IMPROVEMENTS IN STEAM TRAMWAY AND ROAD LOCOMOTIVE ENGINES
Year: 1878

page_text: LETTERS PATENT to Edward Antoine Sacré, of Parliament Street, in the City
of Westminster, Engineer, for the Invention of "IMPROVEMENTS IN STEAM
TRAMWAY AND ROAD LOCOMOTIVE ENGINES."
PROVISIONAL SPECIFICATION left by the said Edward Antoine Sacré at
the Office of the Commissioners of Patents on the 14th March 1878.
EDWARD ANTOINE SACRÉ, of Parliament Street, in the City of Westminster,
Engineer. "IMPROVEMENTS IN STEAM TRAMWAY AND ROAD LOCOMOTIVE ENGINES."
The object of this Invention is to construct locomotive engines suitable for tram-
way and common roads. To this end I so arrange the engine that it shall when at
work produce no noise either from the discharge of the exhaust steam or by clatter
of machinery, or otherwise afford annoyance by the discharge of smoke or hot
gases froin the furnace. The exhaust steam I discharge into the atmosphere in an
invisible form, and the moving parts I conceal from view by a fender running all
round the engine.
The boiler which I employ is of the vertical type, with numerous water tubes
suspended from the fire-box crown, and of the class known as the field boiler. This,
boiler is mounted in the centre of a hollow platform, which constitutes a portion of
the main framing of the engine, and upon the platform and surrounding the boiler.
I build up a superstructure somewhat similar to that of a tram car, thus forming a
shelter for the engine driver and shutting in from external view all the machinery
and pipes which are set above the platform.
Below the pendent tubes in the fire chamber is a large fire-grate area, which is
open to the hollow platform, and is fed with fuel through an opening made in the
side of the boiler. The boiler is made sufficiently high to allow great space for
the accumulation of steam.
The engine is provided with two non-condensing cylinders, which are clothed with
vegetable black, and are placed on the outside of the framing. The valve motion

page_text: is also on the outside of the frame plates, and of the type known as Walchaert's
valve motion. This arrangement is preferred as it is easy of access, and also per-
mits of a tank of large capacity being placed between the side frames, thus
keeping the centre of gravity low. The rods and levers usually worked by the
driver are placed compactly together at either end of the engine, so that he has full
control of his engine in running either way without removing from his seat.
A powerful steam-power break. connected to cast-iron shoes or wooden blocks
acts simultaneously upon all the four wheels through the medium of a shaft running
across the engine; this shaft is also actuated by hand or foot levers at either end
of the engine within reach of the driver. The hand or foot break is so arranged as
to work in conjunction with or independent of the steam-power break.
The exhaust steam from the cylinders is passed into a receiver placed either above
or below the platform; this partly acts as a condenser, and destroys the noise of the
blast, it also separates any water due to priming or other causes from the steam;
the water caught in the receiver is run into the water tank, whilst the steam is
allowed to escape wholly or in part at will through an uptake pipe from the
receiver, discharging into a strong copper pipe connected to the side of the boiler
barrel and passing in a bent form into the fire-box. The upper portion of this pipe
is connected to a hollow vessel of copper or other suitable metal having a spherical
or an inverted cone shape, and constituting at once a baffler and a superheater.
The upper portion of this vessel has attached in the centre a blast regulator, the
orifice of which, being fitted with a cone tapering downwards, and adjusted by means
of rods and levers from either end of engine, causes the superheated exhaust steam
to radiate from the centre, all around which has the effect of producing a very
powerful draught and drawing up the fire equally over all parts of the surface.
The exhaust steam or any portion thereof after entering the receiver is allowed
through the means of a cone valve, controlled by a screw from above, to pass through
the bottom of the receiver into a condensing chamber, and thence to the tank. The
condensation is effected by the steam being brought into contact with small jets of
water issuing from the pump delivery pipe passing through the condensing chamber
to the tank.
The waste products of combustion pass from the boiler uptake into a large hori-
zontal tube D shaped by preference in cross section, such tube being placed in the
roof of the car and extending from end to end thereof; through this tube passes n
smaller tube which projects beyond the D shaped tube, and terminates in trumpet
mouths; the ends of the D shaped tubes are closed, and pendent from them are tubes
which lead down to the hollow platform and beyond it.
When the engine is in motion there will be a rush of cold air passing in at one
or other of the trumpet mouths, and the hot gases from the furnace or any vapour
from the superheater admitted to the larger tube will be thereby cooled previous to
their discharge into the atmosphere by coming into contact with the cold surface of
this air tube.
The waste gases are carried down the pendent tubes and discharged below the
platform and within the fender running around the engine. By these means the
hot gases or any vapour (being carried over such a large superficial area of
cooling surface) will be effectually chilled and dispersed before reaching the ground.
Should, however, any vapour remain uncondensed it will be carried forward to the
ash pit by the draught of air drawn into the combustion chamber.
In the top of the D shaped tube and immediately over the boiler uptake is fixed
a cast-iron mouth-piece having a hinged air-tight lid.
The object of this is that in lowering a long tube over this mouth-piece a chimney
is at once formed and a powerful natural draught thereby produced, and by which
the steam is got up rapidly by using wood or other fuel before leaving the running
shed in the morning, substantially as now universally adopted upon main line
locomotive engines. The steam blower may now also be used in assisting the
draught to the furnace.

page_text: In order to provide for passing freely round curves a short wheel base is adapted,
the whole weight of the engine being carried upon two pairs of wheels, these are
coupled and the power transmitted to them direct.
To facilitate the working of the engine through dumb points when it is required
to branch off from the main track of the tramway, horizontal break blocks of cast-
iron or other material are provided on opposite sides of the engine, midway between
the wheels. These brake blocks work in slides attached to the engine framing, and
are acted upon by gearing from above the platform by either hand or steam
power.
When a block is pressed down on its rail a corresponding pressure is taken from
the wheels on that side of the engine, and the friction thus obtained serves as the
engine progresses to cant or turn the front end of the engine in the direction of the
side on which the block is applied.
The gearing for working the blocks on each side might be brought to either end
of the engine handy to the driver. In some cases two blocks may be used on
each side of the engine and attached to levers and a shaft running across the
engine.
By the use of these friction blocks no extra wheels are required for steering, as
the engine will round curves equally well to the right or left hand in running either
backwards or forwards.
The engine is provided with pump and injector; the latter is only worked when
the engine is at rest or when the water in tank is not too hot for its working.
The boiler should be principally fed by the pump drawing its supply of water
delivered through the condenser.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Edward Antoine Sacré in the Great Seal Patent Office on the 14th
September 1878.
EDWARD ANTOINE SACRÉ, of Parliament Street, in the City of Westminster,
Engineer. "IMPROVEMENTS IN STEAM TRAMWAY AND ROAD LOCOMOTIVE ENGINES."
The object of this Invention is to construct locomotive engines suitable for tram-
ways and common roads. To this end I so arrange the engine that it shall when
at work produce no noise, either from the discharge of the exhaust steam or by
clatter of machinery, or otherwise afford annoyance by the discharge of smoke or
hot gases from the furnace. The exhaust steam when allowed to escape I discharge
into the atmosphere in an invisible form, and the moving parts I conceal from view
by a fender or screen running all round the engine.
The boiler which I employ is of the vertical type, with numerous water_tubes
suspended from the fire-box crown, and of the class known as the "field boiler."
This boiler is mounted in the centre of a hollow platform, which constitutes a por-
tion of the main framing of the engine, and upon the platform and surrounding the
boiler I build up a superstructure somewhat similar to that of a tram car, thus
forming a shelter for the engine driver, and shutting in from external view all the
machinery and pipes which are set above the platform.
In the accompanying Drawings I have shewn my improved engine in longitudinal
vertical section at Fig. 1, the section being taken through the centre of the engine,
and in sectional plan view at Fig. 2, the section being taken in the line 1, 2, of
Fig. 1.
In these views A is the vertical boiler sunk into a surrounding platform B, and
This frame is
bearing upon a horizontal wrought-iron rectangular framing B¹.
mounted as usual on two pairs of travelling wheels C, C, one pair of which is
driven by direct connection with the piston rods of the steam cylinders D, D.
Surrounding the platform B and built up upon it is the carriage body E, which
encloses the boiler and provides shelter for the engine driver. Secured to the under
side of the framing B' is a water supply tank F, from which water is drawn by a
pump G and forced into the boiler. This water forced up by the pump is in part
diverted and used, as will be presently explained, to condense the exhaust steam as
it leaves the cylinders, when such condensation of the exhaust steam is required.
a, a, are the pendant tubes in the fire chamber b of the boiler. In this fire chamber
is a large fire-grate area, which is open to the hollow platform and is fed with fuel
through an opening made in the side of the boiler. The boiler, it will be seen, is
made sufficiently high to allow great space for the accumulation of steam.
The engine consists of two non-condensing cylinders D, D, which are clothed with
vegetable black, and are placed on the outside of the framing B¹. The valve motion
is also on the outside of the frame plates, and it is by preference of the type known
as "Walchaert's" valve motion. This arrangement I employ as it is easy of access,
and also permits of a tank F of large capacity being placed between the side frames,
thus keeping the centre of gravity low. The rods and levers usually worked by the
engine driver I have not shewn in the Drawing, but they will be placed compactly
together at either end of the engine so that the driver has full control of his engine
in running either way without removing from his seat.
In providing for the disposal of the exhaust steam from the cylinders I lead the
same into a receiver H, which is in close proximity to the tank F, and is connected
therewith below a false bottom h by a neck h'. d are the exhaust pipes leading
from their respective cylinders D, and entering the receiver H through the false
bottom h. This false bottom is also fitted with a valve h³, which can be raised and
lowered by means of a winch handle keyed to the valve stem, which stem is
screwed at its upper end and works through a threaded hole in the A frame h³. By
lifting this valve h³ the exhaust steam or a portion of it admitted to the receiver H

page_text: is allowed to escape into the water tank F, where it will be condensed and utilized
for heating the feed water.
In order that more effectually to ensure this condensation of the steam a branch
g' from the pipe g, which conducts water from the force pump G to the boiler, is led
into the neck h¹, and its end is closed and perforated with holes. This branch pipe
g' is fitted with a cock for regulating the supply of water to that pipe when this
cock is open. The pipe g will through the action of the pump discharge jets of
water into the exhaust steam as it passes to the tank, and thus ensure its rapid con-
densation.
The end of the pipe g which enters the boiler is covered by a clack valve as usual,
and thus renders a stop-cock for that pipe unnecessary.
When it is desired to use the exhaust steam to increase the draught in the fire-
box I lead the steam from the receiver H into a superheater, which is placed in the
hottest part of the furnace. I is the pipe for carrying the steam into the furnace,
and I is a coil of copper pipe forming a continuation of the pipe I, and situate
immediately below the pendant tubes a of the boiler. This coil terminates in a
bent-up end, to which a hollow baffler I³ of copper is attached, such chamber being
placed immediately below and concentric with the up-take A¹ of the boiler. This
baffler terminates in a neck which is fitted with a valve seat to receive a conical
valve i, carried by a pendent rod, which is capable of being raised and lowered by
a crank arm on a horizontal rock shaft i, which may be operated from either end of
the carriage by means of a screwed rod, fitted with hand wheels, and connected to
the rock shaft by means of a crank arm connecting rod and lever i³. When the
valve i is raised steam will pass from the receiver H through the superheater I', I²,
and it will thence pass into the uptake, being spread out laterally by means of the
conical valve i. It will thus be caused to mingle with the ascending gases of com-
bustion, and will together with them escape into a horizontal trunk K extending
below the roof of the carriage, and to either end thereof. Through the centre of
this trunk K passes a tube L, which extends beyond the ends of the trunk K, and
terminates in open trumpet mouths. This tube Lis intended as the engine travels in
either direction to conduct a current of cold air through the trunk, and thereby cool
down to a certain extent the mingled steam and heated gases admitted to the trunk.
The trunk K I make by preference of a D form in cross section, as shewn in the
detached view, Fig. 1", and I close it at its opposite ends and connect therewith two
pendent pipes K³, K', which reach down below the platform, and being open at
their lower ends conduct down the mingled steam and gases of combustion, and
allow the same to escape noiselessly and invisibly within the fender or screen B³,
which surrounds the mechanism situate below the platform and hides the same from
view. By this arrangement the hot gases or any vapour being carried over such a
large superficial area of cooling surface will be effectually chilled and dispersed
before reaching the ground. Should, however, any vapour remain uncondensed it
will be carried forward to the ash-pit by the draught of air drawn into the combus-
tion chamber.
It should be remarked as a special advantage of the receiver H that I am not
only enabled to deliver the steam in an attenuated form into the superheater, and
thus remove all tendency to create a noisy blast; but I separate from the steam any
water which may come over with it and discharge the same into the water tank
instead of permitting it to enter the superheater and increase the volume of the
escaping steam.
In the top of the D shaped tube, and immediately over the boiler uptake, is fixed
a cast-iron mouth-piece M, having a hinged air-tight lid. By lowering a long tube
over this mouth-piece a chimney is at once formed, and a powerful natural draught
is thereby produced when the fire is lighted. The steam may be thus got up
rapidly by using wood before leaving the running shed in the morning. A steam
blower or fan may also be used in assisting the draught to the furnace.
The engine is shewn as fitted with a steam power brake N connected to cast-iron
shoes or wooden blocks, which act simultaneously upon all the four wheels through

page_text: the medium of a shaft O running across the engine. This shaft is also capable of
being actuated by hand or foot levers at either end of the engine, within reach of
the driver. The hand or foot brake it will be most convenient to arrange so that
it can be worked in conjunction with or independently of the steam power
brake.
In order to provide for the engine passing freely around curves a short wheel
base is adopted, the whole weight of the engine being carried upon two pairs of
wheels; these are all coupled and the power transmitted to them direct.
To facilitate the working of the engine through dumb points when it is required
to branch off from the main track of the tramway the contrivance shewn in the
Drawings is employed. This consists of a pair of horizontal brake blocks P of cast
iron or other material, one of which is situated on either side of the engine, midway
between the wheels and in line with the rails. These brake blocks work in slides
P¹ attached to the engine framing, and are acted upon by bell-crank levers P³, or
equivalent means from above the platform.
When a block is pressed down on its rail a corresponding pressure is taken from
the wheels on that side of the engine, and the friction thus obtained serves, as the
engine progresses, to cant or turn the front end of the engine in the direction of the
side on which the block is applied, the engine being provided as it were with a
moving fulcrum.
By the use of these friction blocks no extra wheels are required for steering, as
the engine will round curves equally well to the right or left hand in running
either backwards or forwards.
Having now set forth the nature of my Invention of "Improvements in Steam
Tramway and Road Locomotive Engines," and explained the manner of carrying
the same into effect, I wish it to be understood that under the above in part recited
Letters Patent I claim,-
Firstly. The means above described for silently disposing of tlie exhaust steam,
such means consisting of a receiver connected with a condenser and with a super-
heater, and fitted to act substantially as above set forth.
Secondly. The arrangement of parts above described for conducting off the mingled
products of combustion and steam from the furnace, and delivering the same in a
cooled state into the atmosphere.
Thirdly. The means above described for guiding locomotive engines through
dumb points on to or off of the main track of tramways.
In witness whereof, I, the said Edward Antoine Sacré, have hereunto set
my hand and seal, the Thirteenth day of September, in the year of our
Lord One thousand eight hundred and seventy-eight.