of the draw rods, which are worked by a
crank within reach of the engine driver. The lateral movement is obtained
by the elasticity of the arms s', which maintain at a given pressure the cross
piece s, in contact with the grooved circumference of the rollers. It will
thus be seen, that in causing the rod s, to press on one or other side of the
rollers, the rotation of the latter is produced before the contact of the screw
in one or other direction according to the direction of the train. To correct
the tendency of the rods, towards the middle of the line, (where it would
strike the rollers in the centre,) its fore extremity is slanted off, so as always
to come in side contact with the rollers. The part thus slanted of may be
retained in the required position by means of the counterpoises, attached
to the extremity of a brace piece as seen in Figure 4. The spring s" serves
to keep the rod at the required level, while allowing it to rise on contact
with any obstacle with which it may mect. The draw piece 11 serves to
raise the cross piece when its action is no longer required. The counterpoise
which may be set by a cord on one or other side on supports placed at a
suitable height, serves as before noted, to return to and maintain in the
required direction the oblique extremity of the rod.
Figures 7, 8, 9, represent a brake arrangement, the object of which is to
check the motion of the train, when accidentally detached from the engine
on an incline. At the outside of the carriage and tender wheels, and near
the circumference, are adapted one or two angular teeth a, corresponding with
an articulated catch bar c, mounted on the framework, and pressed by the
spring e against the wheel. When the train runs in one direction, the catch
bar sides freely over the tooth, but when running the opposite way, the bar
catches in, and stops the latter as in ordinary curb wheels. f, Fig. 7, is an
articulated lever acting on the draw rod g, and serving to suspend at will the
action of the brake. The wheels being fixed on their axles, a double set of
catch bars may be applied to each, (one on either side,) to act in contrary
directions to each other, according to the direction of the train. If so
required they may take the form of a hook, as in e, Fig. 9. This system of
brakes does not interfere with the simultaneous use of those generally
employed.
Figure 10 represents an arrangement by means of which the trains may be
carried over steep inclines with greater safety, and less expense of force, than
by the modes of traction at present generally adopted. In supposing the
train to consist while running on a level, of thirty carriages, it is divided on

page_text: reaching the incline into a number of smaller trains, varying according to
the gradient, say for instance into five sets, composed of six carriages each.
The locomotive being of sufficient power for the traction of the whole
series, the five partial trains are attached to it in the following manner :-
To the tender A is coupled by the ordinary means the first train of six
carriages, represent in the Drawing by the numbers 1, 2, 3, 4, 5, 6. From
the sides of the tender, on a level with the coupling chains, proceed two iron
arms a each terminated by an eyelet, to which are attached by means of hooks,
the front ends of the metallic cords a¹. These cords of the same length as
the first train, are sustained alongside the six carriages by projecting braces
r, and communicate with a species of beam b, c, placed immediately behind the
sixth carriage. This beam, is provided at the middle with a hook f, to which
are attached the carriages of the second train, represented by the numbers,
7, 8, 9, 10, 11, 12.
In this manner these six carriages, entirely independent of the preceding
series, are connected separately with the tender, by means of the same trans-
mission gear, viz., the draw rods a; the cords a¹; the beam b, c; and the
hook f. This beam b, c, is secured to another c, d, by means of the pivot m,
which permits the united beams to oscillate in a horizontal direction, thus
enabling the train to describe any required curve. To the extremity of the
beam d, e, are fixed, by means of hooks, the front ends of the cords a¹¹, which
passing alongside of the second series of carriages, in the same way as the
cords a', communicate with the beam g, h, to which are attached, indepen-
dently of the first carriages, those represented by the numbers 13, 14, 15
16, 17, 18. From the beam i, j, start the cords a, for the traction of the
fourth train, and so on to the end. The extremities of the beams are provided
with chains as seen in the Drawing, but these chains should never be stretched,
being only intended for use in case of rupture of a pivot or other connector.
In all cases the strength of the cords and beams should be proportioned to
the resistance to be overcome, more especially so for the cords a¹, a', of
the head train, the strength of which should be calculated to represent the
sum of the partial resistances of the following trains. Thus,-x representing
the thickness and resistance of the cords of the last train, that of the second
ast should be 2 x, that of the next 3 x, and so on to the head. It is evident
that the dimensions of the beams should also be calculated in the same
way. To obviate the danger resulting from inequality of water level in the
engine boiler during the ascent and descent of inclines, the following arrange-
nent may be adopted-u, u, u", 11, 1, represent mounted within the

page_text: boiler or series of diaphragms, the height of which is equal to that of the
water chamber, and which at the ordinary level of the water, cut off the
communication between the compartments t, t, tt,
the feeding
pipe being so arranged as to inject at will from either end of the boiler.
The water being always admitted from the highest extremity, the excess
from the highest compartment (say (1) flows over the first diaphragm u
into the second compartment 1, from thence to the third, and so on to the
end. By this means the difference of level is reduced to that of each of the
compartments, the number and separation of which may be varied at will, the
reserved steam space being left free throughout the boiler.
Having now described and ascertained the nature of the said Invention and
the manner in which it may be carried into effect, I would have it understood
that I lay no exclusive claim to the application of screw power as aid to the
locomotion of railway trains, the same being already known and used. But
what I do claim and desire to protect by the above in part recited Letters
Patent is,-
1stly. The novel construction and arrangement of the screw cylinder C
mounted beneath the tender, and driven by an auxiliary motor as in G, G,
supplied with steam from the engine boiler, substantially as herein set forth
and represented in Figures 1, 2, 3, of the annexed Drawing.
2dly. The application to the screw cylinder, of a brake arrangement as
above described and shewn in x, x¹, x1, 111, 11, Figures 1, 2, by means of
which the rotatory movement may be controlled and modified at will.
3rdly. The application to the screw tender of a set of oblique wheels (similar
to those adopted in the well known Arnoux combination) which pressing on the
inner edges of the main rails, serve to limit the lateral motion of the train,
substantially as herein set forth, and shewn in L, L, Figures 1, 2, 3.
4thly. The improved arrangement of check bar brakes as above described,
and shewn in a, c, e, f, g, Figures 7, 8, 9, by means of which the rotation of
the wheels may be checked when the train is accidentally detached from the
engine on passing over an incline.
5thly. The application of central rods or other analogous mechanism, as
above described and shewn in s, s', sl, sl, sl, Figures 1, 4, by means of
which a rotatory movement is imparted to the rollers B, previous to the contact
of the screw edges.
6thly. The improved mode of traction by subdivision of the carriages
composing the train, and application thereto of cords and beams in manner
above described and shewn in Figure 10, by aid of which the train may be

page_text: carried over inclines, with greater safety and lesser expenditure of force than
by the means hitherto generally adopted.
7thly. The application to the engine boilers of a series of diaphragms or
partitions by means of which a comparatively uniform water level may be
maintained on all gradients substantially as above set forth and represented in
t, t, t, t, u, u¹, u", ul, ull, u, Figure 1 of the Drawing.
In witness whereof, I, the said Marc Antoine Francois Mennons, have
hereto set my hand and seal, this Thirty-first day of October, in the
year of our Lord One thousand eight hundred and sixty-two.
M. F. MENNONS. (L.s.)