Improvements in Railway Trucks for the Transport of Animals.
Year: 1896

page_text: Date of Application, 3rd Mar., 1896
Complete Specification Left, 6th Nov., 1896-Accepted, 2nd Jan., 1597
PROVISIONAL SPECIFICATION.
Improvements in Railway Trucks for the Transport of Animals.
I, EUGRAPHUS RYKOVSKOFF of Kalugasche Pforte, Hans Gaiden, Moscow,
Russia, Engineer, do hereby declare the nature of this invention to be as
follows:-
My invention relates to two storied trucks for the conveyance of animals.
Hitherto such two storied trucks have only been used for conveying smaller cattle
and not for the conveyance of horned cattle and horses.
In constructing two storied trucks for larger animals, it is requisite to lower the
floor of the lower storey to a level below the axles of the wheels and also to raise
the roof of the truck, to such an extent as to provide a height of stall of about
6 ft. 3 in. for each storey, which will allow of the transport of the largest oxen.
Medium sized horses could also be conveyed in trucks of such dimensions. For
larger horses one compartment of the upper story, could have the portion of the
roof above the feed troughs raised a sufficient height, which could be done without
exceeding the prescribed limitation of height.
The accompanying drawings shew two forms of trucks constructed according to
this invention.
Figure 1 is a half longitudinal section and Figure 1 a half side elevation of
one form of truck, Figures 2 and 2 being half sectional plans of same taken at
different levels and Figure 3 is a part end view and a part transverse section.
Figure 4 shews the mode of fixing the separating boards.
Figure 5 is a part longitudinal section, Figure 5A a part longitudinal section and
part side elevation and Figure 5° a part side elevation of another form of truck,
Figures 6, 6 and 6" being part plans taken at different levels and Figure 7 is a
part end elevation and part transverse section.
Figure 8 shows the separating boards and their fixings.
Figures 9, 10 and 11 are respectively a transverse section, a longitudinal section
and a plan of one construction of the wheel frame or underframing, and
Figures 12, 13 and 14 are similar views of another form of the underframing.
Trucks of such construction can either be carried on two axles, as shewn at
Figures 1 to 4 of the accompanying drawings with a tare weight up to 11500 kilo-
grammes, and a gross load up to 24500 kilos., or on four axles, as at Figures 5
to 14 with a tare weight up to 18000 kilos. and a gross load up to 49000 kilos.
The construction of the truck body of both kinds is generally similar; they only
differ in the manner in which they are carried on the springs.
Each truck body consists of an iron framing Figures 2 and 6, within which the
lower storey is situated; on the iron framing is built a wooden casing. As the
construction of the ribs, the casing, as also the wheel frame, the axles and
the supports, are readily seen from the accompanying drawings I will not further
describe them but will proceed to the internal construction of the truck.
From Figures 1, 14, 3, 5, 5, and 7 it will be seen that the floor A of both kinds
of trucks is lower than the axles; the latter are enclosed by the food trough B,
which is arranged transversely of the truck so that the animals are arranged
longitudinally of the truck. The truck No. 1 with two axles Figures 1 to 4 has
in each storey, four compartments, in each of which three of the largest oxen or
horses, or four of mediuin size can be placed.

page_text: Tour axles, Figures 5 to 7, has in each story, six such
compartments.
In this way it is possible to transport 24 to 30 cattle in truck No. 1, and from
36 to 18 in truck No. 2. In addition there is in the upper storey of each truck a
claaniler C Figures 1, 24, 54, and 6, for the attendants; these chambers have cach
four doors, two D leading to the outside, and two doors D' leading to the interior
of the truck. In the floors of these chiamhers are formed the opening leading
to the lower storey, through which the attendants can observe the cattle in the
latter. Into the chamber fend external steps formed of iron loops 6, Figures 155
The number of doors in truck No. 1 is seven on each side; in truck No. 2 there
are eight. Ench compartment has its own door in the upper storey of truck No. 1;
in the lower storey on the other hand the middle compartments have a cominon
door. In both stories of truck No. 2 only the outer compartments have separate
doors; all middle compartments have only one door for two compartments.
Consequently for the separation of the compartments with common dours, there
are provided on these, transverse boards G, Figures 4 and 8, the mode of fixing
which is shewn clearly on the drawing. These transverse boards are only
required when conveying horses; when conveying cattle they can be dispensed
with.
Above the food trough B common to two compartments are transverse partitions
extending right across the truck, and consisting of beams cand boards d; to the
former are fixed rings e for the attachment of the animals, ns shown at
Figures 1, 3, 6, 54, and 7.
For ventilating the truck openings Figures 14, 3, 5, 5" and 7, are provided in
the doors; in addition there are provided over the food trough B, gratings g, with
circular openings instead of solid sides. The form aud size of the openings can of
course vary, but they should be such that their aggregate area is not less than
33 per cent. of the entire surface of the grating. The gratings are arranged to open
if necessary, and the openings are provide with doors which can he more or less
opened downwanls; the gratings consist of two plates of which the one is lixed
while the other can he slid to one side to an extent equal to the size of the
openings, so in the one position of this plate the openings are uncovered and in the
other they are closed.
Underneath the food trough B3 in the upper storey there are provided receptacles E
for storing the food. In truck No. 2, similar receptneles are also provided in the
lower storey, in the middle of the truck below the food truugh 13 as at Figure 4,
while at Figure 5 it is between the troughs, over the wheel frame.
Into these food receptacles the foud is introduced from the outside through the
openings, Figures 15 and 5.
The food for the animals is al-o introduced from the outside through openings i
Figures 1, 5, 54, through which an attendant can also enter the truck. These
openings are closed by gratings, which slide horizontally in grooves.
For hot countries it is necessary to construct the entire sides of the truck and the
doors ns gratings. On the drawing they are shewn solid.
For watering the animals water conduits are provided along the entire train,
consisting of pipes H Figures 1, 2, 3, 5 and 7, of which there are two provided
one on each side of each truck; the pipes of two contiguous trucks are connected
together by flexible hose 1, Figs. 14, 24, 5, and 6", with couplings j.
From these main pipes branch pipes K with cocks L lead the troughs 1.
One of the pipes H passing from the first truck to the engine tender, and situated
at the side of the truck next the water erane, can be connected to the water crane
by means of a long hose M which has at its end a head piece N with clamping
stirrup and countchouc washer for watertight connection with the muzzle of the
crane, as indicated in dotted lines at Figures 1 3,5 and 7.
This arrangement enables the full pressure of the water supply tank to be
utilised.
It is therefore necessary in the case of those water cranes having funnels, to

page_text: provide the tanks of the water towers with special pipes for connection to the
junction N, so as to render the full pressure of the tank available for supplying
the troughs B. The ends of the pipes H projecting from the last truck of the
train, are provided with cocks P Figures 1 5", both for discharging the water
after the animals have been watered, and for discharging the air from the pipes
during the supply.
The main supply pipes must be well protected against freezing. In each truck
they are slightly bent upwards in the middle so that the outer ends are slightly
lower than the middles, whereby, on disconnecting the couplings j after watering
the animals the water will be discharged from the pipes H of each truck. In winter,
before the water is admitted to the pipes these should be heated by the introduction
of steam from the engine. The troughs B, after the food has been removed
therefrom, are filled with water through the branches K and cocks L; the water
that is not drunk is discharged through the pipes 7 with closing plugs m Figures 1,
2 24, 5, 54, 6 and 6^.
For removing the liquid dirt in the lower storey, openings n (Figures 2 and 6)
are provided in the flooring in the front part of the stalls. But the excrements
are removed through the scraping out or shovelling out holes o provided at the
ends of the stalls (Figures 2 and 6). Liquid dirt from the upper storey is
removed through the pipes p (Figures 1, 2, 5, 64, and 6") of which there
are two in each compartment. The dirt passes into these pipes by means of
channels or gutters provided in the flooring. In order to prevent liquid dirt from
penetrating through the flooring into the lower story, the ceiling of the lower
story is covered over throughout with an iron plate. The liquid dirt that may
trickle or ooze through the Hoor of the upper story on to this iron plate, will flow
into the same pipes p. The excrement from the upper story pass through the
holes o into the lower story, whence they are removed through the holes o
(Figures 2 and 6). These devices allow of the trucks being cleaned without
having to unload or disturb the cattle. For this purpose it is sufficient to open
the door slightly, and, after the holes o, o have been opened, to push the dirt
with scrapers into the said holes.
For loading and unloading the upper story it is indispensable that the existing
loading platform's should be raised to the same height as the said upper story.
The lower story can be loaded direct from the ground level with the aid of inclined
plank gangways.
To ventilate the truck when it is not loaded with cattle, the doors F must be
opened. For this purpose door stops q are fixed on the rails on which the doors
move. Each pair of doors which are connected together by means of the ordinary
staple-bolts Figures 14 and 5 with eyes or loops for the lock, are moved up to
these stops, with the exception of one door of the first story of truck No. 1 which
is held by itself in the same manner up against the stop.
In this position the doors are not able to move out of their positions during the
movement of the truck. Besides the ventilating of the truck when the doors are
open, the stability of the truck is increased, because by diminishing the surface
presented to the pressure of the side wind, the "wind area" of the truck is
diminished.
The buffer beams Q consisting of two longitudinals, bear with their ends upon
the uprights of the struts which are, for this object, suitably strengthened. The
buffers are of the usual construction.
The draw-gear consists of two vertical unequal-sided rocking beams R with
hooks and openings for the draw devices, two through-draw-bars S S' attached to
the ends of the rocking beams, and two springs T T which are compressed by the
draw bars S S' during the operation of the apparatus (Figures 125 and 6).
The rocking beams bear close up against the buffer beams, and bear with their
ends through the straps s s upon the tie or sling of the struts, and are capable of
moving through an angle corresponding to the smallest radii of the curves.
Parallel advance of the rocking beam is ensured by means of the guide angle

page_text: pieces which are rivetted to the rocking beams and are held by the clips
rivetted to the buffer beams. The entire weight of the rocking beam is transmitted
to this buffer beam by means of the said angle pieces t. The manner in which the
draw-springs T T are engaged by the draw bars, is clearly shown in the drawings.
The upper draw spring T and the draw bar S are arranged in the interior of the
flooring of the second story, while the lower spring T is situated under the floor of
the first story. The lower draw bar S' is guided by the strap e. The advantages of
draw mechanism of this kind are the following as compared with the draw
mechanism heretofore usually employed. With the present or ordinary arrange-
ment, when the train is started in the regulation way, the pull or tractive force of
the locomotive is, in the first moment of the movement of the train, transmitted
simultaneously to all the trucks of the train; this is extremely irrational, because
firstly, in wet weather this causes the engines to slip, that is to say, the wheels
turn, but the engine remains stationary. "Furthermore even in dry weather it is
extremely difficult for the engine to start the train, and finally, the draw gear of
the first truck behind the tender is subjected thereby to a very great strain.
Now with the arrangement herein described, the engine exerts its pull, at the
first moment of starting upon one truck only, or to speak more correctly, upon the
draw springs, because it is only after the springs have been compressed to some
extent, that the truck cau begin to move. The second truck likewise can only
move after some compression of its springs, which compression is produced by the
movement of the first truck. Consequently a certain interval of time must clapse
between the commencement of the movement of two adjacent trucks, so that to the
impulse which moves the first truck and which is exerted by the tractive force of
the locomotive, there also comes in aid thereto the momentum of the first truck;
this momentuin grows to be an appreciable force by the time of starting the fourth
and fifth trucks. This is an important feature first as regards the strength of the
draw gear of the rolling stock, and second, as regards the life of the tyres of the
wheels of the engine, apart from the fact that this arrangement of draw gear
obviates the slipping of the engine.
The brake is the ordinary one, and is not shown in the drawings because it does
not offer any novel feature. The brake rods are carried up to the middle of the
truck. The break is operated from the compartment for the attendants.
For the sake of completeness, two forms of construction of a special wheel frame
or underframing for truck No. 2 are shown in Figures 9 to 14.
Dated this 3rd day of March 1896.
ABEL & INRAY,
Agents for the Applicant.
Improvements in Railway Trucks for the Transport of Animals.
1, EUGRAPHUS RYKOVSKOFF, of Kalugasche Pforte, Haus Gaiden, Moscow,
Russia, Engineer, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described nud ascertained in
and by the following statement:-
My invention relates to two storied trucks for the conveyance of animals.
Hitherto such two storied trucks have only been used for conveying smaller cattle
and not for the conveyance of horned cattle and horses.
In constructing two storied trucks for larger animals it is requisite to lower the
floor of the lower storey to a level below the axles of the wheels and also to
raise the roof of the truck, to such an extent as to provide a height of stall of

page_text: abɔut 6 ft. 3 in. for each storey, which will allow of the transport of the largest
oxen.
Medium sized horses could also be conveyed in trucks of such dimensions.
For larger horses one compartment of the upper storey, could have the portion
of the roof above the feed troughs raised a sufficient height, which could be done
without exceeding the prescribed limitation of height.
The drawings accompanying my Provisional Specification shew two forms of
trucks constructed according to this invention.
Fig. 1 is a half longitudinal section and Fig. 1 a half side elevation of one form
of truck. Figs. 2 and 2 being half sectional plans of same taken at different
levels and Fig. 3 is a part end view and a part transverse section.
Fig. 4 shews the mode of fixing the separating boards.
Fig. 5 is a part longitudinal section, Fig. 5 a part longitudinal section and part
side elevation and Fig. 58 a part side elevation of another form of truck. Figs. 664
and 6 being part plans taken at different levels and Fig. 7 is a part end elevation
and part transverse section.
Fig. 8 shews the separating boards and their fixings.
Figs. 9, 10 and 11 are respectively a transverse section, a longitudinal section
and a plan of one construction of the wheel frame or underframing, and Figs. 12, 13
aud 14 are similar views of another form of the underframing.
Trucks of such construction can either be carried on two axles as shewn at
Figs. 1 to 4 of the drawings accompanying my Provisional Specification with a
tare weight up to 11,500 kilogrammes, and a gross load up to 24500 kilos., or on
four axles, as at Figs. 5 to 14 with a tare weight up to 18000 kilos. and a gross
lond up to 49,000 kilos.
The construction of the truck body of both kinds is generally similar; they only
differ in the manner in which they are carried on the springs.
Each truck body consists of an iron framing Figs. 2 aud 6 within which the
lower storey is situated; on the iron framing is built a wooden casing. As the
construction of the ribs, the casing, as also the wheel frame, the axles and
the supports are readily seen from the drawings accompanying my Provisional
Specification I will not further describe them but will proceed to the internal
construction of the truck.
From Figs. 1, 14, 3, 5, 54, and 7 it will be seen that the floor A of both kinds of
trucks is lower than the axles; the latter are enclosed by the food trough B, which
is arrauged transversely of the truck so that the animals are arranged longitudinally
of the truck. The truck No. 1 with two axles Figs. 1 to 4 has in each storey,
four compartiments, in each of which three of the largest oxen or horses or four of
medium size can be placed.
The truck No. 2 with four axles, Figs. 5 to 7, has in each storey, six such
compartiments.
In this way it is possible to transport 24 to 30 cattle in truck No. 1 and from 36
to 48 in truck No. 2. In addition there is in the upper storey of each truck a
chamber C Figs. 1, 2, 3 and 6^, for the attendants; these chambers have each
four doors, two D leading to the outside, and two doors D' lending to the interior of
the truck. In the floors of these chambers are formed the opening a leading to
the lower storey, through which the attendants can observe the cattle in the latter.
Into the chamber lead external steps formed of iron loops b, Figs. 1 54 5. The
number of doors F in truck No. 1 is seven on each side; in truck No. 2 there are
eight. Each compartment has its own door in the upper storey of truck No. 1; in
the lower storey on the other hand the middle compartments have a common door.
In both storeys of truck No. 2 only the outer compartments have separate doors; all
middle compartments have only one door for two compartments. Consequently
for the separation of the compartments with common doors, there are provided on
these transverse boards G Figs. 4 and 8, the mode of fixing which is shewn clearly
on the drawing. These transverse boards are only required when conveying
borses; when conveying cattle they can be dispensed with.

page_text: Above the food trough B compon to two compartments are transverse partitions
extending right across the truck, and consisting of beams e and boards d; to the
former are fixed rings e for the attachment of the animals, as shewn at Figs. 1, 3,
5,5 and 7.
For ventilating the truck openings / Figs. 1, 3, 5, 5° and 7 are provided in the
doors; in addition there are provided over the food trough B, gratings y, with
circular openings instead of solid sides. The form and size of the openings can of
course vary, but they should be such that their aggregate area is not less than
33 per cent. of the entire surface of the grating. The gratings are arranged to open
if necessary, and the openings are provided with doors which can be more or less
opened downwards; the gratings consist of two plates of which the one is fixed
while the other can be slid to one side to an extent equal to the size of the openings,
so in the one position of this plate the openings are uncovered and in the other
they are closed.
Underneath the food trough B in the upper storey there are provided
receptacles E for storing the food. In truck No. 2 similar receptacles are
also provided in the lower storey, in the middle of the truck below the food
trough B as at Fig. 54, while at Fig. 5 it is between the troughs, over the wheel
frame.
Into these food receptacles the food is introduced from the outside through the
openings, Figs. 15 and 5".
The food for the animals is also introduced from the outside through openings i,
Figs. 1, 5, 5, through which an attendant can also enter the truck. These
openings are closed by gratings, which slide horizontally in grooves.
For hot countries it is necessary to construct the entire sides of the truck and the
doors as gratings. On the drawing they are shewn solid.
For watering the animals water conduits are provided along the entire train,
consisting of pipes H Figs. 1, 2, 3, 5 and 7, of which there are two provided one
on each side of each truck; the pipes of two contiguous trucks are connected
together by flexible hose 1 Figs. 1, 2, 5, and 6", with couplings j.
From these main pipes branch pipes K with cocks L lead to the troughs B.
One of the pijes H passing from the first truck to the engine tender, and situated
at the side of the truck next the water crane, can be connected to the water crano
by means of a long hose M which has at its end a head piece N with clamping
stirrup and caoutchouc washer for watertight connection with the nozzle of the
crane, as indicated in dotted lines at Figs. 1, 3, 5 and 7.
This arrangement enables the full pressure of the water supply tank to be
utilised.
It is therefore necessary in the ease of those water cranes having funnels, to
provide the tanks of the water towers with special pipes for connection to the
Junction N, so as to render the full pressure of the tank available for supplying
the troughs B. The ends of the pipes H projecting from the last truck of the
train, are provided with cocks P. Figs. 14, 5, both for discharging the water after
the animals have been watered, and for discharging the air from the pipes during
the supply. The main supply pipes must be well protected against freezing. In
each truck they are slightly bent upwards in the middle so that the outer ends
are slightly lower than the middles, whereby, on disconnecting the couplings
after watering the animals the water will be discharged from the pipes
each truck. In winter, before the water is admitted to the pipes those should
be heated by the introduction of steam from the engine. The troughs B, after
the loud has been removed therefrom, are filled with water through the branches K
and cocks L; the water that is not drunk is discharged through the pipes with
closing plugs m Figs. 1, 2, 24, 5, 54, 6 and 64.
of
For removing the liquid dirt in the lower storey, openings n (Figs. 2 and 6) are
provided in the flooring in the front part of the stalls. But the excrements are
removed through the scraping out or shovelling ont holes o provided at the ends of
the stalls (Figs. 2 and 6). Liquid dirt from the upper storey is removed throuph

page_text: the train, and finally, the draw gear of the first truck behind the tender is subjected
thereby to a very great strain.
Now with the arrangement herein described, the engine exerts its pull, at the
first moment of starting upon one truck only, or to speak more correctly, upon the
draw springs, because it is only after the springs have been compressed to some
extent, that the truck can begin to move. The second truck likewise can only
move after some compression of its springs, which compression is produced by the
movement of the first truck. Consequently a certain interval of time must clapse
between the commencement of the movement of two adjacent trucks, so that to
the impulse which moves the first truck and which is exerted by the tractive force
of the locomotive, there also comes in aid thereto the momentum of the first truck ;
this momentum grows to be an appreciable force by the time of starting the fourth
and fifth trucks. This is an important feature first as regards the strength of the
draw gear of the rolling stock, and second, as regards the life of the tyres of the
wheels of the engine, apart from the fact that this arrangement of draw gear
obviates the slipping of the engine.
The brake is the ordinary one, and is not shewn in the drawings because it does
not offer any novel feature. The brake rods are carried up to the middle of the
truck. The brake is operated from the compartment for the attendants.
For the sake of completeness, two forms of construction of a special wheel frame
or underframing for truck No. 2 are shewn in Figs. 9 to 14.
Having now particularly described and ascertained the nature of this inven
tion and in what manner the same is to be performed, I declare that what I
claim is
1. The herein described improved construction of railway trucks for cattle and
horses, arranged in two separate stories.
2. In railway cattle trucks with two stories, arranging the floor of the lower
storey below the axles of the trucks, substantially as described.
3. In railway cattle trucks, the arrangement of permanent troughs in a transverse
direction, or parallel with the axles, so that the cattle are stalled in the direction of
the length of the truck, the said troughs being adapted to receive both food and
water, substantially as described.
4. In railway cattle trucks, the construction of the draw gear consisting of the
combination of rocking beams R bearing against the buffer beams, draw bars S S',
and springs T T, arranged and operating substantially as herein described with
reference to Figs. 1, 2, 5 and 6.
5. In railway cattle trucks the provision of a water service for supplying the
troughs and for other purposes, substantially as described.
6. In railway cattle trucks the arrangements herein described for storing the
fodder and for supplying the animals with food.
7. In railway cattle trucks, the arrangements herein described for removing the
liquid dirt and for cleansing the trucks."
8. In railway cattle trucks the arrangements herein described for providing
separate compartments for the attendants.
Dated this 6th day of November 1896.
ABEL & IMRAY,
Agents for the Applicant.

page_text: ment.
the pipes (Figs. 1, 24, 5, 6, and 6) of which there are two in each compart-
The dirt passes into these pipes by means of channels or gutters provided
in the flooring. In order to prevent liquid dirt from penetrating through the
flooring into the lower storey, the ceiling of the lower storey is covered over
throughout with an iron plate. The liquid dirt that may trickle or ooze through
the floor of the upper storey ou to this iron plate, will flow into the same pipe p..
The excrement from the upper storey pass through the holes o into the lower
storey, whence they are removed through the holes (Figs. 2 and 6). These devices
allow of the trucks being cleaned without having to unload or disturb the cattle.
For this purpose it is sufficient to open the door slightly, and, after the holes o, o'
have been opened, to push the dirt with scrapers into the said holes.
For loading and unloading the upper storey it is indispensable that the
existing loading platforms should be raised to the same height as the said upper
storey.
The lower storey can be loaded direct from the ground level with the aid of
inclined plank gangways.
To ventilate the truck when it is not loaded with cattle, the doors F must be
opened. For this purpose door stops y are fixed on the rails on which the doors
move. Each pair of doors which are connected together by means of the
ordinary staple bolts Figs. 1 and 5 with eyes or loops for the lock, are
moved up to these stops, with the exception of one door of the first storey
of truck No. I which is held by itself in the same manner up against the stop.
In this position the doors are not able to move out of their positions during
the movement of the truck. Besides the ventilating of the truck when the doors
are open, the stability of the truck is increased, because by diminishing the
surface presented to the pressure of the side wind, the "wind area" of the truck
is diminished.
The buffer beams Q consisting of two longitudinals, bear with their ends upon
the uprights of the struts which are, for this object, suitably strengthened. The
buffers are of the usual construction.
The draw-gear consists of two vertical unequal-sided rocking heams R with
books and openings for the draw devices, two through-draw-bars S S' attached
to the ends of the rocking beams, and two springs T T which are compressed
by the draw bars S S during the operation of the apparatus (Figs. 1, 25-
and 6).
The rocking beums bear close up against the buffer beans, and bear with.
their ends through the straps upon the tie or sling of the struts, and are
capable of moving through an angle corresponding to the smallest radii of the
curves.
Parallel advance of the rocking bean is ensured by means of the guide angle
pieces which are rivetted to the rocking beams and are held by the clips u
rivetted to the buffer beams.
The entire weight of the rocking beam is transmitted to this buffer beam by
means of the said angle pieces t. The manner in which the draw-springs T T
are engaged by the draw bars, is clearly shewn in the drawings.
The upper draw spring T and the draw bar S are arranged in the interior of the
flooring of the second storey, whilst the lower spring T is situated under the floor
of the first storey. The lower draw bar St is guided by the strap v.
The advantages of draw mechanism of this kind are the following as compared
with the draw mechanism heretofore usually employed.
With the present or ordinary arrangement, when the train is started in the
regulation way, the pull or tractive force of the locomotive is, in the first moment
of the movement of the train, transmitted simultaneously to all the trucks of the
train; this is extremely irrational, because firstly, in wet weather this causes the
engines to slip, that is to say, the wheels turn, but the engine remains stationary.
Furthermore even in dry weather it is extremely difficult for the engine to start.