IMPROVEMENTS IN LOCOMOTIVE ENGINES AND CARRIAGES
Year: 1872

page_text: LETTERS PATENT to John Henry Johnson, of 47, Lincoln's Inn
Fields, in the County of Middlesex, Gentleman, for the Invention
of "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND CARRIAGES."-A com-
munication from abroad by Joseph Harrison, junior, of Philadelphia,
Pennsylvania, in the United States of America.
Sealed the 30th July 1872, and dated the 11th June 1872.
PROVISIONAL SPECIFICATION left by the said John Henry Johnson
at the Office of the Commissioners of Patents, with his Petition,
on the 11th June 1872.
I, JOHN HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the County
of Middlesex, Gentleman, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND CARRIAGES,” a
communication to me from abroad by Joseph Harrison, junior, of
Philadelphia, Pennsylvania, United States of America, to be as
follows:-

page_text: A prominent feature of this Invention as applied to locomotives is
the peculiar arrangement of the driving wheels and their shafts or axles,
the system of wheels and axles (consisting by preference of four, five,
or more wheels and axles) on one side of the engine being entirely dis-
connected from the system of wheels and axles on the opposite side,
each wheel being secured to a separate axle and each axle having two
cranks, one at each end, the cranks being at right angles to each other.
One set of coupling rods similar to those of ordinary coupled driving
axles connect the cranks at one end of all the axles, and another set
of similar rods connect in like manner the cranks at the opposite end of
all the axles of the system or set of axles.
Another system of coupled drivers precisely like that above described
is arranged at the opposite side of the engine, but as before remarked
the two sets of driving wheels are totally independent of each other,
the object of this arrangement being to facilitate the 'turning of curves,
by permitting one set of drivers to traverse the longer course presented
by the outer rail of the curve without interfering with or being con-
trolled by the opposite wheels which traverse the shorter course pre-
sented by the inner rail of the curve, in other words the two sets of
_wlicels will accomodate themselves to the two rails without interfering
with each other.
With the view however of inducing the locomotive to easily enter
upon and traverse the curved rails, there is combined with each pair
of end drivers a truck which by preference is made as follows:―The
frame of this truck consists of two parallel bars, each of which is
pivotted to the frame of the locomotive by a central pin, the two bars
being connected together by radius rods. The ends of the bars carry
bearings provided with vertical pivots round which they turn horizon-
tally, for the two axles of the truck extending across from rail to rail,
each axle carrying a small flanged wheel at each end. This truck
adjusts itself to any curve it may have to traverse, and by giving a
lateral bias to the frame of the locomotive the truck induces the end
drivers to follow the curve of the rails. The said truck does not support
any material part of the weight of the locomotive, it, is so adjusted in
fact that its wheels will just bite the rails with sufficient weight on
each wheel to prevent the flanges from mounting the rails, and thus
be able to perform their duty of guiding or directing the end drivers
on to and over the curve.
:

page_text: 5
The peculiar frame which it is preferred to adapt to the above
described system of running gear is of a most simple character; it
consists of four longitudinal parallel beams connected at each end to
a transverse buffer beam, and by suitable ties at such intervening points
as the wheels, their coupling rods, and the trucks will permit.
In adapting the running gear which have been considered indispensable
in locomotives are discarded, and reliance is placed upon the intervention
of a cushion between the bearings of the axles and the rigid body
of the locomotive, not such a cushion however as will possess any
O material yielding properties which would render it equivalent to a
spring, but one comparitively rigid and of material which will suffice
to absorb the shocks to which the running gear may be subjected, wood
for instance, either solid or in layers, will serve the purpose, for the
yielding of the wood will be imperceptible and yet will suffice to absorb
5 the shocks.
In order to carry this feature of the said Invention properly into
effect however it is essential that there should be a multiplicity of
wheels to support the locomotive, and that the bearings of the axles
should be so fixed to the frame that the axles cannot fall on the one
hand out of line, and on the other hand are prevented from rising to
any perceptible extent by the dense cushion above referred to.
By adopting this plan the wheels will ride over the sudden depressions
which frequently occur in rails especially at the joints.
I will now proceed to describe the manner in which it is preferred to
construct the frame and to apply the bearings to the same, with the view
of carrying out this feature of the Invention.
Each longitudinal beam is composed of two continuous and com-
paratively deep.plates of sheet iron, and two flat bars of wrought iron
are situated between the plates and extend from end to end of the longi-
tudinal beams, the end of each bar being converted into a bolt which
passes through the buffer beam, and is furnished outside with the latter
with a nut, so that these long flat bars in addition to the duties which they
have to perform as, explained hereafter are actually tie bolts for securely
confining the buffer beams to the longitudinal beams. It should be
understood that these long flat bars are not rigidly connected to the side
plates of the beam.

page_text: One set of running gear on one side of the engine is carried by two of
the four longitudinal and a like set of running gear on the opposite
side of the engine by the other two beams, the axle of each driving
wheel having a bearing in each of the two beams, and the wheel being
situated between the latter. Each bearing consists of a simple casting
having suitable bearing boxes adapted to the axle, and this bearing is
confined to its place laterally by and between the two side plates of the
beam vertically by and between the two flat bars and certain cross
pieces described hereafter, and longitudinally by light castings or other
filling pieces intervening between the buffer beam and the end of the
bearing as well as between the bearings. Where these filling pieces
meet the bearings a vertical bolt passes through the two longitudinal
flat bars so as to bind the same to the filling pieces.
The usual tender is dispensed with, and both the boiler and engine
and the supply of water and fuel are supported on the above described
running gear. Two comparatively thin cushions of wood extend from
end to end along the upper surface of each pair of longitudinal beams,
and beneath each cushion extends a plate having angle iron bars rivetted
to each edge, both plate and bars being confined-laterally-by-other-angle
iron bars secured to the under side of the foundation or base of the
engine boiler and tank.
It should be understood that these last mentioned angle iron bars
only serve as lateral guides for the top plate, and that the engine boiler
and tank bear with their whole weight upon the cushion. Each plate
thus cushioned bears on two of the longitudinal beams, the vertical
side plates of each beam being confined laterally to the top plate by
other angle iron bars, and between the said vertical side plates of such
beam are layers of wood packed closely together, and extending longi-
tudinally from buffer beam to buffer beam, and vertically from the flat
bar above the bearing to the top plate before referred to. Each bearing
is slightly rounded at the top, so that any shock to which the wheel
appertaining to the said bearing may be subjected is transmitted through
the bearing first to the flat bar above it at a point directly above the
centre of the axle, then to the cushion consisting of the layers of wood,
and finally to the cushion under the boiler and engine.
In order that the bearings shall not be sustained solely by the bottom
flat bar a cross piece is secured to the vertical side plates of each beam
wherever a bearing occurs, and between this cross piece and the flat

page_text: bar directly below the bearing intervenes a packing piece which prevents
the wheels from falling into depressions in the rails...
This Invention may be applied to railway goods wagons, but the axles
may extend across the frame in the usual manner, although it is pre-
ferred to use an independent set of running gear on each side of the
wagon, and to combine the same with trucks in the manner described
above.
It may be remarked that although the cushions have been described
as made entirely of wood, other material may be employed providing it
is not of a character to yield to any material. extent, leather for instance,
or even strips of vulcanized rubber, may be interposed between the
layers of wood or other material.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said John Henry Johnson in the Great Seal Patent
Office on the 11th December 1872.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the County of Middle-
sex, Gentleman, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Eleventh day of June, in the year
of our Lord One thousand eight hundred and seventy-two, in the
35th year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said John Henry Johnson, Her spécial
license, that I, the said John Henry Johnson, my executors, adminis-
trators, and assigns, or such others as I, the said John Henry Johnson,
my executors, administrators, or assigns, should at any time agree with,
and no others, from time to time and all times thereafter during the
term therein expressed, should and lawfully might make, use, exercise,
and vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN
LOCOMOTIVE ENGINES AND CARRIAGES," a communication to me from abroad
by Joseph Harrison, junior, of Philadelphia, Pennsylvania, in the
United States of America, upon the condition (amongst others) that I,
•

page_text: the said John Henry Johnson, my executors or administrators, 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 imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said John Henry Johnson, 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 accompanying
Drawings and to the letters and figures marked thereon, that is to
say :-
The said Invention relates to a peculiar system of running gear
applicable to locomotive engines and railway carriages or wagons.
Figure 1 of the Sheet of Drawings hereunto annexed is a side view
of a frame and running gear for locomotives. constructed according to.
this Invention; Figure 2 is a plan view thereof; Figure 3 is a transverse
section taken along the line 1, 2, and drawn to an enlarged scale;
Figure 4 is a longitudinal section of part of the frame; Figure 5 is a
vertical section of one of the beams of the frame; and Figures 6 and 7
are views of one of the trucks.
A prominent feature of this Invention as applied to locomotives is the
peculiar arrangement of the driving wheels and their shafts or axles,
the system of wheels and axles (consisting by preference of four, five,
or more wheels and axles) on one side of the engine, being entirely
disconnected from the system of wheels and axles on the opposite side,,
as best observed in Figure 2 of the Drawings, where it will be seen
that there are five driving wheels A, A', A², A³, and A', on one side of
the engine, each wheel being secured to a separate axle a, and each
axle having two cranks b,, b, one at each end, the cranks being at right;
angles to each other.
One set of coupling rods, similar to those of ordinary coupled driving
axles, connect the cranks 6 of all tho axles together, and another set
of similar rods connect in like manner the opposite cranks 6 of all the
axles of the system or set of axles.
Another system of coupled drivers B to B* precisely like that above
described is arranged at the opposite side of the engine, but as before

page_text: remarked the two sets of driving wheels are totally independent of
cach other, the object of this arrangement being to facilitate the turning
of curves by permitting one set of drivers to traverse the longer course
presented by the outer rail of the curve without interfering with or
being controlled by the opposite wheels which traverse the shorter course
presented by the inner rail of the curve, in other words, the two sets
of wheels will accommodate themselves to the two rails without inter-
fering with each other.
With the view, however, of inducing the locomotive to casily enter
upon and traverse the curved rails there is combined with each pair of
end drivers A and B and A and B a truck which by preference is
made as follows:-The frame of this truck consists of two parallel
bars d and d', each of which is pivoted to the frame of the locomotive
by a central pin e, the two bars being connected together by radius
rods ff. The ends of the bars d, d', carry bearings h, h, provided
with vertical pivots round which they turn horizontally, for the two
axles i, i, of the truck extending across from rail to rail, each axle
carrying a small flanged wheel at each end. This truck at once adjusts
itself to any curve it may have to traverse, and by giving a lateral bias to
the frame of the locomotive the truck induces the end drivers to follow
the curve of the rails. The truck does not support any material part of
the weight of the locomotive, it is so adjusted in fact that its wheels
will just bite the rails with sufficient weight on each wheel to prevent
the flanges from mounting the rails, and thus be able to perform their
duty of guiding or directing the end drivers on to and over the curve.
It may be remarked here that I lay no claim to the above described
truck, excepting only so far as it is combined with the pairs of indepen-
dent end drivers.
::
The peculiar frame which it is preferred to adapt to the above
described system of running gear is of a most simple character; it
consists of four longitudinal parallel beams D, D', D³, and D³, connected
at each end to a transverse buffer beam E, and by suitable ties at such
intervening points as the wheels, their coupling rods, and the trucks
will permit.
In adapting the running gear to the frame the usual springs which.
have been considered indispensable in locomotives are discarded, and
reliance is placed upon the intervention of a cushion between the
bearings of the axles and the rigid body of the locomotive, not such.a.

page_text: cushion, however, as will possess any material yielding properties, which
would render it equivalent to a spring, but one comparitively rigid and
of material which will suffice to absorb the shocks to which the running
gear may be subjected, wood for instance, either solid or in layers, will
serve the purpose, since the yielding of the wood will be imperceptible
and yet will suffice to absorb the shocks.
-
In order to carry this feature of the said Invention properly into
effect, however, it is essential that there should be a multiplicity of
wheels to support the locomotive, and that the bearings of the axles
should be so fixed to the frame that the axles cannot fall on the one hand
out of line, and on the other hand are prevented from rising to any
perceptible extent by the dense cushion above referred to.
By adopting this plan the wheels will ride over the sudden depressions
which frequently occur in rails, especially at the joints, for, owing to
the multiplicity of wheels that which in an ordinary locomotive would
be forced into the dépression is supported by the adjoining wheels on
cach side of the said depression, and consequently rides over the same,
hence a heavy locomotive constructed according to this Invention has
a tendency to maintain the rails in an uniformly level condition as the
wheels, instead of repeatedly hammering an incipient-depression-into-one-
of formidable character which is the case with ordinary locomotives.
I will now proceed to describe the manner in which it is preferred to
construct the frame and to apply the bearings to the same with the view
of carrying out this feature of the Invention. Each longitudinal beam
is composed of two continuous and comparatively deep plates m, m³, of
sheet iron (Figure 5), and two flat bars n and n¹³ of wrought iron are
situated between the plates and extend from end to end of the longi-
tudinal beams, the end of each bar being converted into a bolt which
passes through the buffer beam, and is furnished outside the latter with
a'nut, as best observed in Figure 4, so that these long flat bars in addition
to the duties which they have to perform as explained hereafter are
actually tie bolts for securely confining the buffer beams to the longi-
tudinal beams. It should be understood that these long flat bars n and n¹
are not rigidly connected to the side plates m and m² of the beam. One
set of running gear on one side of the engine is carried by the two beams
D and D', and a like set of running gear on the opposite side of the
engine by the other two beams D² and D³, the axle of each driving wheel
having a bearing in each of the two beams, and-the-wheel being situated

page_text: between the latter, as best observed in Figures 2 and 3. Each bearing
consists of a simple casting G having suitable bearing boxes adapted to
the axle, and this bearing is confined to its place laterally by and between
the two side plates m and m³ of the beam, vertically by and between the
two flat bars n and n' and certain cross pieces described hereafter, and
longitudinally by light castings H or other filling pieces intervening
between the buffer beam and the end of the bearing, as well as between
the bearings, as best observed in Figure 4. Where these filling pieces H
meet the bearings G a vertical bolt x passes through the two longitudinal
flat bars and n³, so as to bind the same to the filling picces.
The usual tender is dispensed with and both the boiler and the engine
as well as the supply of water and fuel are supported on the above described
running gear. Two comparatively thin cushions of wood p, p, extend
from end to end, and bencath each cushion extends a plate I (Figure 5)
having angle iron bars J rivetted to each edge, both plate and bars being
confined laterally by other angle iron bars q secured to the under side y
of the foundation or base of the engine boiler and tank. It should
be understood that these last mentioned angle iron bars q only serve as
lateral guides for the top plate I, and that the engine boiler and tank
bear with their whole weight upon the cushion p. Each plate I thus
cushioned bears on two of the longitudinal beams, as shown in Figure 3,
the vertical side plates m, m¹, of each beam being confined laterally to
the top plate I by other angle bars, and between the said vertical side
plates m, m³, of each beam are layers of wood M packed closely together
and extending longitudinally from buffer beam to buffer beam, and
vertically from the flat bar n above the bearing to the top plate I before
referred to. Each bearing G is slightly rounded at the top, as shown in
Figure 4, so that any shock to which the wheel appertaining to the said
bearing may be subjected is transmitted through the bearing, first, to the
flat barn above it at a point directly above the centre of the axle, then
to the cushion consisting of the layers of wood M, and finally to the
cushion under the boiler and engine. It will thus be seen that each
layer of wood p serves as a cushion for one set of running gear, and the
other similar layer as a cushion for the other set of running gear, while
each bearing finds a separate cushion in the layer of wood M contained.
within the side plates m, m³, of one of the longitudinal beams. In order
that the bearings shall not be sustained solely by the bottom flat bar n a
cross piece t is secured to the vertical side plates m, m³, of cach beam

page_text: .wherever a bearing occurs, and between this cross piece and the flat
bar n directly below the bearing intervenes a packing picce w which
prevents the wheels from falling into depressions in the rails.
This Invention may be applied to railway goods wagons in a manner
which will be readily understood by supposing Figure 1 to represent
a side view, and Figure 2 a plan view of the frame and running gear
of a goods wagon; the axles may extend across the frame in the usual
manner, although it is preferred to use an independent set of running
gear on each side of the wagon and to combine the same with trucks in
the manner described above.
I have not deemed it necessary to illustrate or describe either the
engines, boiler, or tank, as the detailed organization of these parts of the
locomotive is not dependent on the running gear; it may be well to
remark however that in a locomotive now which has been constructed
under this Patent separate and independent engines are used for driving
the two sets of running gear, that a boiler of peculiar construction is
surrounded with the water tank and fuel reservoir, that the whole bears
on the ten driving wheels shown in the Drawing annexed, and that the
pistons of the cylinders are connected to the cranks of the end axles.

page_text: to be novel and original, and therefore claim as the Invention secured
to me by the herein-before in part recited Letters Patent is,-
First. A locomotive having two sets or lines of driving wheels, those
on one side of the locomotive being arranged to revolve independently
of those on the opposite side, as herein-before described.
Secondly. A locomotive having two sets of independent drivers as
specified, the wheels of each set being connected together by two sets
of cranks and rods, as herein-before described.
Thirdly. The end drivers revolving independently of each other and
arranged between the wheels of a piloting or guiding truck, as herein-
before described.
Fourthly. A locomotive or carriage or wagon frame composed of two
pairs of longitudinal beams connected together, one pair of beams
carrying the bearings of one set of drivers and the other pair carrying
the bearings of the opposite and independent set of drivers, as hercin-
before described.
Fifthly. A locomotive carriage or wagon in which the bearings of
the axles are confined vertically to the frame in one direction, rigidly,
and in the opposite direction by comparitively unyielding but shock
absorbing material, as herein-before described.
In witness whereof, I, the said John Henry Johnson, have to
this my Specification set my hand and seal, this Eleventh day
of December One thousand cight hundred and seventy-two.
J. HENRY JOHNSON. (L.S.)