IMPROVEMENTS IN LOCOMOTIVE STEAM ENGINES, AND IN BUFFER AND DRAW SPRINGS FOR THE SAME, AND FOR OTHER RAILWAY ROLLING STOCK
Year: 1861

page_text: LETTERS PATENT to Alexander Allan, of Perth, in the County of Perth,
for the Invention of "IMPROVEMENTS IN LOCOMOTIVE STEAM ENGINES, AND
IN BUFFER AND DRAW SPRINGS FOR THE SAME, AND FOR OTHER RAILWAY
ROLLING STOCK."
Sealed the 12th November 1861, and dated the 17th May 1861.
PROVISIONAL SPECIFICATION left by the said Alexander Allan at the
Office of the Commissioners of Patents, with his Petition, on the 17th
May 1861.
1. ALEXANDER ALLAN, of Perth, in the County of Perth, do hereby declare
the nature of the said Invention of "IMPROVEMENTS IN LOCOMOTIVE STEAM
ENGINES, AND IN BUFFER AND DRAW SPRINGS FOR THE SAME, AND FOR OTHER RAIL-
WAY ROLLING STOCK," to be as follows, that is to say :-
A first portion of the improvements relates to the fire-box of a locomotive
steam engine, and has for object to form a stronger structure, to give increased
direct heating surface, and to prevent smoke. The lower part of the fire-box
is divided into two distinct furnaces by a longitudinal vertical water partition,
the upper edge of which is inclined up from the inner or front end to the back
Price 8d 1

page_text: end. Two doors with air apertures are provided, one for each furnace, and
hollow stays for the admission of air are fitted through the lower part of the
fire-box sides, and also across the central partition, in the latter case for the
passage of the gases from one furnace to the other. From the tube plate to
within a short distance of the fire doors fire tiles are placed across from the
central partition to the sides of the fire-box, thereby rendering the furnaces
quite distinct and independent. At about the front of the fire-tile covers two
triangular water partitions are introduced at each upper angle for the purpose
of deflecting the fire gases toward the centre, and serving to strengthen the
fire-box roof, whilst in front of these triangular partitions another deflecting
partition is introduced. extending horizontally across, and projecting down
from the roof of the fire box. At the lower and back part of the fire box a
kind of 'dead' plate is fitted, either of metal or fire brick, and made hollow,
and with apertures for the passage and introduction of air, which air becomes
partly heated in consequence of the apparatus being within the fire-box; or
this air apparatus may be placed at the front of the fire-box. The ash-pan is
by preference divided by a partition into two distinct parts, one appertaining
to each furnace, and separate valves or doors are provided for each furnace to
regulate the admission of air both through the fire bars and through the air
apparatus. These several arrangements are designed for the efficient carrying
out of the system of alternate firing with the view of preventing smoke.
A second portion of the improvements relates to tubular connections for
water or steam between the locomotive engine and its tender, and consists in
forming such tubular connections of metal with ordinary screw couplings, and
in providing for the relative angular or other movement between the engine
and tender, by disposing a portion of the tubing in a curved or tortuous form
in order that the bending strain may be distributed over a considerable length
of tubing, and be thus brought within the elastic yielding power of the
metal.
A third portion of the improvements is designed to obtain a temporarily
increased adhesion of the driving wheels of a locomotive engine upon the rails
to facilitate the ascension of inclines and the starting of heavy trains, and to
overcome slipperiness of the rails and other hindrances. To this end provision
is made for causing the weight of the engine to bear more exclusively upon
the driving wheels when extra adhesion is wanted, and this is effected according
to one plan by means of a steam cylinder or cylinders acting directly or through
a lever or levers in such a way as to bear up the locomotive as it were upon
the driving wheels as fulcra. The strain of the steam cylinder is by preference

page_text: made to bear directly on the bearings of the driving axles so as not to subject
the springs thereof to any extra compression.
A fourth portion of the improvements relates to the buffer and draw springs
of locomotive engines and other railway rolling stock, and has for object the
obtaining of increased action or power in a given space; or an equivalent reduc-
tion of the dimensions or strength of the individual springs. The springs
to be used in carrying out these improvements are conic-volute springs of
various sections, and of uniform or varying thicknesses of steel, and they are
also applicable with flat volute springs, (which assume a conical form on being
strained), and with springs of rubber or caoutchouc, or of steel and rubber
combined. In most of the present improved arrangements the springs are
combined in pairs; thus two springs are used in place of one as ordinarily
arranged, but whereas if the strain were transmitted through one spring to
the other the effect would be to give a longer traverse merely, without in-
creased resisting power; the springs are by this Invention arranged to be
acted upon independently, and in such a way that whilst the traverse remains
the same as before both springs have to be compressed in effecting it. In
one modification of buffer, the second or supplementary spring is placed in
the buffer plunger, and whilst the first spring acts between the cylinder bottomi
and the inner end of the plunger ihe second spring acts between the front of
the plunger and a collar or washer on a central rod fixed in the cylinder
bottom.
In another modification the central rod is fixed to the moving buffer, the
collar on it compressing the inner spring, whilst the outer spring is compressed
against a stationary disc or flange. The central rod may be prolonged to act
as a stop to prevent excessive compression of the springs. In the case of the
long rod buffer one or more additional springs may be applied by fixing washers
or collars on the rods, and by providing fixed abutment plates or cases, between
which and the collars the springs are compressed. Duplicate combined
springs may be applied to draw bars in similar ways. In one modification
two springs are made to both act, but independently of each other, whichever
end bar receives the strain. In this plan the two lengths of draw bar are con-
nected in the middle of the carriage by the ordinary coupling sleeve or tube
and cutters. A spring is applied upon each rod between a disc bearing against
the coupling tube, and a washer bearing against a shoulder on the rod, these
discs and washers also bearing against fixed parts of the frame, and allowing
the rods to move through them in one direction. When one bar is drawn both
springs are compressed towards that end of the carriage, and when the other

page_text: bar is drawn they are both compressed towards the other end. It will be
obvious that two or more pairs of
or more pairs of springs arranged and acting as
herein before described may be combined. Thus, instead of each buffer or draw
bar being provided with a single pair of springs, there may be two or three
pairs of reduced size or strength. If a longer traverse is required for long-
rod buffers, for example, two or more pairs of the springs may be used with
only two abutments or cases, movable washers or discs being placed between
the individuals of each pair. It will further be obvious that springs of different.
kinds may be combined together, such as conic volute with flat volute springs,
or steel springs with rubber springs.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Alexander Allan in the Great Scal Patent Office on the 15th
November 1861.
TO ALL TO WHOM THESE PRESENTS SHALL COME I, ALEXANDER
ALLAN, of Perth, in the County of Perih, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Seventeenth day of May, in the year of our Lord
One thousand eight hundred and sixty-one, in the twenty-fourth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Alexander Allan, Her special licence that 1, the said Alexander Allan, my
executors, administrators, and assigns, or such other as I, the said Alexander
Allan, my executors, administrators, and 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
STEAM ENGINES, AND IN BUFFER AND DRAW SPRINGS POR THE SAME, AND FOR OTHER
RAILWAY ROLLING STOCK," upon the condition (amongst others) that 1, the said
Alexander Allan, my executors or administrators, by an instrument in writing
under my, or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner the same
was to be performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date of the
said Letters Patent.

page_text: NOW KNOW YE, that I, the said Alexander Allan, 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
in writing, reference being had to the accompanying Drawings, and to the
letters and figures marked thereon, that is to say: —
A first portion of my said improvements relates to the fire-box of a
locomotive steam engine, and has for object to form a stronger structure, to
give increased direct heating surface, and to prevent smoke. The application
of these improvements is shown in Figures 1 to 6 on the accompanying Sheet
of explanatory Drawings, Figures 1 and 3 being longitudinal vertical sections,
Figure 2, a horizontal section, and Figures 4, 5, and 6, transverse vertical
sections.
The lower part of the fire-box A is divided into two distinct furnaces A¹, A¹
by a longitudinal vertical water partition B, the upper edge of which is inclined
up from the inner or front end to the back end. The section in Figure 1 is
taken through this middle water partition B, whilst in Figure 3 it is taken
through one of the furnaces A'. Two doors C., Figure 6, are provided, one
for each furnace A, and hollow stays for the admission of air are fitted through
the lower part of the fire-box sides, and also across the central partition B',
in the latter case for the passage of the gases from one furnace to the other.
From the tube plate D to within a short distance of the fire doors fire tiles E
are placed across from the central partition B to the sides of the fire-box,
thereby rendering the furnaces A distinct and independent, and causing the
fire gases to be thrown backwards towards the fire doors C.
In Figure 2 the fire box A is shown as in horizontal section, one-half above
the fire tiles E, and one-half below them. At about the front edge of the fire
tile covers E two triangular water partitions F are introduced at each upper
angle of the fire-box for the purpose of deflecting the fire gases of one furnace
towards or over the other furnace, and serving to strengthen the fire-box roof
G. whilst in front of these triangular partitions F and between them and the
tube plate D another deffecting partition H is introduced, extending horizontally
across and projecting down from the fire-box roof G.
In Figure 4 the vertical section is taken transversely through the triangular
corner partitions F, whilst in Figure 5 it is taken transversely through the
inner or more forward deflecting partition H. The fire auors C may be pro-
vided with apertures for the admission of air; I, however, prefer to admit air
through perforated hollow fire-tiles 1, supported on a kind of 'dead' plate or
otherwise, at the lower back part of the fire-box, and the supply to which is

page_text: regulated by means of a damper or valve i beneath. The air in passing through
the fire tiles or block 1 becomes heated, and in consequence acts more efficiently.
In some cases this apparatus for admitting air may be placed at the front of
the fire-box. Cast-iron blocks may be used instead of the fire tiles I, and also
instead of the cover tiles E, but the tiles are preferred, as they tend to pre-
serve a more uniform temperature in the fire-box. The ash-pan J is by pre-
ference divided by a longitudinal vertical partition into two distinct parts, one
appertaining to each furnace A'; and separate valves or doors j are fitted to
each division of the ash-pan, in order that the admission of air through the
fire bars may be regulated separately for each furnace A¹ These several
arrangements are more particularly, though not exclusively, designed for the
efficient carrying out the system of alternate firing in locomotive steam engines
with the view of preventing smoke. One furnace should be supplied with
fresh fuel when the other is at about its middle stage. The ash-pan damper j
of the furnace receiving fresh fuel should be closed, and the air damper i open.
The stronger draught of the other furnace will then cause its more heated or
incandescent gases to pass across, through, and over the mid-partition B, and
assist the cool fresh fuel. The gases from the two furnaces will be further
thrown together and intimately commingled by the deflecting action
of the corner partitions F, and of the transverse partition H, so
as to insure the ignition of every inflammable particle. When the locomotive
is standing the necessary draught is obtained by means of the usual steam
jet in the chimney. In some cases the mid-feather or water partition B may
be dispensed with, and the benefits aimed at by alternate firing may be to a
certain extent obtained by supplying the fresh fuel alternately to opposite sides
of the fire-box.
A second portion of my improvements relates to tubular connections for
water or steam between the locomotive engine and its tender, and consists in
forming such tubular connections of metal with ordinary screw couplings, and
in providing for the relative angular or other movement between the engine
and tender by disposing a portion of the tubing in a curved or tortuous form,
in order that the bending strain may be distributed over a considerable length
of tubing, and be thus brought within the elastic yielding power of the metal.
The improved tubular connections are shown in Figures 1 and 2, as applied
in combination with a Giffard feed injector K placed above the foot plate; or
the feed injector may be placed below the foot plate, as shown in the elevation,
Figure 7.
In Figures 1 and 2 separate tubes L, M, are shown for water and for blowing

page_text: waste steam into the tender, and a circular coil is introduced in each tube, in
one case under the locomotive foot plate, and in the other under the tender,
the portions of the tubes attached to the locomotive being united to those
attached to the tender by ordinary screw couplings or "unions" N. The
position and form of the "slack" or extra portion of tubing to allow for play
or relative movement may be modified as circumstances or convenience may
require. In using the Giffard feed injector one tubular connection between the
locomotive and tender may be made sufficient for both feed water and waste
steam, by introducing a suitable valve and branch in direct the steam back
through the feed pipe into the tender when required.
A third portion of my improvements is designed to obtain an increased
adhesion of the driving wheels of a locomotive engine upon the rails to
facilitate the ascension of inclines and the starting of heavy trains, and to
overcome slipperiness of the rails and other hindrances. The same appliances
may also be used continuously to correct a faulty adjustment of the weight of
the locomotive engine. To this end provision is made for causing the weight.
of the engine to bear more exclusively upon the driving wheels when extra
adhesion is wanted, and this is effected, according to one plan. by means of a
steam cylinder or cylinders acting directly or through a lever or levers in such
a way as to bear up the locomotive, as it were, upon the driving wheels as
fulcra. Two modes of applying this improvement are shown in the Drawing
to an outside cylinder locomotive in Figures 1 and 2. and to an inside cylinder
locomotive in Figure 7. In each example a steam cylinder Q is attached to
each side frame, and each piston rod is jointed to a lever R, the other end of
which is connected to the frame by links. At an intermediate point r cach
lever R is fitted to act on the buckle of the spring S, and through such buckle
directly upon the axle of the driving wheels, so as to avoid subjecting the
spring to extra compression. With these arrangements it follows that on
admitting steam into the cylinders Q (above the pistons in both examples), a
downward pressure depending on the weight of the engine and on the pressure
of steam, area of piston, and proportion of lever, will be exerted upon the
driving wheels, the pressure on the other wheels being relieved to a corre-
sponding extent. It is convenient to make the steam pipe communicate with
both ends of the cylinder Q by a three-way cock, so that when the apparatus
is out of use steam may be admitted beneath the piston to support it and the
lever R; or the steam may be kept constantly acting above the pistons to
cause more of the weight to act on the driving wheels when such weight
happens to be otherwise badly distributed.

page_text: A fourth portion of my improvements relates to the buffer and draw springs
of locomotive engines and other railway rolling stock, and has for object the
obtaining of increased action or power in a given space, or an equivalent
reduction of the dimensions or strength of the individual springs. The springs
to be used in carrying out these improvements are conic volute springs of
various sections and of uniform or varying thicknesses of steel and they are
also applicable with flat volute springs (which assume a conical form on being
strained), and with springs of rubber or caoutchouc, or of steel and rubber
combined.
Examples of my improved buffer and draw springs are shown in Figures 1
and 2 as applied to a locomotive and its tender, but the improvements will be
best understood from the enlarged sectional and other views of a few of their
various modifications, Figures 8 to 18.
In some modifications of my improved buffers a second or supplementary
spring B is placed in the buffer plunger C, as shown in Figures 8, 9, and 10,
advantage being thus taken of a space hitherto unused, and whilst the first
spring A acts between the bottom of the cylinder D and the inner end of the
plunger C the second spring B acts between the front of the plunger C and a
collar or washer E on a central rod F, fixed in or formed upon the cylinder
bottom. In other modifications the central rod is fixed to the moving affer
plunger, the collar on it compressing the inner spring, whilst the outer spring
is compressed against a stationary disc or flange. The central rod F may in
either set of modifications be prolonged to act as a stop to prevent excessive
compression of the springs.
In the arrangement shown in Figure S the buffer head c is formed on the
plunger harrel C, and the plunger is held in its place in the cylinder D
by means of a ring r shrunk upon it after it is entered into the cylinder D.
In the arrangement shown in Figure 9 the buffer head is attached to a
flanges, formed on the plunger barrel C. after this is entered from behind into
the cylinder D; or the inner flange t, which holds the plunger in its place,
may be formed on the plunger barrel after this is entered from the front
into the cylinder D.
In the case of the long rod buffer, two or more springs A, B, B', Figures 12
and 14, may be applied by fixing washers or collars e, e, on the rods F, and by
providing fixed abutment plates or cases G, between which and the collars
the springs are compressed. Duplicate combined springs may be applied to
draw bars in similar ways, as shown in Figures 1 and 2.
In some modifications, of which one example is shown in Figure 12, and

page_text: another in section in Figure 15, and in plan in Figure 16, two springs a, a,
are made to both act, but independently of each other, whichever end bar
receives the drawing strain. In these arrangements the two lengths of draw-
bar II are connected in the middle of the carriage by the ordinary coupling
sleeve or tube I and cutters. A spring a is applied upon each rod H between
a disc, J, bearing against the coupling tube I and a washer or disc K. bearing
against a shoulder on the rod, and. these discs or washers bear the outer
ones K against the cross frames L, and the inner ones I against the inner
ends or faces of cases M, attached to the frames L. The rods H are free to
move through the washers or discs J; K, except when tending to move them
inwards from their several abutments. When the bar is drawn towards either
end both springs are compressed, the near one by its outer washer or disc K,
and the further one by its inner disc or washer J; in other words, the full
joint resisting force of both springs is called into play in whichever direction
the strain is applied to the draw-bars. It will be obvious that two or more
pairs of springs may be arranged to act as herein-before described; thus,
instead of each buffer or draw bar being provided with a single pair of springs,
there may be two or three pairs of reduced size or strength. If a longer
traverse is required for long-rod buffers, for example, two or more pairs of
springs A, B, may be used, as shown in Figure 13, with only two abut-
ments or cases G, moveable or loose washers or discs N being placed between
the individuals of each pair. An example of this combination of pairs.of
springs is shown in Figure 11 as arranged for a plunger buffer. In general
I prefer to pair or combine together similar springs, although the individuals
of a pair may be of different strengths or proportions.
In the accompanying Drawings different kinds of springs are shown as
combined together, chiefly to render it obvious that the improved arrangements
permit of various kinds being used. I may, however, state that, different kinds
of conic volute springs may be combined in the same buffer, or on the same
buffer bar or draw bar,. or conic volute springs may be similarly combined
with rubber springs, as shown in Figures 9, 12, and 15, or with rubber and
steel springs. Flat volute springs may be combined with conic volute springs,
provided they are arranged so that the flat volute spring is strained towards
the conic volute spring, and is extended into the space from which the latter
recedes in being .compressed, as shown in Figures 17 and 18, the springs
being acted upon independently as in my other arrangements. I, however,
disclaim the arranging of a flat volute spring with a conic volute spring in
such a way that the latter is compressed towards the former, as in such

page_text: arrangement there is no saving of space.
In all cases the separate springs,
(or, at least, two of them where more than two are employed,) are
arranged to receive the strain directly and independently, and not through
each other, so that they offer very convenient means for giving increased
resisting power with a given traverse and space, and they also act in the same
line, so that they have no lateral or torsional action, whether they are of equal
or unequal strengths.
Having thus particularly described my said Invention, and the manner in
which the same is or may be used or carried into effect, I have to state that
I do not restrict myself to the precise details herein described or delineated,
and that I do not claim to have invented every separate detail herein described
and delineated, but that what I consider to be novel and original, and claim
as the Invention secured to me by the herein-before in part recited Letters
Patent, is,
;1
!
First, the arranging or constructing of the fire-boxes, and parts appertaining
thereto, of locomotive steam engines, substantially in the manner herein-before
described.
Second, the adapting of metal tubes with ordinary screw couplings for
forming communications for water or steam between locomotive engines and
their tenders, substantially in the manner herein-before described.
t
Third, the obtaining of increased adhesion of locomotive driving wheels
on the rails by appliances causing the weight of the locomotive to bear
more exclusively on such wheels, substantially as herein-before described,
and the herein-before described arrangement of apparatus for effecting the
same.
Fourth, the introducing of a supplementary or additional spring into the
plunger of ordinary outside plunger buffers, substantially as herein-before
described, and the improved modes, herein described and delineated, of securing
the plunger in its cylinder or case.
Fifth, the combining of conic volute springs with conic volute springs of
the same or of different sections or proportions, and the combining of rubber
springs with rubber springs of the same or of different kinds, or with volute
springs in sets of two or more for each long rod or other buffer or for each
draw bar, the same being arranged in the same linc, and so that the buffer
or bar acts directly on two or more of them, substantially as herein-before
described.
Sixth, the combining of a conic volute spring with a flat volute spring for
a buffer or draw bar in such a way that when the spring is acted upon the

page_text: flat volute spring is extended into the space from which the conic volute spring
recedes, substantially as herein-before described.
Seventh, the applying of two or more volute or rubber springs to a double-
ended draw bar contrived so that both or all may be strained in whichever
direction the draw bar is drawn, substantially in the manner herein-before
described.
In witness whereof, I, the said Alexander Allan, have hereunto set my
hand and seal, this Thirteenth day of November, in the year of our
Lord One thousand eight hundred and sixty-one.
Witness,
EDMUND HUNT, Patent Agent,
28, St. Enoch Square,
Glasgow.
ALEXANDER ALLAN. (L.S.)