IMPROVEMENTS IN LOCOMOTIVE ENGINES AND CARRIAGES AND IN THE MODE OF COUPLING THE SAME TOGETHER
Year: 1869

page_text: LETTERS PATENT to Robert Francis Fairlie, of Victoria Chambers,
Westminster, in the County of Middlesex, Engineer, for the
Invention of "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND CARRIAGES AND
IN THE MODE OF COUPLING THE SAME TOGETHER."
Sealed the 26th October 1869, and dated the 17th August 1869.
PROVISIONAL SPECIFICATION left by the said Robert Francis Fairlie
at the Office of the Commissioners of Patents, with his Petition,
on the 17th August 1869.
I, ROBERT FRANCIS FAIRLIE, of Victoria Chambers, Westminster,
in the County of Middlesex, Engineer, do hereby declare the nature
of my said Invention for "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND
CARRIAGES AND IN THE MODE OF COUPLING THE SAME TOGETHER," to be as
follows:-
This Invention relates, firstly, to improvements in the manner of
supporting and coupling up one end of a long carriage or waggon to a
locomotive engine, and so disposing not only this superincumbent
weight of the locomotive itself but of the additional weight of the.
carriage or waggon end on its wheels that these shall be equally loaded

page_text: at all times and under all circumstances of working with or without
the carriage or waggon.
Secondly. To a method or methods of supplying steam from a single
or double boiler to one or more cylinders or pairs of cylinders which
drive the wheels of a frame swivelling or partly revolving on a centre
pivot under the boiler, the whole forming a locomotive engine on the
bogie principle. Also to a method or methods of removing the spent
or exhaust steam to the chimney for increasing the draught of the boiler
fire.
Thirdly. To a method of coupling up long carriages together with the
smallest number of wheels, these being so placed in swivelling or bogie
frames that curves of the smallest radii can be passed with ease.
The first part of these improvements consist in removing the bogie cr
swivelling centre which is usually placed central between the wheels
of the engine to a point at or near either end of the engine, such bogie or
swivelling centre in this position serving the purpose of hauling and at
the same time of supporting one end of a platform of a carriage or
waggon. By placing the bogie or swivelling centre at either end, as above
described, I obviate the necessity for a bogie or swivelling, driving, or
carrying frame under the boiler whilst the locomotive is at liberty to
swivel on curves or reverse curved without requiring the employment of
flexible steam and exhaust pipes. In addition to this advantage an
equal distribution of the weight both of the boiler, water tanks, fuel
bunkers, and carriage, or waggon (when supported on either end of the
engine) is obtained on the wheels of the locomotive when it is employed
either as a combined engine and carriage, or wagon, or both, or when it
is separated from either one or the other and employed as an ordinary
engine. If the locomotive be built so that each wheel shall have on it
an equal proportion of the total weight before the carriage is attached, it
follows that when the carriage is attached the wheels must be unequally
weighted to the extent of the additional weight of the carriage or wagon,
and vice versa. Now to obviate this I construct the engine frame in the
ordinary manner, but I arrange the boiler, water tanks, and bunkers
thereon so. that they can be readily moved on the frame backwards or
forwards, as herein-after more fully described, to the extent of equalizing
the weight on the engine wheels, whether the carriage or waggon be
attached or detached, so that when the locomotive is working with the
carriage attached its wheels will remain equally weighted, or when,

page_text: working without the carriage the wheels will remain likewise equally
weighted, and the injurious effects of an unevenly balanced engine under
any circumstances of working are entirely removed. The bogie or engine
frame is made with its engines and gearing complete. The boiler is then
placed over and resting on the top of the frame by means of angle iron
brackets rivetted along each side of the fire-box; a belly strap also
fastened and fixed on the framing supporting and fitting the under part of
the barrel of the boiler about midway of its length, and angle iron
brackets rivetted on each side of the smoke box similar to those on the
fire-box. The framing is planed on its top side and angle iron brackets
also planed level may, if the box be narrow, be rivetted inside of the frame,
but if of the usual width outside such frame. The bearing angle iron
bracket on the boiler and the supporting angle iron brackets on the
frame may be simply planed level surfaces, so as to slide one on the other,
but in the event of this requiring too much power to make the boiler
slide easily on the frame then the angle iron brackets on the fire-box
may be fitted with small friction rollers and spindles, the rollers fitting
and resting on the angle iron brackets on the frames, which may be
grooved to receive them or left plain. The smoke box end may also be
fitted with friction rollers in a similar manner, or left with planed
surfaces only; thus the boiler and water tanks if fitted to the sides or
over the boiler rest on a series of friction rollers at each end or on one
end only, thereby enabling the easy shifting of the position of the boiler
backwards or forwards on the engine frame. When the boiler has been
placed in its position for working under any of the circumstances
described either the fire-box or smoke box end may be locked by means
of a rack and rachet on the frame or other suitable means to prevent
the boiler shifting its position of itself thro' concussion or other
sudden stoppage, while the other end is left free to expand in the
usual manner of locomotive boilers. To prevent the boiler lifting by
reason of any concussion or sudden stoppage a slot is cut in the frame some
distance below the angle iron bracket on which the boiler rests, and the
upper side of this slot (which may be any width considered most desirable)
must be parallel to the surface of these angle iron brackets; brackets
or studs are then bolted through the slot on to the fire-box sides, this
being the end usually left free to accomodate the expansion of the
boiler in steam, the same being made to fit easily the upper side of the
slot, and thus the boiler is fixed, and any tendency to upward movement
is entirely removed, whilst at the same time it is free (when the locking

page_text: gear is removed) to be shifted backwards or forwards at discretion. The
water tanks if fitted on the boiler will of course move with it, but
should these be fitted on the frame independently of the boiler then a
similar contrivance may be used to make these move backwards or
forwards also. The main bearing of the carriage or waggon frame is
on the swivelling or bogie centre, but there are also brackets fixed on
the engine frames at each side of the main bearing which have brass
rubbing pieces fitted with rubber or other elastic medium underneath
them. A circular steel disc plate is fitted to the under side of the carriage
or wagon platform in the proper position to bear on these brass rubbing
pieces, and thus the carriage end is supported at all times on three
points, whether on a curve, reverse curve, or straight line. There is also
provided under the centre bearing a cushion of india-rubber or other
elastic medium placed under a steel washer on which the carriage rests,
in order to prevent jars or jolts of any kind. Steel springs or any
other substance giving the required elasticity may be used instead of

page_text: point where they are fixed to the swing beam, then the auxilliary wheels
are lifted and the entire weight of one end of the carriage will rest on
the swing beam, which in its turn rests on a bearing at or near the
centre of the engine, round which centre it is free to swivel horizontally.
The locomotive will revolve on the swing beam centre to the extent
allowed by the sides of the fire-box or the greatest projection of the
engine at the fire box end within the shafts of the carriage. This will
be found in practice sufficient to allow the combined engine and carriage
to pass freely round curves of 100 feet radius.. The swing beam for
additional support can be made to rest and slide on bearings fixed on the
main frames of the engine whether it be made to pass through a
slot cut in the frame or over it. The outer ends of the swing beam may
be left straight so that the shafts of the carriage could be fixed to the
under side, or they may be so bent downwards outside the engine frame
that the shafts of the carriage may rest on them when fixed in their
places; the objects are to get the weight of one end of the carriage as
central on the engine as possible, to afford facility for the engine
swivelling to suit curves or reverse curves, and at the same time to
permit the locomotive to be readily detached from the carriage and to be
used as an ordinary engine.
According to the second head of my Invention I propose to convey
the steam for propelling the engine to the cylinders, by means of a
branch pipe which is jointed at its upper end to the end of the fixed
steam pipe, and is also jointed at its lower end to the steam chest,
provision being also made for the elongation or telescopic movement
of the branch pipe, which is thus free to oscillate or vibrate to suit the
swivelling action of the bogie on which the cylinders are fixed. The
exhaust steam is conveyed back to the smoke box by a somewhat similar
arrangement.
According to another method I convey the steam for propelling the
engine into the swivelling centre of each bogie, and thence by direct
rigid pipes to the steam chamber of each cylinder; I also propose to re-
convey the steam after it has performed its function back to an outer
chamber in the swivelling centre, the same being distinct and separate of
course from the inward steam chamber, and taking it thence direct to
the smoke box, where it is utilized for creating a strong draught in the
fire of the boiler in the usual manner, or tho exhaust steam may be
conveyed back through the centre passage of the bogie, and the inlet
steam thro' the outer chamber above referred to.

page_text: According to the third part of my Invention I take a steam carriage
with a vertical or horizontal boiler and remove the trailing bogie truck
to a given distance beyond the end of the carriage, which, together
with the carriage that is to be coupled, is rounded at the ends to suit
the angle made by the two carriages (on the smallest curve it is intended
they shall work round,) so that it will rest on a centre pivot placed
directly over and in the centre of the axle of the bogie truck nearest
to it. The carriage to follow is similarly constructed and coupled up to
a centre pivot placed central over the remaining axle. The circular
ends of each carriage are so arranged that when the carriages are
travelling from a straight line on to the smallest curve intended to be
worked, they shall as it were roll round each other, always leaving the
same distance (about an inch) between the carriages that exists when
they are on the straight. The trailing end of the second carriage rests on
an ordinary 4 or 6 wheeled bogie truck, I thus obtain the combination
of a leading bogie truck carrying the engines and boiler and one end
of the first carriage; a middle bogie truck carrying the rear end of the
first and leading end of the second carriage; and a bogie truck carrying
the rear end of the second carriage. In this manner two long carriages
of say 50 feet each can run with ease round curves of less than 50 feet
radius, other long carriages may be attached to the two first in a similar
manner, the number depending on the power of the engine and the
length of the 50 feet curve to be traversed at one time. The bogie
trucks carrying the ends of two carriages may have 4, 6, or 8 wheels as
desired; if a 6 or 8 wheeled bogie truck be used then the pivotting
centre of each carriage end would be midway between each 4 wheels,
and so on.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Robert Francis Fairlie in the Great Seal Patent
Office on the 17th February 1870.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ROBERT
FRANCIS FAIRLIE, of Victoria Chambers, Westminster, in the County of
Middlesex, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Seventeenth day of August, in the year of

page_text: our Lord One thousand eight hundred and sixty-nine, in the thirty-third
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said Robert Francis Fairlie, Her special license that
I, the said Robert Francis Fairlie, my executors, administrators, and
assigns, or such others as I, the said Robert Francis Fairlie, my execu-
tors, administrators; or 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
LOCOMOTIVE ENGINES AND CARRIAGES, AND IN THE MODE OF COUPLING THE SAME
TOGETHER," upon the condition (amongst others) that I, the said Robert
Francis Fairlie, my executors or administrators, by an instrument in
writing under my hand and seal, should particularly describe and ascer-
tain the nature of the said Invention, and in what manner the same
was to be performed, and cause the same to be filed in the Great Seal
Patent Office within six calendar months next and immediately after the
date of the said Letters Patent.
NOW KNOW YE, that I, the said Robert Francis Fairlie, do hereby
declare the nature of my 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 accom-
panying Drawings and to the letters and figures marked thereon, that is
to say:
My said Invention relates, firstly, to improvements in the manner of
supporting and coupling up one end of a long carriage or wagon to a
locomotive engine, and to so disposing the superincumbent weight on
its wheels that these shall be equally loaded at all times and under all
circumstances of working.
Secondly. To a method or methods of supplying steam from a fixed
boiler of a locomotive to one or more pairs of engines which drive the
wheels of a swivelling frame working on a centre pivot under the boiler,
and to the method of removing the spent or exhaust steam to the
chimney for increasing the draught of the boiler fire.
Thirdly. To the method of coupling up long carriages together with
the smallest number of wheels, these being so placed in swivelling
or bogie frames that curves of the smallest radii can be passed with
ease.

page_text: And in order that my said Invention may be fully understood I shall
now proceed more particularly to describe the same, and for that purpose
shall refer to the several Figures on the annexed Sheets of Drawings,
the same letters of reference indicating corresponding parts in all the
corresponding Figures.
Figure 1 (Sheet 1) of my Drawings represents an outline elevation of
an engine attached to a carriage according to the first part of my said
Invention, and shows also a method of moving the boiler on the
framing for the purpose of equalizing the weight on the wheels when
attached to or detached from the carriage, which may be coupled to
either end of the engine, as shown in the Drawings. Figure 2 is a
corresponding plan of the engine and part of a carriage coupled thereto,
showing the angle it will assume on a curve of about fifty feet
radius. Figures 3 and 4 represent respectively a transverse section of
the engine taken through the fire-box and smoke box in order to
illustrate the mode of supporting the moveable boiler upon the engine
framing.
The improvements under the first head of Invention consists in
removing the bogie or swivelling centre, which is usually placed in the
centre between the wheels of the engine to a point or points at or near
either end of the engine, as shown at A, A, such bogie or swivelling
centres in this position serving the purpose of hauling and at the same
time of supporting one end of a platform B of a carriage or wagon C.
In this manner the engine is permitted to swivel to suit curves or reverse
curves in a precisely similar manner as now obtained by means of the
horizontal boiler with the carrier frame supported on the bogie centre
midway between the wheels, but which necessitates flexible steam and
exhaust pipes, and the vertical boiler fixed to the engine frame, which
vertical boiler forms its own bogic or swivelling centre, but by placing
the bogie or swivelling centre A at either end, as above described, the
engine is at liberty to swivel without requiring the employment of
flexible steam and exhaust pipes by reason of this radial or swivelling
action of the engine. In addition to the advantage of having a swivel-
ling engine with horizontal boiler without requiring radial steam and
exhaust pipes, I also obtain an equal distribution of the weight both of
the boiler, water tanks, and fuel bunkers, and the end of the carriage or
waggon when supported on either end of the engine on the wheels of
the latter, either when it is employed as a combined engine and carriage

page_text: or wagon, or when the engine is separated from the carriage or wagon,
and employed as an ordinary engine to draw vehicles which are entirely
supported on their own wheels. For this purpose I adjust the position
of the boiler and tanks on the engine frame in the manner herein-after
more particularly described, so that the equal distribution of the weight
thereof may be maintained on the wheels.
It is found on lines with limited means that it would be an advantage
to be able to readily detach the engines from the carriages, in order that
the former may be employed for shunting or marshalling trains or for
taking occasional trains of merchandize only without passengers; and
the object of this part of my present Invention is to materially increase
the facilities by which this detachment can be effected with a minimum
disturbance of the parts of the locomotive engine. For this reason I
carry the bogie or swivelling centre to either end of the engine. When
the bogie or swivelling centre is carried to either end of the engine, and
the end of a long carriage or wagon frame is supported thereon, and
when the superincumbent weight on the engine frame, namely, of the
boiler tanks and bunkers, bears equally on all the wheels of the engine,
then if the carriage or wagon frame be coupled up to the engine there
will evidently be precisely this additional weight thrown on those wheels
of the engine nearest. to the swivelling centre, and the consequence
will be an engine unequally loaded on its wheels. The engine will con-
sequently be rendered unsteady, and a considerable amount of vertical
oscillation will be produced in that end of the engine nearest the
carriage with a corresponding uneven and uncomfortable motion in the
carriage itself, whilst at that time the permanent way, as well as the
engine, would be greatly injured and unequally worn.
Now, although the advantages gained by the above described arrange-
ment are great, yet without some arrangement for equalizing and
properly balancing the weights on the wheels the resulting disadvantages
would outweigh them. These disadvantages are, however, overcome in
the following manner:-I construct the engine frame D in the ordinary
manner, but I arrange the boiler, water tanks, and bunkers thereon so
that they can be readily removed on the frame backwards or forwards,
as herein-after more fully described, to the extent of equalizing tho
weight of the carriage on the engine wlicels when it is attached or
detached, so that when the locomotive is working with the carriage
attached the wheels will remain equally weighted, or when working

page_text: without the carriage the wheels will remain likewise equally weighted,
and the injurious effects of an unevenly balanced engine under any
circumstances of working are entirely removed. The bogie or engine
frame D is made with its engines and gearing complete; the boiler E
is then placed over and resting on the top of the frame by means of
angle irons a, a (Figure 3), rivetted along each side of the fire-box, such
angle irons being planed on their under surface, and resting upon other
planed angle irons b, b, rivetted to the frame D. A belly strap may
also be used if found necessary fastened and fixed on the framing so as
to support and fit the under part of the barrel of the boiler about mid-
way of its length. Angle irons c, c, (Figure 4) are also rivetted on each
side of the smoke box similar to those on the fire-box, and rest upon
planed angle irons d, d, rivetted' to the main framing. The framing D
is planed on its top side, and the angle irons b, b, also planed level may
(if the fire-box be narrow) be rivetted inside the frame, as shewn in
Figure 3, but if the fire-box be of the usual width then the angle irons 6
will be rivetted outside the frame. The angle irons supporting the fire-
box and smoke box may either be allowed to slide one over the other
along their planed surfaces, as shewn in Figures 3 and 4, or if in the
event of too much friction being thus produced they may have anti-
friction rollers interposed between them, as shewn at e, e, Figures 5, 7,
and 8, the angle iron brackets on the frame being grooved to receive
the rollers or left plain, as desired. Thus the boiler and the water tanks,
which may be fitted to the sides or over the boiler, rest either on smooth
surfaces or upon antifriction rollers at each end, whereby the position of
the boiler cither backwards or forwards, may be readily changed on the
engine frame at pleasure.
The boiler may be moved along its sliding or rolling bearings by
means of a lever or a ratchet, or by two screws f, f, as in Figures 1, 2,
and 3, or by a single central screw f¹ placed on the top of the foot plate,
as shewn in Figures 5 and 6, or by any other simple contrivance, the
essential feature of this part of my Invention being the ready shifting
of the position of the boiler and tanks to suit the circumstances of the
engine when working with or without the weight of the carriage, and
thus providing the means of equally distributing the weight on the
wheels of the engine at all times. When the boiler has been placed
in its position for working under any of the circumstances described,
either the fire-box or smoke box end may be locked by means of a

page_text: rack and ratchet on the frame, or by any other suitable means in order
to prevent the boiler from shifting its position of itself through con-
'cussion or other sudden stoppage, but the other end of the boiler should
be left free to expand in the usual manner of locomotive boilers.
With
a view to prevent the boilers from lifting by reason of any concussion
or sudden stoppage, a slot g (Figure 7) is cut in the frame D some
distance below the brackets or angle irons which support the fire-box,
the upper side of this slot which may be of any width considered most
desirable must be parallel to the surface travelled over by the sliding
angle irons or antifriction rollers, as the case may be. Brackets or
studs h, h, are then bolted through the slots on to the fire-box sides, the
same being made to fit easily against the upper sides of the slots, and
thus the boiler is fixed and any tendency to upward movement is
entirely removed, whilst at the same time it is free when the locking
gear is removed to be shifted backwards or forwards at discretion. The
water tanks if fitted on the boiler will of course move with it, but should
these be fitted on the frame of the engine then a similar contrivance
may be used to render these also easily moveable backwards or forwards.
"The gearing to be employed in moving the tanks or the boiler either
together or separately formis no part of my Invention, and may be varied
according to requirement. The coupling of the carriage or wagon to
either of the swivelling centres is effected by a pin passing through the
foot plate, carriage frame end B, and carriage end bearer as shewn clearly
in Figures 1, 2, 5, and 6 somewhat similar to the arrangement now
usually employed for coupling up tenders to engines, thus the coupling
or uncoupling would be effected in the same simple and easy manner,
whilst the engine is left free to swivel to one quarter of a circle without
interfering with the carriage or wagon attached to it.
bearing of the carriage or wagon frame rests on the swivelling or bogie
centre, but there are brackets i, i, (Figures 2 and 9) fixed on the engine
frames at each side of the main bearing at A, which have brass rubbing
pieces fitted with rubber or other elastic medium k underneath them,
a circular or other shaped steel plate (Figure 9) if fitted to the under
side of the carriage or wagon platform in the proper position to bear on
these brass rubbing pieces, and thus the carriage end is supported at all
times on three points, whether on a curve, reverse curve, or straight line.
There is also disposed under the centre bearing at A a cushion of rubber
or other elastic medium m, a steel washer being placed upon the
cushion on which the carriage rests to prevent-jars or jolts of any kind;
The main

page_text: -be substituted for india-rubber. In order to facilitate turning the
carriage at stations and other places where necessary, I make the
trailing bogie moveable beneath the carriage body, from end to end of
which it may be traversed by a rack and pinion or any other convenient
method; it is fixed in position by a double ratchet. The engine is
attached to the other end of the carriage which is then ready for starting
in an opposite direction.
Figures 10 and 11 (Sheet 2 represent respectively in elevation and
plan another mode of coupling up a long carriage or wagon to an engine
with a horizontal boiler. The engine frame D is made in the usual
manner with the cylinders placed either inside or outside, and may have
four, six, eight, or more wheels, all of which may or may not be coupled
together. The boiler E will be fixed on the engine frame in the ordinary
manner. The bogie or swivelling centre A may be central between all
the wheels, as shewn in the Drawings, or it may be placed out of the
.centre; it must, however, be within the length of the cylindrical part
of the boiler. A strong swivelling beam F is made to pass across the
engine over or through a slot cut in the main frame D, and underneath
the barrel of the boiler, having a part projecting downwards on its centre
which fits into and swings easily in the swivelling centre A of the
engine, the motion resembling to some extent that of an ordinary
whippletree. The ends of this beam extend some distance beyond the
engine frame, and will be clear of all the working parts of the engine.
I thus obtain an engine with all its parts fixed like an ordinary loco-
motive, excepting as regards the swivelling beam F across its centre. The
carriage or wagon bearing frame B is made with the outside girders
continued beyond what would be the end of the carriage, in a manner
somewhat similar to the shafts of an ordinary cart. Supposing the
carriage C to be resting on its bogie truck G at one end and its
temporary pair of wheels at the other end with the projecting shafts, and
the locomotive before described to be backed in between the shafts of
the carriage until these come to the point where they are fixed to the
. swivelling beam, then the auxilliary wheels are lifted and the entire weight
of one end of the carriage will rest on the swivelling beam F, which in
its turn rests on a circular horizontal bearing at or near the centre of
the engine. The carriage frame will be coupled to the swivelling beam
by strong pins. The locomotive will revolve on the swivelling beam

page_text: centre at A, to the extent allowed by the sides of the fire-box or the
greatest projection of the engine at the fire-box end within the shaft of
the carriage. This will be found in practice sufficient to allow the com-
bined engine and carriage to pass freely round curves of one hundred feet
radius. The swivelling beam F for additional support can be made to
rest and slide on bearings fixed on the main frame of the engine, whether
it be made to pass through a slot cut in the frame or to pass over such
frame. The outer ends of the swivelling beam may be left straight, so
that the shafts of the carriage could be fixed to the under side thereof,
as shewn in Figures 12 and 13, or they may be so bent downwards
outside the engine frame that the shafts of the carriage may rest on the
top of them when fixed in their places, as shewn at Figures 14 and 15.
The object is to get the weight of one end of the carriage as central in
the engine as possible to afford facility for the engine swivelling to suit
curves or reverse curves, and at the same time to permit the locomotive
to be readily detached from the carriage, and to be used as an ordinary
locomotive when required.
In carrying out the second head of my Invention I convey the steam
for propelling the engine to the cylinders by means of a pendulous
branch pipe, which is jointed at its upper end to the end of the fixed
steam pipe, and is also jointed by a universal or ball-and-socket joint
to the steam chest, provision being made for the elongation or telescopic
action of the branch pipe, by allowing its lower end to slide freely in a
stuffing box on the ball joint. Thus the said steam branch pipe is free
to oscillate or vibrate and to expand or contract longitudinally so as to
suit the various movements of the bogie on which the cylinders are
fixed. The exhaust steam may be conveyed back to the smoke box by
a somewhat similar arrangement.
According to another method I convey the steam for propelling the
engine into the swivelling centre of each bogie, and thence by direct
rigid pipes to the steam chamber of each cylinder. I also reconvey the
exhaust steam after it has performed its function back to an outer
chamber in the swivelling centre, such chamber being distinct and
separate of course from the steam chamber through which the live
steam passes to the cylinders, and I take it thence direct to the smoke
box, where it is utilized for creating a strong draught in the fire of
the boiler in the usual manner; or I convey the exhaust steam back
through the central passage or chamber in the swivelling centre of the
:

page_text: bogie, and take the inlet or live steam from the boiler through the
outer chamber or passage above referred to.
;
Figure 16 (Sheet 3), represents a sectional elevation, and Figure 17 a
sectional plan of the arrangement of pendulous steam pipe herein-before
referred to. A is the smoke box end of the boiler; B, the fixed steam
pipe and C, the pendulous branch pipe, which is connected or jointed
to the fixed steam pipe by the intervention of the hollow stud D bolted
to the boiler plate and turned cylindrical on its outer surface. On to this
cylindrical surface there is accurately fitted a metalT piece or socket E,
provided with internal packing rings a, a, for the purpose of making a
steam-tight joint; F is a metal disc which is screwed on to the end of
the hollow stud D, and bears against the outer edges of the socket picce E
which it thus keeps in position on the hollow stud. A branch or nozzle is
cast on the socket piece E, into which the upper end of the pendulous branch
pipe C is fixed, the lower end of such pipe being free to slide telescopically
inside the socket piece G of the ball-and-socket joint H formed on the steam
chest I. This ball-and-socket joint is made steam-tight by flexible split
rings b, b, of brass or other metal bored to fit the ball on their inner side
and turned conical on their outer circumference, such rings being
tightened up by forcing down an outer conical ring c, c, by means of
screws d, d, which pass through the fixed cover plate e. A stuffing box
and gland at f serve to keep the sliding joint of the branch pipe C
steam-tight, the said stuffing box being filled with metallic or other
packing. It will thus be obvious that the branch pipe C is free to
oscillate and accommodate itself to all the movements of the cylinders
on the bogie.
Figures 18 and 19 represents two vertical sections taken at right
angles to each other of another form of steam pipe connection, arranged
to convey the steam from the boiler A to the cylinders through the bogie
centre D. The steam is taken from the dome on the top of the boiler
by the fixed pipes B, B, connected to the upper end of the hollow bogie
centre D, through which it passes to the lower end. This end is turned
parallel or cylindrical on its outer circumference, and is fitted with
packing rings a, a, similar to those described in reference to Figures 16
and 17. The T head or socket piece E of the steam pipe C leading
direct to the cylinders is bored to fit the lower end of the hollow bogie
centre D, and is secured by a plate F bolted to the end of the bogie
centre. The exhaust pipe K is carried to the bogie centre, and is con-

page_text: nected thereto by the annular casting L, such casting embracing the
bogie centre, and being made steam-tight thereon by packing rings a, a,
similar to those of the steam pipe. The steam then passes through the
annular chamber M and passages N into a pipe O, leading to the smoke
box and thence into the blast pipe as in an ordinary engine. The red
arrows in these Figures indicate the course of the live steam, and the
black arrows that of the exhaust steam.
Figures 20 and 21 represent sectional views of another arrangement
by which the exhaust steam escapes more directly than in Figures 18
and 19. It enters the lower end of the bogie centre D from a bent pipe
K leading from the cylinders, passes through the hollow bogie centre to
the upper end, and branches off to the smoke box by the pipe O, similar
to that shewn at Figure 18. The steam is taken from the dome on the
top of the boiler A. by the fixed pipes B, B, to the upper part of the bogie
centre, and proceeds through the passages N in connection with the
annular chamber M disposed in a similar manner to the exhaust: passages
and annular chamber M in Figures 18 and 19. From thence the steam
passes into a pipe C leading to the cylinders. These pipes K and C are
allowed to revolve round the bogie centre, being made steam-tight by
packing rings a, a, of brass or other metal.
N
Figure 22 represents a sectional elevation, and Figure 23 a plan of an
engine and two carriages on a curve coupled together in accordance
with the third head of my said Invention, which has for its object the
obtaining the largest carrying capacity possible with the smallest possible
weight, whilst affording the same facilities for the passage of sharp
curves as are now given by the steam carriage alone.
In carrying out this part of my Invention I take a steam carriage
with a vertical or horizontal boiler, or a separate carriage C alone, as
shewn in the Drawings, and remove the trailing bogie truck D to a given
distance beyond the rear end of the carriage (which, together with the
carriage C¹ that is to be coupled, is rounded at the ends to suit the angle
made by the two carriages on the smallest curve it is intended they shall
work round), so that it will rest on a centre pivot d placed directly over
and in the centre of the axle of the bogie truck D nearest to it. The
projecting or circular part of the carriage must not extend beyond one
inch from the centre of the bogie truck when the carriages are on a
straight line. The carriage C₁ to follow is similarly constructed and.
coupled up to a centre pivot d' placed central over the remaining axle

page_text: of the bogie truck D. The circular ends of each carriage are so arranged
that when the carriages are travelling from a straight line to a line with
the smallest curve intended to be worked, they shall as it were roll round
each other, always leaving the same distance (namely about one inch)
between the carriages that exists when they are on the straight. The
trailing end of the second carriage C¹ rests on an ordinary four or six
wheeled bogie truck D'. I thus obtain the combination of either a leading
bogie truck carrying the engines and boiler and also one end of the first
carriage or an ordinary engine frame (as shewn in the Drawings) supporting
one end of the leading carriage on a swivelling centre with a middle
bogie truck D carrying the rear end of the first and leading end of the
second carriage, and a bogie truck D' carrying the rear end of the
second carriage. In this manner two long carriages of, say, fifty feet
each can run with ease round curves of less than fifty feet radius.. Other
long carriages may be attached to the two first in a similar manner, the
number of carriages depending on the power of the engine and the
length of the fifty feet curve to be traversed at one time. The bogie
trucks carrying the ends of two carriages may have four, six, or eight
wheels as desired, if a six wheeled bogie truck be used then the pivotting
centre of each carriage end would be midway between each four wheels,
and so on.
Having now described and particularly ascertained the nature of my
said Invention, and the manner in which the same is or may be used
or carried into effect, I would observe in conclusion that what I consider
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. The supporting of one end of a long carriage or wagon frame
on the end of a locomotive engine frame when the weight on the wheels
of such engine is rendered adjustable for the purpose herein-before
described.
Second. The so constructing a locomotive engine that the position of
the boiler, water tanks, and coal bunkers, or any of them is capable of
adjustment longitudinally along the framing for the
purpose herein-before
described.
Third. The coupling of one end of a long carriage or wagon framing
with the two extremities of a swing or swivelling cross beam turning on
a centre or pivot at or near the middle of the engine framing for the
purpose herein-before described..

page_text: Fourth. The construction and use of a pendulous telescopic branch
steam pipe in combination with engine cylinders carried on a swivelling
bogie for the purpose herein-before described.
Fifth. The passage of the steam to and from the cylinders of a loco-
motive engine through a swivelling bogie centre provided with suitable
thoroughfares therein for the purpose herein-before described.
Sixth. The peculiar construction and arrangement of hollow bogie
centres for the passage of the live and exhaust steam therethrough on
its way to and from the cylinders, as herein-before described and illus-
trated by my Drawings.
Seventh. The supporting the two contiguous ends of an engine and
carriage, or of two carriages on one bogie truck for the purpose herein-
before described.
In witness whereof, I, the said Robert Francis Fairlie, have to this
my Specification set my hand and seal, the Ninth day of February
One thousand eight hundred and seventy.
ROB. F. FAIRLIE. (L.S.)