IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1884

page_text: We GEORGE MINGAY GARRARD of 13, Princes Court, Great George Street in the
City of Westminster Civil Engineer, and SAMUEL BUTTON CARRARD of The Limes,
Hacheston, in the County of Suffolk, Gentleman do hereby declare the nature of
our invention for IMPROVEMENTS IN LOCOMOTIVE ENGINES to be as follows:—
Narrow gauge railways are principally laid in hilly or mountainous districts
where the gradients have to be steep and the curves sharp. This necessitates the
use of small engines having contracted wheel bases, and it is difficult thereforo to
obtain the weight and power necessary to haul a heavy load up the incline and
round the curves.
Attemps have been made to get over these difficulties notably by the use of
what are known as "Fairlie's Bogie Engines" but these engines have cortain
inherent defects which it has been found impossible to overcome.
Our invention consists in coupling together a pair of locomotive engines with
their fire boxes towards each other by means of a frame which forms a tender
common to both, connecting the centre of the wheel base of one engine with that
of the other.
In carrying out my invention we construct the engines proper, or steam bogies
preferably (in the case of very narrow gauge) with outside frames, and we connect
these engines together end to end by the aforesaid frame above mentioned which
may or may not as desired, be made to project beyond the centre line of the wheel
base of each engine, leaving sufficient room between the engines for the driver
and stoker to work in. This frame or tender may be of any convenient construc-
tion, and may in whole or in part be made hollow to contain water to supply the
engines and also to act as what may be termed "ballast." That portion of the
frame or tender between the two engines and below the foot plate will in any case
be formed into a water tank so that the water may be carried as low down as
possible and thereby keep down the centre of gravity. The water tank portion
of the frame may be carried forward the full length of the frame outside the
wheels of the engines if desired, or it may stop at the first pair of wheels, when
the bottom part of the tank or frame may be semi-arched or sloped to clear the
wheels or the coupling rods and cranks only. This last arrangement renders the
working parts more accessible than in the first arrangement. The sides of the foot
plate next the fire boxes will be curved, the curve being struck from pivot pins
(hereafter.to be described) as centres, sufficient clearance being left between these

page_text: curved sides and the fire box ends of the engines.
This will allow for the
swivelling of the engines and economize space. In some cases additional water
tanks may be placed under the engines proper in any convenient manner so as not
to interfere with the coupling arrangement of the two engines.
Upon the frame or tank the coal bunkers are constructed one on either side of
each engine, and they are preferably formed semi-coffin shaped by which a larger
quantity of fuel may be stored without making the bunkers deep. This form of
bunker will also allow for the full swing of the engines upon their pivot pins.
We prefer that these bunkers shall be sloped off at the rear or fire box ends so as
to allow of more space on the foot plate, and they may be braced together by
arched or other stays over the barrel of the boilers. That portion of the coal
bunkers which projects beyond the centre line of the wheel base may be used as
water tanks in some cases.
The tender is carried towards its ends by cross heads having axles at each end
which work in suitable bearings on the tender. The cross heads are therefore free
to turn axially to allow for change of gradient.
These cross heads rest on suitable bearing pieces, pillars or plungers working in
cylinders or brackets, such bearing pieces being supported on spiral, volute or other
springs suitably attached to the frame of the engines proper on either side, and
carried in the plunger, cylinders, or brackets or by other suitable brackets or
-attachment. This arrangement gives an elastic bearing or connection between the
-tender-and-the-engines or steam bogies and the weight of the-tender-is-balanced.
or compensated on the engine frames at the centres of attachment.
The cross heads are held in position centrally with the wheel base and engine.
frame by vertical pivot pins round which the cross head is free to swing
horizontally.
The vertical pivot-pins-are-carried by brackets, the latter being carried by the
framing of the engines.
These brackets have room to play longitudinally with the engine, and to control
this_play_and_to give an elastic connection between the two engines and to take
up the shocks in buffing and shunting spiral volute-laminated-or-other-springs_at_
either end of each bracket are provided suitably interposed or carried between
the brackets and frame of the engines, or attached to one or the other.
If desired the cross heads may be provided with globular bearings on the
vertical pivot pins or any other convenient arrangement may be employed to
permit of freedom of movement in all directions.
In general we prefer that the tender or coupling frame with cross heads shall be
supported at three points, that is to say, at two points (on either side of the frame)
in one engine as already described, and at one point in the other, the single support
being a swinging or pivotted support.
In the case of the swinging or pivotted support the plungers, pillars or bearing
pieces rest on opposite ends of a transverse laminated spring which is swung from
the centre of the engine frame in any convenient manner which arrangement will
allow for the twisting under certain conditions of the engines in the tender, and
give an elastic bearing between the tender and the engines or bogies. In the
swinging connection the pin on which the transverse spring is hung may carry the
spiral or volute springs for taking up the shocks and the pivotting pin of the cross
head may be carried downwards to embrace the same pin, or a portion of the
bracket may embrace the pin or both may do so.
The cross heads may if desired be bolted to the tender frame in which case we
prefer when convenient to form each cross head in two parts which will embrace
the frame of the engine proper, one on the top of the frame and the other under-
neath. The top part is suitably stiffened or trussed or braced to carry the major
portion of the weight. These double cross bars carry the swivelling or pivot pins,
which are provided with ball and socket joints which will permit of universal
movement and allow for the change of gradient and also to permit of the
twisting of the engine. The weight of the tender is mainly carried on these two.

page_text: Joints the plungers and springs serving to balance or compensate the tender on the
ball and socket joints at the centre of attachment, and thereby taking part of
the weight. The plungers and springs may be mado double to press on both the.
top and bottom members of the cross head if desired.
The cup portion of the ball and socket joint is carried on the pivot pin bracket
and is provided with spiral volute laminated or other springs for forming an elastic
connection between the two engines, and for taking up shocks in shunting and
buffing.
The ball and socket joint is arranged by preference at the level of the centre of
the driving wheels by which means the line of draught between the two engines
is brought to that level, and the weight of the tender imposed on the same
horizontal plane.
i
In lieu of the plungers and springs attached to the engine frames as aforesaid
the springs (spiral or volute) may be arranged on vertical bars (or in any other
convenient manner) between the top and bottom members of the cross hends,
being attached in fact to the cross heads instead of to the engine frames and they
will then work on suitable bearing surfaces attached to the engine frames. They
may be made double with the bearing surface gripped between and when mounted
on rods, curved slots are arranged to allow of the swivelling and longitudinal
movement of the engines.
When the cross heads are bolted to the tender, the weight of the tender may be
transferred to the pivot- pin brackets by circular plates having a ring of India
rubber or other sufficiently elastic material or combination of materials placed
between them to allow of a certain amount of universal movement and to givo an
elastic bearing and for the purpose of compensating or balancing the weight of the
tendor at the centre of attachinent. The cross heads are held in position centrally
with the wheel base and engine frames by vertical pivot pins formed or carried on
the upper circular plates round which the cross heads are free to swing horizontally.
The pivot pins are continued downwards from the upper circular plates and socket
loosely into the pivot pin brackets in a globular or pear shaped forin to permit of
the universal movement. The lower circular plates for receiving the ring are
carried on or formed in the upper part of the pivot pin brackets. The attachment
of one or both engines may be thus carried out. Or the attachment and compen-
sation may be carried out by any suitable modification of the attachment now
used in the case of double bogie railway carriages.
Or the cross heads may be made in the form of a loop and axles may be formed
on the end bars of the loop. This arrangement brings the line of draught between
the two engines lower down by preference to the centre of the driving axles, than
is the case in the first mentioned arrangement.
Butlers of india rubber shod with iron plates or of any other convenient con-
struction may be provided at the fire box ends of each engine to limit the shocks
on the springs at the pivot pin brackets in buffing and shunting.
Springs may be used at the fire box ends of each engine to steady them in
running both horizontally and vertically, and which will impinge on the tender.
The vertical springs may be double to give equal play upwards and downwards
and will work in a suitable recess at the curved side of the foot plate and tank.
The horizontal springs may be attached to either side of each fire box end, or to
the tender, and may partake of the form of buffers.
In engines having three or more pairs of wheels the pivotting pins and attach-
ment generally may be situated between any pair of wheels instead of being
coupled together at the centre of their wheel bases.
In coupling engines having more than four wheels the weight on the additional
axles may be pivotted or slung from a single point at the centre between the rails
by connecting the opposite ends of each spring by a triangular or other con-
veniently shaped bracket, the single support being a pivotting pin running
longitudinally of the engine and attached to the engine framing.
This may if desireable be applied to ordinary. four wheeled engines.

page_text: Engines constructed as above present the advantages of the Fairlie engines
without their disadvantages. A higher pressure can be maintained in the cylinders
and loss of heat through radiation is prevented.
The engines proper are independent of one another, and if one is disabled it can
readily be replaced by another in a short time. An engine of this class can carry
more weight all available for adhesion than two separate engines of the same
weight as overhang is unnecessary.
Although more particularly referred to above as suitable for narrow gauge it
will be readily understood that the invention is equally applicable to ordinary
gauge when great power and weight is required.
Suitable brake gear will be provided and will be fitted in any convenient
manner.
COMPLETE SPECIFICATION.
We, GEORGE MINGAY GARRARD of 13 Princes Court, Great George Street in
the City of Westminster Civil Engineer and SAMUEL BUTTON GARRARD of the
Limes, Hatcheston in the County of Suffolk Gentleman do hereby declare the
nature of our invention for IMPROVEMENTS IN LOCOMOTIVE ENGINES and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:—
Narrow gauge railways are principally laid in hilly or mountainous districts
where the gradients are often steep and the curves sharp. This necessitates the
use of small engines having contracted wheel bases, and it is difficult therefore to
obtain the weight and power necessary to haul a heavy load up the inclines and
round the curves.
Attempts have been made to get over these difficulties, notably by the use of
what are known as Fairlies Bogie engines, but these engines have certain inherent
defects which it has been found impossible to overcome.
According to our invention we couple together a pair of locomotive engines
with their tire boxes towards each other, by means of a hollow frame which forms
a tender common to both, connecting the centro of the wheel base of one engine
with that of the other and the invention consists in the construction and arrange-
ment of the frame and in the means for connecting the same to the engines.
lu carrying out our invention we construct the engines proper or steam bogies
preferably (in the case of very narrow guage) with outside frames which arrange-
ment aflords facilities in applying one method of connecting the engines at the

page_text: centres of their wheel bases and compensating or balancing the tender on the
engines, and we connect these engines together end to end by the frame which
may or may not, as desired, be made to project beyond the centre line of the
wheel base of each engine, leaving sufficient room between the engines for the
driver and stoker to work in.
In the accompanying drawings Fig: 1 Sheet I is a side elevation partly in
section showing two engines marked respectively A and B made with outside
frames and coupled together at the centre of their wheel bases. Fig 2 is a plan
view of the same, Fig 3 is an end elevation of the engine B partly in section
taken on the lines 1, 2, 3, 4 of Fig: 1 and Fig 4 is a similar view of engine A
taken on the line 5, 6, 7, 8, of Fig 1.
The remaining figures in both sheets show details of construction or slight
modifications and will be more particularly referred to hereafter.
A and B represent as before mentioned the two engines which are constructed
with outside frames A¹ and B'.
a is the frame or tender of any convenient construction and in whole or in part
hollow to contain water to supply the engines and also to act as what may be
termed ballast or rather to lower the centre of gravity by carrying the water at a
lower level. That portion of the frame or tendor a between the two engines and
below the foot plate a will in any case be formed into a water tank (see Fig 1)
so that the water may be carried as low down as possible and thereby keep down
the centre of gravity. The water tank portion of. the frame or tender a may bo
carried forward the full length of the frame outside the wheels of the engines if
desired as shewn at n in Figs 13 and 14 Sheet 2 of the drawings or it may stop
at the first pair of wheels or thereabouts when the bottom part of tank or frame
may be semi arched (as shown at engine A Fig: 1 of the drawings) to clear the
wheels, or the coupling rods and cranks only, and also to render the working parts
more accessible than in the first arrangement. The ends of the footplate next the
fire boxes will be curved (see Figs 2 and 14) the curve being struck from the pivot
pins (hereafter to be described) as centres sufficient clearance being left between
these curved ends and the fire boxes of the engines. This will allow for the
swivelling of the engines and economise space. In some cases additional water-
tanks may be placed under the engines proper in any convenient manner so as not
to interfere with the coupling arrangement. These may be arranged in the space
marked a Fig 14 Sheet II and also in some cases in the space marked b in the
same figure.
Upon the frame or tank coal bunkes a¹ a² a³ and a' are constructed one on
either side of each engine. These bunkers are by preference semi-coffin shape by
which a larger quantity of fuel may be stored without making the bunkers deep
This form of bunker will also allow for the full swing of the engines on their pivot
pins. We prefer that these bunkers shall be sloped off at their rear or fire box
ends so as to allow of more space in the foot-plate and they are braced together by
arched or other stays a³ and a over the barrels of the boilers.
That portion of the coal bunkers which project beyond the centre line of the
wheel base may be used as water tanks in some cases. This arrangement can be
carried out and the tanks thus formed may be connected with the main tank of
the frame or tender in any convenient manner.
The coupling frame or tender is carried at either end by a cross head 6 b' each
crosshead having an axle at each end which works in a suitable bearing c on the
tender. The crossheads are thus free to turn axially in the bearings to allow for
change of gradient.
These crossheads rest on suitable bearing pieces pillars or plungers d d (see Fig 4)
working in cylinders or brackets suitably attached to the frame of the engine
proper on either side, auch bearing pieces being supported on spiral volute or other
springs e el carried in the plunger cylinders or brackets or by other suitable
brackets or attachment,

page_text: This arrangement gives an elastic bearing or connection between the tender and
the engines or steam bogies, and the weight of the tender is balanced or compensated
on the engine frames at the centres of attachment.
The crossheads are held in position centrally of the wheel base and engine
frame by vertical pivot pins ƒƒ¹ round which the crossheads are free to swing
horizontally.
:
The vertical pivot pins ff' are carried by brackets g g¹ the latter being carried
by cross members of the framing of the engines and in which they are free to
slide.
These brackets have room to play longitudinally with the engines and to control
this play and to give an elastic connection between the two engines and to take
up the shocks in buffing and shunting, spiral volute laminated or other springs h h¹
(see Fig 1) at either end of each bracket are provided, suitably interposed or carried
between the brackets and frame of the engines or attached to one or the other.
If desired the cross heads may be provided with globular bearings i i¹ on the
vertical pivot pins or any other convenient arrangement may be employed which
will permit of vibration on the part of the crosshead. Freedom of movement in
all directions as regards this bearing not being nocessary on account of the axles of
the crosshead being free to turn in their bearings we make the eyes of the cross-
heads at the globular bearings oblong or slotted so as to allow of endwise, vibration
only on the part of the crossbends in addition to the vertical movement of the
In general we prefer that the tender or coupling-frame.'shall be supported at
three points, that is to say nt two points (ono on either side of the frame) in one
engine say engino A and at one point in the other engine B, the single support
being a swinging or pivotted support but it will be of course understood that both
ends may be supported on two points or even on one point as desired.
In the case of the swinging or pivotted support the plungers, pillars-or-bearing
pieces are connected to the opposite ends of a transverse laminated spring k
which is swung or pivotted from the pin Zat the centre of the engine frame in any
convenient manner (see-Figs-1-and-3)-which arrangement will allow for the twisting.
under certain conditions of the engines in the Tender and give an elastic bearing
between the tender and the engines or bogies.
In the swinging connection the pin on which the transverse spring k is hung
may carry the spiral or volute spring for taking up the shocks and the pivotting
pin of the crosshead may be carried downward to embrace the same pin or a
portion of the bracket inay embrace the pin or both may do so as shown at Fig. 5
in which a is the pivot pin b the pivot pin bracket, c the spiral springs for taking
up shocks and d the transverse spring.
The crossheads may if desired be bolted to the Tender in which case we
prefer when convenient to form each crosshead in two parts c c¹ (see Figs 13 14
and 15 Sheet II) which will embrace the frame of the engine proper one
part c on the top of the frame and the other part c¹ underneath. The top part is
suitably stiffened trussed or braced (see Fig 15) to carry the major portion of the
weight. These double cross bars carry the swivelling or pivot pins & which are
provided with ball and socket joints e which will permit of universal movement
and allow for change of gradient and also to permit of the twisting of the engines.
ffffare spiral springs which are mounted on vertical rods g g' secured to
plates projecting laterally from the frame of the engine. These rods work in
curved slots formed in the cross heads c c¹ (see Fig 14). is the pivot pin
bracket and are springs for taking up the shocks in buffing and shunting and
for forming an elastic connection between the two engines. Tho weight of the
tender is mainly carried on these two joints e, the springs ƒ ƒ`ƒ`ƒ³ serving to
balance or compensate the tender on the ball and socket joints at the centre of
attachment and thereby taking part of the weight. The springs may be made
double to press on both the top and bottom members of the cross head as shown or
a single spring on either side may be used.

page_text: The ball and socket joint (or globular bearing) is arranged by proference at the
level of the centre of the driving wheels, by which means the line of draught
between the two engines is brought to that level and the weight of the tender is
imposed on the same horizontal plane.
k is a buffer arranged at the fire box end of the engine to limit the shocks on
the springs at the pivot pin brackets in buffing and shunting, l'are spiral springs
mounted on a rod secured loosely in the buffer of the engine in any convenient
manner such springs working between flanges on the tender and giving equal
pressure upwards and downwards and serving to steady the engines when
running and obviate the inconveniences arising from or to prevent "jumping." mare
horizontal springs similarly mounted and serving also to steady the engine when
running. n shows the water space in the tender or frame continued beyond the
centre of the wheel bases of the engines.
When crossheads are bolted to the tender the weight of the tender may be
transferred to the pivot pin brackets by circular plates b d having a ring of india
rubber or other sufficiently elastic material e or combination of materials placed
between them to allow of a certain amount of universal movement and to give an
elastic bearing, and for the purpose of compensating or balancing the weight of the
tender at the centre of attachment. The crossheads are held in position centrally
with the wheel base and engine frames by a vertical pivot or sleeve b₁ formed on
or carried on the upper circular plates round which the crosshead a is free to
swing horizontally. The pivot or sleeve is continued downwards from the upper
circular plate as shown at b³ and sockets loosely into the pivot pin brackets c in a
globular or pear shaped form to permit of universal movement. The lower circular
plate for receiving the ring of india rubber or other elastic material e or
combination of materials is carried on or formed in the upper part of the pivot pin
bracket.
ffare volute springs for taking up shocks as before described.
The attachment of one or both engines may be thus carried out or the attachment
and compensation may be carried out by any suitable modification of the attach-
ment now used in the case of double bogie railway carriages. It will be readily
understood that the crossheads may in this case also be made double if desired.
This arrangement for carring the tender and compensating the same is shewn in
Fig 11 Sheet I of the drawings.
The crossheads may also be made in the form of a loop and axles may be formed
on the end bars of the loop. This arrangement brings the line of draught between
the two engines lower down (by preference to the centre of the driving axles) than
is the case in the first mentioned arrangement.
Figs 6, 7, 8 and 9 Sheet I show these looped crossheads. Fig 10 of same sheet
shows the form of the tender or tank ends to meet the arrangement of axles on
the looped crossheads.
Figs 6 and 7 show the weight carried on two points as in the case of engine A.
These figures show how the compensating springs may be attached to the cross-
heads and it will be readily understood that they may be doubled if desired with
or without vertical rods.
The weight is taken by the two plungers a a¹ which slide vertically in the
cylinders containing the springs The pivot pin b is also free to slide vertically
through the globular bearing formed on the pivot pin bracket c d dare volute
springs for taking up shocks as before explained.
Figs 8 and 9 show the loop frame with the weight carried at a single point.
The transverse spring is here duplicated in order that the pivot pin may be
embraced by both the top and bottom members of the crosshead.
The looped cross head is free to slide vertically on the pivot pin subject to the
action of the springs a. The pivot pin bracket and pivot pin with spiral spring
for taking up shocks are arranged similarly to the arrangement described with
reference to Fig 5 with the pivot pin prolonged downwards so as to be embraced

page_text: 1st-The construction-and-arrangement_of_coupling_frame or tender substantially
as herein shown and described.
2nd Supporting the weight of the coupling frame or Tender on springs so as to
give an elastic bearing of the tender on the engines substantially as described.
3rd Balancing or compensating the coupling frame or tender at the centre of
the wheel bases of the engines-substantially-as-described..
4th The means substantially as herein shown and described of attaching the
coupling frame or tender to a pair of engines whereby an elastic connection-between
-the-two.engines_and_the_tender is formed for taking up the shocks in buffing and
shunting as set forth with reference to Figs 1,2, 5, 11-and-12-of-the-
Drawings.
5. The general arrangement of parts substantially as described and shewn with
reference to Figs 6, 7, 8 and 9 Sheet I and Figs 13, 14 and 15 Sheet II of the
Drawings whereby the line of draught is brought down between the two engines to
the level of the centre of the driving wheels as and for the purpose set forth.
6. The means herein shown and described for preventing the "jumping" of the
engines such means consisting of the spiral springs arranged and operating, as
set forth with reference to fig 13, Sheet II of the drawings.