A
DES CRiIPTION
OF
BITNARY LOCOMOTIVE ENGINE,
AND
A DEFENCE OF ITS PRINCIPLES,
IN REPLY TO
ROSS WINANS, ESQ.
AND A REVIEW OF -THE WINANS' PATENT FOR THE USE OF DRIVING
WHEELS OF LOCOMOTIVES WITH CHILLED CAST IRON FLANGES.
ALSO, AN EXPOSITION OF THE PRINCIPLES OF THE
CONE OF THE WHEEL AND CENTRIFUGAL FORCEJ
IN CONNECTION WITH THE PASSAGE OF LOCOMOTIVES THROUGH
RAILWAY CURVES.
THE WHOLE FORMING A COMPENDIUM OF VALUABLE INFORMATION NEVER
BEFORE PUBLISHED. IN RELATION TO THAT GREATEST ACHIEVEMENT OF MAN, THE RAILWAY SYSTEM.
By JOHN COCHRANE,
CONSTRUCTING ENGINEER UNION IRON WORKS, BALTIiMORE MRD.
B AL TIM O RB E:
PRINTED BY JAMES YOUNG,
Corner of Baltimore and Holliday streets.
1854.




Entered, according to the Act of Congress, in the year 1854; by
JOHN COCHRINE,
in the Clerk's Office of the District Court of Maryland.








\t" i!17'
11ttr II        1 J1111 _.,h —t~~!UIII    I             _          _1 — I         0 t I111~I-~ —,., _ 1 r - 4__~~_~__r I I II I 
illlil qlll~lllllUl                                                                            {:~ii~li
1... SL - - - 1 —- - - - -.' 1-~~~~~~~~~~~~~~~~~~~~~ii 1j(
7 o —
FIG. 1.                               COCHRANE'S BIINARYI LOCOMOTIVE ENGINE.




DiE SCRIFPTION
OF THE
BINARY LOCOMOTIVE ENGINEd'
While engaged in the employment of the Baltimore and Ohio'
Railroad Company I had ex ensive opportunity for observing:
the practical woirking of the variouls forms of locomotive engines
in use on that road, and in all, withoat exception, but especially
in those engines which hlave eight, wheels all connected as
drivers, the results clearly indicated that there is am.ple and
urgent necessity for inmprovewn ent.'The gradual advancement of the railway system, as a means;
for the transportation of nmerchandize3 has been followed by a
corresponding increase in the size of the locomotives, till, at
englth, they have attained a weight and power far beyond what
was anticipated a few years agog; and this increase in the size of
the locomotive, has developed, on a greatly increased ratio, certain inherent evils in its construction; for the gauge of track
which was amply -ufficient for the small locomotives originally
used, proves too contracted for the present large class; thereby
causing such a  distorlion of the original proportions as to
materially diminiesh the necessary firmness and durability of the
machine.  Hence, in projecling new lines of road for a heavy
freight business, tile gauge has been increased to five, six and
even seven feet, expecting in this way to restore the proper
proportions of the machinery,




But whatever be the gauge of ihe road, the'locomotive engine.
should have within itself the property of stability, to ensure
efficient performance of duty and the durability of its parts; and
of adaptation, that it may accommodate itself to the various
grades and curves of the road-to the grades by such a cylinder
capacity as would prevent thle necessity of carrying steam at an
excessive pressure on the boiler; and to the curves by a properly
arranged truck.  And the using of freight locomotives, which
have not these essential properties, must be followed by excessive
expenses and disasters, as I shall prove in the course of this
paper.
In view of the great expense of keeping up the repairs of large
fieight engines, and the rapid deterioration of the rails on which
they run, some erninent engineers hlave advocated the use of
small engines in preference; but expediency determines this
question in favor of the largest class.  Accordingly I directed my
attention to this class, and my investigations have resulted in a
radically improved arrangenment of the Freight Locomotive,
which, from its nature, I denominate the BINARY SYSTEM,
This new mnode of construction cormbines tall the economical
advantages of the small engines, with power and weight, if re,quired, beyond the capacity of the largest freight engine now
in use.
Fig,. 1 is a side view  of an eight wheeled engine on this
principle, drawn to a scale of a quarter inch to the foot.  The
wheels, all of whiich are drivers, are of chilled cast iron, 43 inches
diameter, and three pairs have flanges.  The four front wheels,
which are all flanged, are arranged in a truck so that the axles
have a radial movement, by means of which the engine can
pass with facility around curves as small as sixty feet radius.
This truck is attached to the main frame of the engine, in a-new
and mnost substantial manner, by means of which no vibratory
effect can be imparted to the truck frame by the immediate application of the power to its drivers.
This radiating of the axles of the four front drivers to the
curves is one of the most important improvements ever made in
the locomotive engine, as it causes it to move in a direction nortnal to the curve, and to pull as square with the rails in the curves




ts in the straight parts of the road, without that abrasive actioln
on the exterior rail, which is inseparable from the rigid eight
wheeled engines, and well known to be destructive to both
machinery and rails, and at the same time a great absorbent of
the power.
It is generally supposed that the conicalness of the wheels is
quite sufficient to produce a curvilinear movement of the engine,
but it is not so, for this can only be obtained by causing the axles
to radiate as described.,                   i'.   tIG,.
Fig. 2 represents a small experimental wagon which I had
constructed to test this question.  It has two pairs of wheels,
each pair consisting of a large and a small wheel attached to and
turning with the axle. The axles were placed in an inclined
position to each other, and the large wheels on the convergent
side.  Thze wagon described the arc of a circle against the con~
ical effect of the wheels, as shown in the diagram, thus conclusively proving that the radiating of the axles is the only correct
method for turning cur'ves.
The wheels of the Binary engine may be considered as divided into two sets, viz:: Front and Back Drivers, each set being
operated by a separate pair of cylinders, making four cylinders
in all, as seen in Fig. 3, which is a front elevation of the engine on
the same scale as Fig. 1. The pair of cylinders beneath the
smoke box operates the truck drivers by means of cranked axles,
and the outside pair the back drivers, by means of crank pins




ln the wheels. Each pair of cylinders with its connections and
wheels form a complete systemn, but is not capable of independent movement, for both systems are so combined together as to
secure a simultaneous action in starting,  working and stopping,
and in all the various manipulations necessary to the management of the engine.  This is accomplished by combining the'
outer and inner cylinder of each side respectively, by means of
one steam  chest and valve3 which produces a perfect unity of
action in both systems.
FIG. 3,
TJhis cotmbinrationl of the cylinders ptoduces a new and ifim
portant result, for the two cylinders working together, one on
each side ot each shear of the frame, their forces mutually balance each other, and thus neutralize that alternate deflecting
strain which cylinders with outside connections exert upon the




frame, and Which is one of the causes of the very rapid wear and
consequent great expense in the repairs of the large freight
engines; and, by way of illustration, I would refer to the freight
engines of the Baltimore and Ohio Railroad, nearly all of which
have cylinders 19 inches bore, or 280 square inches in each piston, which is frequently subjected to a pressure of over 100 lbs.
to the squlare inch, or 28,000 lbs. each, which is further increased
as a straining force on the frame, by the leverage of their posi ion,
to about 36,000 lbs.  Very little constructive skill is required to
foresee the ruinous effects on the machinery and frame work of a
locomotive by the rapid reciprocating action of this enormous
force: compressing and extending the parts alternately with every
revolution of the wheels.
This is one of the evils which resullt from the increased size
of the locomiotive) but which is cormpletely obviated by the
arrangement and combination of the cylindlers in the Binary
engine; and these cylinders, though stnall when separately considered, have a greater aggregate capacity than that of the two
19 inch cylinders in the proportion of 100. to 72.3.  Therefore5
if both engines were requited to haul a similar load over the
same portions of road, the pressure on their respective boilers
would be in the inverse ratio of tlhese numnberls; that is, 72.3
lbs. to the sqcuare inlch in the Binary engine would be equal to
100 lbs. to the square inch in tile 19 inch cylinder engine.
Excessive pressure is much miore injutious to locomotive than
to stationary boilers) fromt the tremor and jairring to which they
are exposed; and the consequence is very apparent in the great
leakage of tlie boilers of these 19 inch cylinder eingines; and
this is another souice of expense in keeping up their repairs, for
the tubes and tube sheets soon become cracked froin the frequent
application of the caulking tools.
The furnace of this engine is also of a highily improved construction, and will burn either Bituminous or Anthracite coal i
the fire surface is very large, being five feet six inchles wide in
the clear.  r'The furnace has two doors, \vithl a watet space between therm, which in fact forms two chlanlbers, and is of great
advantage in the mnanagement of the fire.
In the Binary engine the whole w eight is available for adheA




sion, and i's distributed equally on the drivers; and in like mnan3
ner the power is also (listliblltecl  first directly to the mlliddle
wheels, and from thlem to tlhe fiont and back wheels.
it is well knowi tlhat thle sudden impact of a great force on
the drivers of a locomnoive will make them  slip on the rails, and
from this cause, wheen there are four pairs of drivers and the
power applied to but one pair, that pail will slip before the power
can be transmitted to tle olters; and thus the tractive foice of
the engine is materitilly diminished at a time when it is most
required.  BLut the Binlary enlgitne having two sets of main diivers, the imnpinging force is so extensively distribulted, as Nvwi1,
under ordinary circulinstances, prevent Ihe slipping of the wheels,
and for the same reason the use of sand will in a great degree be
dispenlsed with.
A model of this engine, one fourth of full size, was built for
the purpose of illustrit(ing its principles and movement onl the
rails; and which, at the requlest of the Board of Managers of the
Maryland Institute for tlhe Promoltion of the Mechanlic Arts, was
exhibited at their Pair in October last, and was examlined by a
large number of engoineers florn various sections of the Union,
who, for tlhe most part, expressed in the strongest terms their admiration of the plan.
This model was also careflllly examined by Win. Palrker,
Esq., late General Superinellndent of the Baltimore and (Ohio
Railroad, whlo was so favorably impressed with its general arrangerment and capab)ility, that he expressed a desire to have it
tried on that road; and for this purpose s-uggested tlhat application be made through hiimn to'he comnpany,  and he would lay it
before the Board; accordingly an application was presented to
ihim, and on its receipt lhe inst ruLcted the proper officer of the department to which such mailers belong, to prepare an estimate
for the reconstruction of one of the Winans' geared engines to
this plan; but the estimate was not prepared, as Ross Winans,
Esq., a builder of locolmolives, appeared before the Directors, as I
have been credibly informed, and stated to them that his engine
required no improvement; that the cone of the wheel gave therm
ample facility in passing throutghl curves; that the lateral pressure
of his engines against the rails is caused by centrifugal force,




whiclh is a law of nalture, and common to -all locomotive engines-that he regarded imy plan of engine as a slander on his,
and that the very faict of my getting ulp suchan engine is a conclusive proof of my ignorance of these principles —all of which
he said he would prove, by inmoels and diagrams to the satisfaction of the most obtuse intellect.
As an engineer, I consider myself called upon to refute these
allegations of Mr. W Cinans, and to defend my improvements in
loco:motive engines against his opposition; and although I am
conscious that he has used his influence against me for his own
purposes, and not fior the good of the company, I shall assume a
higher ground, and endeavor in this defence to protnote the public good and the cause of science.
MrII. Winans has been connected with the Balcitmore anld Ohio
Railroad, directly and indirectly,-for about 25 years, which gives
importance to his opinions respecting railroad matters in tlhe estimination of the directors, who, no doubt, feel safe in adopting his
suggestions.  But it is possible for Mir Winans to be mistaklen
on tile very ma-tters with whlich lie is supposed to be most
familiar; and I shlall prove by an exposition of the prinlciples of
the " cone of tile wheel" and of " centrifugal force," that. he is
wvonderfully mzisaken in these matters; I shall also prove that
he does nlot uuderstarld the psrinciple (f his own engine, and that
consequently his opiniolns in relation to my improvements are of
no importance.
A deficiency in the knowledge of constructive science, and of
the physical effects of causes in the builders of machinery, is
certain to entail pecuniary loss on their patrons; and vast sums
are thus wasted to railroad companies by the using of mactlinery
which is not adapted to the peculiarities of their respective roads.
To the principles of the cone of the wheel and of centrifugal
force are erroneously attributed certain effects on locomotive engines by those who do not understand these matters.; it being
assumned that the first is a benefit and the other an injury.; hence,
the real sources of the evils whiclh are associated with the Winans Transportation Engine remain undiscovered by its builder.
His elgine cannot turn curves with the requisite facility, and
according,,ly it abrades the exterior rail and runs off the track;




but Mr. Winanis alleges that the cone of the wheel gives hi's engine ample relief in the curves, and that the abrasion of the rails
and running off the track are caused by centrifugal force; thus
attributing to the cone of the wheel advantages which it does
not possess, and to centrifugal force evils which it cannot commit,
as I shall conclusively prove.
THE CONE OF THIE WHREL.
Every one connected with railroads knows that the wheels
are the frustums of cones, and almost every one supposes that
were it not for this form a locomotive could not move around a
curve; for, say the advocates of this theory, if a sugar loaf be
rolled on a table, it will describe a circle, of which its apex is
the centre.-See Fig. 4.
FIG. 4.
But a single sugai loaf is not a correct illustration of this prin-,,~
*\                              /
But a single sugar loaf is not a correct illustration of this prinrciple; hiowever, two similar cones placed base to base, as in Fig.
/5, will exhibit the exact theoretical principle of a pair of rail'oad
wheels, as laid down by the Chevalier de  Parebout, in his
Treatise on Locomlotives, which is considered a standard  work.
If this conical spindle, Fig. 5, were supported on the two lines A
and B, which are equi-distant firom the junction of the two basest
it is very evident that the spindle would roll in a direct or straight
course) because the diamete's at these lines are equal; but if the




13
spindle rests on the lines C and D, where the cones are of unequal diameters, the spindle would then roll in a curve, the centre
of which would be the apex of a third cone, of which the base
would be at C, and the inclination of its sides be governed by
the diameter at D, as shown by the dotted lines in the diagram.
-I.
A       -lB   DiFrom this illustration it will readily be perceived., that to produce the conical effect, a lateral traverse of the spindle on the
bearing points, either way, fiom the equi-distant position must
take place; and that the greater this lateral traverse, the smaller
will be the radius of the described curve.
We shall now examine the application of this combined cone
principle to a pair of railroad wheels.
_dFLI;  6.
_      _    _    _    _ _.. _        7I




14
Fig. 6 represents a pair of wheels with their axle and the
rails.  If both flanges were equi-distant from  the rails, the direction of motion would be straight, but as they stand in the
diagram, the flange of the wheel A is in contact with one rail:
while the flange of the wheel B is at some distance from the
other rail; this distance is termned the play or lateral traverse of
the wheels;, and the difference in the diameters of the two wheels
at the points of bearing on the. rails, determines tlie radius of the
curve in which a pair of such wheels will run.
The wheel described by Pamlbour, page 236, is 3 feet dinameter at the interior part or near the flange, and 2 feet 11 inches at
the exterior part, its breadth being 3} inches, and its conical inclination 1 an inch, or I-th of its breadth.  And on pages
241, 242; he says: " On a line, the most abrupt curve of which
has 500 feet radius, with wagons having wheels of 3 feet dianeter, and a play of 1 inch on each side of the way, the equation
shows that the least inclination one ought to give the tires is f;
but a more considerable inclination will answer."
Fig. 7 is a full size section of the tire of a Pambour wheel,
the lines A and B show the extent of play, which is two inches;.
and the space between tle tire and the line C shows the conical
inclination, which is  thll; but the greatest available extent of this
inclination, which is limited by the extent of play, is.283 of an
inch, consequently the diameter of the wheel is.57 of an inch
smaller at the line B than at the line A; and the bearing points
of the rails being 5S.75 inches apart, a pair of these wheels will
describe a curve of 309 feet radius.  Bitt by the same mode of
calculation a pair of the WiVioas' wheels will describe a curve of
336S feet radiris, which shows there mnIust be a great difference
in the conical elements of the two wheels.
Fig. 8 is a full size section of the tire of the Baltimore and
Ohio Railroad wheels, and is the precise form of tire used by Mr.
Winans in his engines.  Silnilar letters and lines designate the
same parts as in Fig. 7.  The diameter of the Winans' wheels
near the flange is 43 inches, and 3 inches therefrom  it is 423
inches; the inclination of the tire is It.h, or 8th of an inch in 3
inches, and the lateral traverse or play is - of an inch; the
greatest extent of difference in their diameters at their limits of




15
plax' on the rails is 1,th of an inch, and the bearing points of the
rails are 58.75 inches, as in the Paribour wheels....-     --
~~ ~~~~~~~~~~~~~~~~[.........................A simple analogical calculation will satisfy any one as to these
facts. It is evident that the difference of the diameters at the
i~~~~                   /
/       7
- /
~,-~-.,-.. ——.-I~... ~ ~ 7
i                       I~~~~~~~~~
I              I%/////~~~///////~   / 
A  ipemlgca   aclto  xviii satisfy any one as to thes
if ts.Itis evident///~//// thttedfeec   ftedaeesa   h




16
bearing points of the two wheels, and the distance apart of these
bearing points on the rails, determine the angle of convergence 
consequently, as often as the nmajor diameter contains the difference of the Inajor and minor diameters, just so many times will
the conical radius of the tw\o wheels be greater than the distance
apart of their bearing points on the rails.  But to make this still
plainer we will use the conical elements of the Winans' wheels.
The major diameter is 43 inches, the greatest difference of the
major and minor diameters Tth of an inch, and the distance
apart of the bearing points on the rails 58.75 inches.  43 inches
contains T1th of an inch 6S8 times, and 688 tines 58.75 inches
are 40,420 inches, or 3368 feet, as before stated.
But as the smallest curve which a pair of the Winans' wheels
can describe by rolling on their diameters of greatest conical
effect, has a radius of 336S8 feet, it is not possible that Mr. Winans ever made these calculations, because, in that case, I presume, he would not have said to the Directors that " the cone:of
the wheel gave his engines ample facility in passing through the
curves;"' and if he did rimake these calculations, then on what
authority did he make the above statement?  But lie can give
no authority, for the theory is fallacious, and contrary to mathematical principles, as I shall presently show.
In 18.34 the Chevalier de Pambour visited England for the
purpose of making a scientific investigation into the railway
system of that country, and observing the conical form of wheel
in use; lie regarded it as a grand principle, and proceeded to deduce general rules for determining this form by calculation; and
on page 235 he G" shows the differences that must exist between
the diameters of the wheels, that the required effect may be obtained."  The Chevalier, however, was not a practical man,
and therefore could not give the matter that thorough investigation which he otherwise might have done; and this is much to
be regretted, for his theories have been adopted almost universally. But if he had examined the combined efect of 1wo pairs
of these wheels, he would have found to his great surprise that
no benefit whatever could be obtained from this form of wheel.
And it is singular that this question has not been discussed or




I7
aoticed in any work on this subject, so far as I am able to ascertain.
Every railway car or engine must have at least two pairs of
tanged wheels with  parallel axles, which cause the bearing
points of the wheels to form a rectangle on the rails, and the
rate of convergence being the samne for two pairs of wheels as for
a single pair, because no change takes place in the convergence
of either pair by the combination, therefore, the angle of convergence remaining the same, the distance to the vertex will be
increased by the parallel distance of tile axles extending the base.
To distinguish these different effects of convergence I will
apply the terms conrical rarAius to the effect on one pair of wheels,,
and convergent radius to that on two pairs of wheels.
In Fig. 9, A and B represent two pairs of wheels with their
axles, but drawn so as merely to exhibit the principles which I
wish to explain.  In, the pail of wheels A, the vertex of their
cone is the point C, and D is the vertex of the cone of' the wheels
B; therefore, C A and D  B and the otlier linles connecting C
and D with tlhe small curllves ae cotical radii, and  by producing the exterior radius of each, they will meet in the point E.
Join E A and E  B, then will E A and E B be the convergent
radii.
But I have said that the bearing points of the wheels form a
rectangle on the rails, hence the tendency of thle car or engine
will be as strongly impressed withl a direc;t movement fronm this
cause as by the conical form of the wheels to move in a curve;
and, allowing these tendencies to be equal, wlich they are, very
nearly, it is evident that the radii of the curve in which the car
or engine will run would lay between the parallels of the axles
and the converlent radii. jBisect the angles C A E and E B
D formed by the axles and the convergent radii, by the straight
lines F A and F B, whlich meet in the point F, this point is the
centre of a curve which is normal to the compound conical
effect of two paitrs of wheels; and its distance from  the curve,
which is twice that of the convergent radius, I denominate the
paralactic radius, because it is intermediate between the centre
line of the axles and the convergent radius.
2




We will now apply
Hr%                   these principles to the
Winans' engine,  the
axles of which. are It
feet from centre to ceintre, and the rate of convergence  1-0th  of an
inch in 5S.7 5 inches;
therefore, by adding the
diameter of one wheel
to the central distance
of the axles, we will
have 175 inches as the
base of -conical effect,
whichl gives 13,708'feet
I, \   mas the'length of the
convergent radius, and
twice this  being  the
paralactic  radius, we
b'    M  \      have 27,416  feet, or
about 05  miles as tlhe
radius of the curve due
I /.':'\           to the conical effect of
|!:\'.'t   |the wheels of the Mi|: -,tt   ~s~t  lnans' engine!
|,: 2'  s''\   This requires no cornI t   \\          -ment, so I shall close
I I,;  \             thlis article by proving'! 2:ii,,t \s    t  that no benefit whatI/' J   i \ i  ever, even in the most;e 1[/ \' fll                attenuated  or renmote',|  } \      cldegree, can be obtained;   r   ~fromn the conical form
of the wheel.' j wi             sA  \         In Fig. 9 it will be ob-'  served that the straight......    line which contects the
bearing  points of the
i/:~axC 




two' ihterior WVheels frl ls within the cur've,, and i in  fac-t thle
chord of the intercepted' arc; therefore, the interior back whlleel
must roll towards tile interior rail; and as tle straight line which
connects the bearing points of tlie exterior wheels also fialls within
the curve, the exterior front wheel will therefore roll towards tlhe
outside rail; both of these wheels, that is, the outer front wheel
and tlhe inner back wheel, will have Ilte largest parts of their dianeters on the rails, while iheir opposite wheels will. lhave the
smallest parts of their diameters, according to the play of the
wheels, on the rails at thle samle tilte; that is., the conical effects of
the two pairs of wheels are thrlllon in opposite directions, wllichl
completely neutralize each otlher, or simply prodtlcing no other
effect than what is obtained by wheels of a truly cylindrical formz
of tire..
CENTRIFUGAL FoR cE.
We will now  consider the operation of centriflugal force in
railway curves, in which mnatter, also, the Chevalier de Panmbour
is a standard anlthority.  On page 2.37 of his work he says, "Let
us suppose that the velocity of tlhe nmotion be 20 miles per hour,
and the radius of the curve 500 feet; in tlhat case the centriftlgal
force wvill be J9wth part of the weight of the body in motion.;'
And on page 23S he says, " Tlle effort of this force exert..
ing itself in the direction of the radius will hbe to push all tle
wagons out of the curve.  If the two sides of the railway are of
equal elevation the wagons will be stopped in this lateral motion only by the flange of the wheel against thle rail.  But if we
give to the outward rail a surplus of elevation above the inward.
one, it is clear that in increasing sufficieniy that elevation, we
shall be able to master at last the centrifugal force in such a
manner as to permit it only to produce just the displacing we
want.  In fact, by raising in that nilnner the outtward side, we
will change the railway into an inclined plane.  The wagons
placed on that plane ought, by virtue of their gravity, to slip towards the lower rail.  On the other hand, the centriftlgal force
pushes them against the outtwavid rail, wllich is the highest   We
create, then, by that means, a counterpoise to the centrifugal
force.'"  And on this principle he gives, on page 243, the height




20' 
of the exterior rail to be-2,283 inches, as necessary to a curve of
500 feet radius, and a speed of 20 imiles per hour.
From these quotations it is evident that PAlMBO UR predicates
his theory on the abstract supposition that tthe vwagons are free
to slip laterally on the rails by the mzost trifjling degree of force
that mnay be applied to thenm,, and tlhat consequently cezdll/fgial.g
force would cause the wagons to slide off the rails, were it not
for "'the flange of the wheel."' Thlis force he accordingly balances by bringing into play the action of gfravitation; also, in
an abstract sense, by elevating the exterior rail to the required
angle, so as to produce a conltcrpoise to the centlrifugal force.Thlus, in a curve of 500 feet radius, and the speed of the wagons
20 mniles per hour, the centrifugal force will be equlal to the ~1-th
part of the adhering wreight, and is counter-balanced by elevating the exterior rail of the curve 2.83 inches, which is equal to
a grade of 254 feet to the mile, and makes an angle to the horizon of 2 deg., 53 min.
But the Chevalier de Pamnbour ouglht to have recollected that
on page 252 he shows, and that corlectly, the force of adhesion
to be -th of the adhering weight; therefore, a wagon will not
slip until a greater force than  lth of its own weight is applied to
it; and consequently it is totally impossible that a centrifugal
force of only Ttlth the weight of that wagon could make it slide
across the rails.
Again, he elevates the exterior rail in this case to an angle of
2 deg., 53 min., and intitnates that that angle will cause the
force of gravity to slide the wagon down towards the interior rail;
but he shlould have known that bodies wvill znot slip down an in.z
clinzed plane till its elevation e.xceeds the liniling angle of repose, whichl for iron on iron is about. 10 deg.  Therefore, it cannot be possible that gravity will cause a wagon to slide across the
rails at an angle of only 2 deg., 53 min.
From  this brief exposition of principles and facts every one
Nwill readily understand that neither gravity nor centrifugal force:can exercise any sliding effect on a Winans' engine; but it must
be observed that these engines seldonm  move faster through a
curve of 500 feet radius than 10 miles per hour, at which speed




- 21:,he centriftlgal force; is only one-fourth 6f what it is at 20 miles
per hour; because its decrease is as the square root of the velocity, and the  th. of  - is equal to but. y-th part of the adhering
weight.  Here again we mighilt ask with surprise, does Mr. Winans know this? and if so, hlow came he to attribute the lateral
pressure of his engines to centrifugal force, when in the nature
of things it is not possible tlhat this property of the Winans' engine can in any way be associated witll cenlliftugal force!  Therefore it must have its origin in the constmruclion of the engine,
a fact which I shall prove in its proper place.
Vl~hen the Chlevalier de Parnbour v:isited the Liverpool and
Mi3ancltester Railroad, he observed that- "; the outer rails of the
curves were elevated a little above the interior rails,"' which
elevation, he says, was arrived at'only by app)roxitnation," and
on page 243 he gives " a practical table of the surpltus of elevation to be given to the outward rails in the curves, in order to
annul the retalrding effect of the curves.'"
In my opinion he totally mistook the object which the English engineers had in view in so cornstructing their curves.; had
the centre of gravity of their'" wagons"' and locomotives been
near the rails, no such-" surplus of elevation" would have been
required, bult thle centre of gravity being, in most cases, about 4
feet above the rails, where celtlrifugal force does act by causiing
the whleels oJf the exterior side to pr'ess qwith/ additionlaltforce on
the rail, and the interior wheels with less force; the exterior rails
were accordingly elevated so as to cause the centre of gravity to
lean agtainst the centrifugal force, and thus equalize the pressure
on both rails.
This principle is perfectly illustrated by a horse when galiopino in a circus, the quick/er he rtmoves, the greater will be the
pressure of centrifugal force, and to resist it, the greater wvill b:e
his angle of inclination; because his centre of gravity is also considerably above the ground; and if the circle in whlich he runs
be examined, it will be found elevated towards thie outer edge,
in order that thefeet of the animal may bear equally and square
upon its surface.  But while the horse, by his natural instinct,
selects the proper grade of elevation to suit his velocity, the fixed
railway curve nmust serve,for all -,speeds, andits inclination can,




22
therefore, only be determined by'" approximation," as the ci~r
cumlstances of speed, weight, travel andl transportation  may
decide.  A  little elevation is a benefit, but if the approximnate
angle be mLiuch exceedted, it will produce a very injurious effect.
According  to the Palrlbour theory, the inclination as given in
his practeicrl table, pwage 243, will prevent the flanges of the
wheels from  coming inrto contact with the exterior rail of the
curves; for instance, in culves of 1000 feet radius he assigns for
the surplus of elevation 1.43 inciles; but in practice this elevation will not prevent the contact of the flange with the exterior
raild; hence, a little imore is given, and that not producing any
sensible effect, they keep on adding to the height; but still the
abrasion goes on, even after 63 inches have been tried on a curve
of tliis radius!:as I have found by the application of the spirit
level.  Now, if these mrlatters were properly understood, no such'' slrpiPls of elevation" as thlis would [)e pointed out as a tritilph
of alodern slkill in the construction of railroads for facilitating the
passage of the curves.
The centrifugal force of a Winans' engine in a curve of 1000
feet, radiusl at 10 miln es per hour, is aboutt -T-t.h part of its weight,
eqiuato 376 lbs.; thterefore, if the rails were of'lhe same liegrht,
the pressure on the exterior rail would be about 376 lbs. more
than on the interior rail, \vwhich would be a rmiatter of trivial consequence; but the elevation of the exterior rail to a little over 6
inches, throws the centre of gravity of the engine vertically over
a point 5 inches out of cenire towards thle -interior rail, causing
the erlgine to bear on that rail with the w-eight of about 34;000
lbs., and on the exterior rail with only about 24,000 lbs., tnmaking
an excess of 10,000 lbs. pressure on the interior tail in the attempt
to formn-art equipoise by mneans of gravity!
rThups, a surplus of elevation is given to Ille exterior rail of over
6 inches, or an inclination equal to aboutt 54) feet to the nlile;
that a centrifgatl force of 376 Ibs. may not push an engine
weigling 58,O000 lbs. up this inclined plane against the exterior
rail!
From  this malconstruction of thle curves, engines of 5S,000
lbs. weight are mlade to press the interior rails with as much
forlce as tIoaugh ihey. weigh ed 68,00)0 lbs. eachl..




23
If any one will examline the curves of a railway,a ma rked difference mnay be noticed in the two rails, v, here (!his excessive surplus
of elevation has bleen adopted, and it wvill be found, tllat although
the iller ecdge of the exterior rail imay be abraded considerably
by the action of the flange, its upper sutrface for thle most part is'oo(l and solid, while tile surface of the interior rail, on the other
hand, has a crushed and loose appearance, as if lnade of inferior
ion, presetiing, in fact, the contrast that might be expected in
two roads of eqtual travel, one using engines of 4S,OUO lbs,
weight, ancld he otlher engines of 68,000 lbs. for the deterioration
of the rails, froml thle crushing effects of heavy engines, increases
much more rapidly than what appears to b)e due to the mnere increase of weight after a certain lilnit is cxceeded.
Thlis specimen of engineering is worthy the notice of those
interested, for wvillhout producing the least prevcnlion of contact
)f the flange and l:ail, it fLully  confirms the} srggestion that if the.tpproxiltate angle be rnimuch  exceeded, injurious effects mnust
Ansute.
Fromi this exposition it is evident that cenltrifugTralfJrce exerts
a vertical pressure on the exterior rails in curves, instead of a
iateral pressure, as asserted'by 3r. Winans, and indeed most
generaily believed bl)y practical mene; and by thlose also who are
not practical, hut. wlIo undertake to give abstractions in science,
as practical rules by wilich millions have been expended to no
pu rpose.
Having demonstrated that the lateral pressure of the Winans'
ngine against. lhe rails is not caused by centriflugal force, I sliall
now [)rove tlhat it is tlhe nattural result. of 1he defective principles on
which these engines are constructed.  The axles of tlhese engines, ]Mr. Winanrs says, in Ilis specification, "Lare placed permnanently parallel to each other;'' thlis controls the tendciecy of thleir
movement to a direct, or stlraight course, and tIhlis renders them
unsuitablle for curved roads, such as the Baltimore and Ohio
Railroad.  But thait hey may be userl on this or any other road
having curves, Mr. WVinans was obliged to abandon the mode
wlhich lie says in his said specification tlhat he prefers, and was
compelled to adopt. another mode, which, for good reasons, he




24
-did not prefer; but none of his modes answer the purpose  which
lhe has specified, viz: to turn curves wxith tile requisite facility.
Accordingly, it is in the curves that the defective principles of his
engines are most apparent, by the manner in which they scale
off the edge of thle rails, and by rlunning off the track; but when
it is considered lthat the front guidling flange is a secant to the
curve, and in abrasive contact with the rail, we can readily perceive that, a very small obstacle, such as would in no wise obstruct
a truck engine, is amnply sufficient to throw a Winans' engine
from the track.
The mode which Mr. WTinans adopts to enable his engines to
pass through the curves is to make the four middle wheels without flanges; the effect of which is most disastrous, as it permnits
the momenturn of the engine to- concentrate in a single point
where the flange of the front wheel impinges the exterior rail,
causing such percussions as frequently displace the rails and
blreak the flanges of thie wheels, and is the true cause of the
many accidents which result froml the use of these engines,
abundantly proving themn to be most uncertain and unsafe in
their operations; and they have in consequence killed more people, destroyed mnore property, and caused more detention  to
travel on the road, than any formn of locomotive engine ever
built, in proportion to their numnber and time in use.  And tlhe
expense to the Baltimore and Ohio Railroad Company for extra
repairs and losses traceable to the use of these engines amounts
annually to an irimmense sum.
These engines not only consurme a large portion of the proceeds
of this road, but they depreciate its characterfor safetly and the.speedy conveyance of passengers, and although they are not
passenger engines, they interfere with the travel of the road,
which is the most profitable part of the business, causing it to
fall far below the reasonable expectation of the comtpany, by the
fiequency of the accidents to which they are so liable.
I will now notice the TRACTIVE CAPACITY of thle Winans'
engine.  This engine has indeed eigllt wheels, all connected a,
drivers, but owing to the defective transmnission of the power tc
its fiont pair of wheels, its tractive capacity is not beyond what i,



due to the adhesion of six of its drivers; v:-nd consequently it
must carry as dead weight, the 14,1500 lbs. which rest on the
two front wheels; leaving but 33,500 lbs. for adhesion, whic"h
reduces its force 25 per cent.
Now it is evident that every pound in the weight of a locomotive eng'ine which is not available for adhesion, is equal to the
transportation of so much freight zwit/hout com?2penzsation; and
this dead weight must be carried through every curve and up
every grade, in which latter case it often forms the seventeenth
part of the load.  As this dead freight must occasion some loss to
the company, if any one will take the trouble of computing the
amount of this loss in a year's service of one hundred of these dead
weight engines, he will obtain a result which may probably astonish him.
In comparing the Binary engine with the Winans' engine,
we observeIst. Every pound of its weight is useful for adhesion, and its
weight beitng 60,000 lbs., its tractive capacity is to that of the
Winans' engine as 600 is to 335.
2dly. The Binary engine cannot leave the-track, except from
the intervenrtion of extraordinary causes; when, from the principles of its construction, the W inans' engine will leave the track
from causes of so trifling a character as could be passed over by
a truck locomotive in perfect safety.
3dly. The Binary engine will pass through curves of 60 feet
radius with facility, while i(he Winans' engine does not possess
a single mechanical expedient by rneans of which it can pass
through curves of any radius with facility.
THE WtINANS" PATENT.
Mr. W'inans is generally supposed to be the inventor of locomotive engines with six or eight driving wheels.  This is by no
means the case.  His claim  relative to the wheels is merely for
the use of chilled cast iron flranches in combination with an engine having six or eight driving wheels with axles parallel tc
each other.  IHe procured a patent for this idea on the 14th
of October -1S46, and his specification is now on file in the pat



26
ent office, signed by himself and witnessed by John H. B. Latrobe and Edwin L. I3rundvage.
The writer of this specification was evidently more skilled in
law than in mechanics, for it is, perhaps, the miost subtle document that was ever imposed on the patent office,:andl at the saymle
time one of the boldest attempts, by assumption, to grasp a fortune from the railroad companies-of the Union that was ever perpetrated.
Mr. Winans does not claim the use of any number of driving
whleels or bearing points on the rails; but his claim is for the use
in a locomotive engine of six or more driving wheelos made of a
cer'tain mrnterial, onl the representation t hat although four such
wheels had been used, a new and iurportanst result arises from
the use of six or more of them!  r'he following paragraph,
which I here give verbatimn from  his specification, contaills a
complete synopsis of the case.  After describing various modes
for permitting an engine with six or eight drivilng wheels to pass
through curves, all of which devices, however, he very cantlidly
admits woere the invtentions of other personls, he says: " By
cornbining wcith the said devices THE  USE  OF  CHILLED
CAST  IRON  FLANC HES a new and oritfinal combiaation
is obtainted, and the diffculty of using six or eight drivi:ng
wlheels with their ax/les parallel to each other -WILTL BE OBVIA-i
TED, WITHOUT'I DANGER FROM RUNNING OFF rTjHE
TRACK, AND WITH THE1 REQUISITE FACILITY
OF PASSING THROUGH CURVES AND TURN-OUTS,
as I (Ross Winans) have experimenltally ascertained."
If this combincation grave the C, requisite facility of passing
through culrves and turn-outs," prior to the dale of the patent,
C without da7nger from? run71nin  off the track," it  will do so now,
ancd there being NO  DANGER, there is no POSSIBILITY'
of running_ off the track.
But aMr. Winans having ascertainfed, by actual experience on the
Baltimore & Ohio and other railroads, that this conbilnation will'NOT  obviate the said difficulty without danger of running off
the track, and that it will NOT give the requisitefacililt of passing through curves and "turn-outs; he, therefore, now says, that
this difficulty is caused by CENTRIFUGAL  FORCE! and to
prove that this is really the case, he has had a " curiously con



trived"flexable curve constructed on the Locust Point branch'.of
the Baltimrnore and Ohio railroad, by which, I am  infornmed, he
has " experilmentally asceilaineed'' to his,entire satisfaction that
he is right in this conjeclure.  ie says:  this force is a law of
zature'," it must therefore ]have been infull operatioQn at the tilne
he proved the utility and advantage of " this new? aiid origrinal
combination,' as he termns it.  If'~ this law  of nature"' now
deprives this " combination" of the utility \x hich lhe has claimed
for it, it could never harve ad t/his utility, consequently IT WAS
INOT ENTITLED'TO A PATENT; and Mr. Winans having procured this patent through repr7esentations which he cnkows
to be erroneous, IT  IS UNQUESTIONABLY  INVALID.
Chilled cast iron driving wheels have been in use on the Baltimore and Ohio Railroad for about 20 years past, and it was
and still is customary on this road to replace the worn out wlOlught
iron tires of the engines, which have been purchased by the company, with wheels of chilled cast iron; and when the increase of
butsiness would have required, engines with six or eight driving
wheels, (as had been introduced on other roads) such wheels
wvould inevitably have been maade of chilled cast i'ron; —a fact
well known to Mr. Winans, and he also well knew that a laroge
number of such engines would be required1 by this comlpany to
meet the increase of business by the extension of the road; he,
therefore,' secured to hirmself and legail representatives, by letters
patent, the right to make and tuse" cthilled cast iroiz whcels for
all engines requiring,more t/.an four driviers, on the pretext
that he had discovered and experimentally ascertained tlhat when
more thonfour chilled cast iron driving wheels were used in one
engine, a ~new and original combinatioz twas obtuainel! WHEN
IN FACT NO NEWV PROPERTY WAS -IMPARTED TO THE WHEELS
BY TIlIS COMBINATION; thus obliging the comrrpany to depart
from  their established custom of using tlriving wheels of chilled
cast iron, (for the making of which tiley had large facilities) or
ay hirn for the privilege of using them!
Mr. Winans alleges, in another part of his specification Ithat
the advantage of his " new combination" " is valuable and important in  proportion as the distance between thle front and
hincd axles of an engine having its axles parallel is increased'.7




?This is a palpable misrepresentation, being a stibstitution of the
nzecessity of relief for thie mneans of relief.'The longer the chord of
a given arc, the longer will be its versed sine; and consequently,
on this principle, the greater the distance apart of the front and
baclk wh/eels of a Iccomotlive, the greater will be its dificulty in
passing through curves; hence, the greater this distance the
greater the necessity of sonme means of relief; but this difficulty
is not met with  the requisite facility by this " comnbination"
of fMr. Winans, as the ingenious wording of his specification
would- lead one to suppose.
The mere extending of the space between the axles, however,
is not the subject of a patent; four wheeled engines have been
built in which the parallel distance of the axles was sixten7 feet;
five feet mnore than the extreme distance of the eight wheeled
engines of Mr. Winans! antd yet thlese four wheeled engines derived no valuable or important advantage Ly this extension of
their wheels.
Whatever advantage is possessed by driving wheels with flanges of chilled cast iron, was realized as perfectly in.the engines
built by Phlineas Davis, for the Baltilnore and Ohio Railroad,
twelve years:before the date of the Winans' patent, as it ever
has been since.  It is the back and front whaeels alone of
the Winans' engine whichl are flanged, and on thein depends the
keeping of the engine on the tlrack; the middle wheels are without flanges, and therefore cannot assist in anywise to facilitate
the passage of the curves, or to obviate the danger of running off
the track.  How preposterous then for Mr. Winans to expatiate,
in his specification, on the advantages of the "' chilled cast iron
flanzch,  when he has not added a single "fianch" to the engine!
nzor combined therewith a sinzgle element by which additiozal
facility or saferty is imparted to a locomotive in passing tihrough
curves! nmuch less to give it the "' requisite fac.ility'"'without
danger forom running off the track!!"  Consequently, Mr. Winans has not, nor ever had any right, to exact money fiom any
party by virtue of this patent.
The seal of the patent office cannot be appropriated to the protection of a mere comnbiner of other mzezn's devices, so that he
may extort funds froml the public for the use of a combination




29<
which he knowrs to be inoperative through'" a law of nature'l or-,
by any other cause.  The discovery of a mere abstract principle,
resting in theory and speculation, but of no utility, as in this
case, is not the subject of a patent; and the granting or procuirrin
of a patent in such a c(ase, by any imeans, is contrary to the spirit
and intention of the patent law, a-nd is witlhout the pale of its
protection.
Six and eight wvheeled: engines, with chilled cast iron drivers9
ar~e now being exlensively used on various railroads without acknowledging the right, of Mr. Winmans, except the Baltimore.;
Ohio and a few others, which pay himn his demands.  It is a fact'
well understood  that these wheels with parallel axles cannot bemlade to keep the track in curves, wvithlany certainty, but as they
are cheap and convenient to manufaicture, they are pretly genaerally used, without any idea of realizing the advantages claimed by Mr. Winans in his patent.  Now, to sustain this patent Mr.
Winans must prove, that, by " the use of wheels with flanches
of chiilled cast iron," in comnbination with the devices enCumnerated by him,'" the difficully of using six or eight driving wheels<
with their axles parallel to each other," IS' OBVIAT'ED w.ithout daniger fronm ruttnning (f  the tr'ack, and waith the requisite
facility of passing through CURVES and turn-outs,"' according
to lhis specificationr, WHIC 1H     IS ABSOLUTELY  IMPOSSI.
BILE  for hint to do; therefore, hlis said patent is null and void
in law.
The opposition of Mr. Winans to my improvements in locomnotive engines, and his misrepresentaltions in the nmatter, have
compelled me to give a descrijti1ns of the Binary engine, and to
defend its principles, tlhat the utility antd necessity of these imnprovelnents might be undersltood by the comnlunity; and to do
this with proper effect I was obliged to exhibit tlhe construction
of the engine of Mr. Winans and review his patent, and also to
dissipate thle false theories of the cone of thle wheel and centrifugal foice in connection xwith loconmotive engines.
Altihough these erroneotus theories commenced with tl'heailway system itself, and have been established and confirmed for
some 20 years by men of high attainr enrlts in science, but evidently destitute of practical knowledge and experience; and have




b'een adopted and tenaciously adhered to by Mr. Winans without
investigation, I hlave so completely and incontrovertibly cleared
them  a"x:ay by the sound principles of mathematical science,
that surprise will be excited that they  ever became so generally adopted, or continued so long unchallenged.  And having done this, and also having proved tlhat the Binary engine
is piredicated on true principles, as elicited by a careful and
thorougli invesligation of the wihole matter, I ithink that I cannot
be charged wiith presumnption in asserting that the Binary engine
will come fairly up to all that I claimi for it.
While quietly pursuing these investigations, and constructing
the mnodel of a'locomotive wlhich would perform vwhat is erroneoutsly atiributed'to the cone of the wrvheel, and that would;be
clear of the evils whiclh are chargred'vithout cause to centrifugal
force, I little expected that this model, the exponent of my
views, sholrld be referred t o. by Air. Winansas a most conlclusive
evidentce of rny ignorance in these very matters,,in order that he
rmighit prevent thereby the introcldctlion of my improvements.
It cannot be expected that the directors of railroad companies
should be so skilled in all thle ramlifications of r-iathematical andc
mechanical science as to be able to detect false theories in relation to the construction of ocoIorive engines, or the sw orking  of
a railroad; but they are not to be deceived on that account.
Let MIr. Wilans now come forwatird with his long promised'" models and diagrams" with whichl le wnas to " convince the
most obtuse inttellect" that he was right in the assertions he advanced to the directris in relation to hlis engine and the principles of mIine, andt controvert my statements as herein set forth,
if lhe can; for lie is bound in duty to the Ballit-nore and Ohio
tRailroad Com-pany, and to this comniunity, either to do this or
to acknowledge his total misapprehension of these matters.
In tlie'mean time I invite particular attention to the within
dilagramn, Fig. 8, of the tire of the Winans' wheel; observe the
minute fraction of the cone represented between the face of the
tire and the line C, between A and B, which is the full extent
of the inclination of the cone on which Mr. Winans depends for
ample relief to his engines in curves.  And let the patent of
Mr. Winans and the commnon theories of the cone of the wheel




and'centrifugal force be also carefully considered, anrd I feel
confident that every man of intelligence \will be convinced of
their perfect absurdity, and that theN7 cannot fail to perceive that
a great responsibility rests on Mr. W'inans by his irlfiuencing tie.directors against the introduction of improvenments in locomotive
engines, which would promote tile secilriry of life and property
on railroads, and reduce tie  runnling expenses; for any siuc liimprovelenti according to llle principles of. political eco-nomly, is
A BENEFIT TO EVE1RY INDVIDVUAL.
Tile BIN:ARY ENGINE was delsigned to overcome tble nal'ural
difficulties in the curves anld rlnclulalions of thie Baltimore and
O11io {Railroad, and to enable that road to coinpete wilth those of
more faivorable alignment and grade;.and it is better.adapted to
acco[i)plish this purlpose than iany otlier locomotive yet prodliced;,
and w:lhen tried it, will be folrnd that. were all the Winarns' engines (exclusive of tihe gearedl  enines) wlhich are now on this
road, altered to Ilhis plan, whlich iley can be, their tractive capacity would be increased 25 per cenct.  \vhici} woulld t)e equivalent
to 25 new engines, worth about $2 0 000; and that the whole
cost of reconstruction would be paid in one year's use, froln tile
ereduction alone in the expenses for repairs of locomotives, road
antd rails, passernger, burden andt coal cars, and losses fronm accidents, vlwhichl a!mounted in the aggregale last year to T6.59,140.065
as per company's last annual. report, page 37.
I respectfully submit the questiol to the President, Directors
and Stockholders of this road., and all who aie interested in its
prospicrity and that of the city of Baltilmnore-is it proper or consistetit \vith the spiiit of enterprise and progress that an engine
withi the properties which I have dentonstrated the B;narty engine to possess, should be put down; and tihat this road, the great
and inicreasing business of which mneriling the most pelfect folrm
of engine thlat can be procured, nust be dlebarred of ils use,
through the influence of Mr. \Wi' mans, lest its adoption might
interfere with his owvn pecuniary interesls?
JOHN COCHRANE..








n'hent~ the'oleoing  had passed t.1lrou'-: trhe press, I obscrved
l'ittl. two vniollortanIt Vword1s had been  omiitte'd on page 26, in that
pa     nh"i-.-l~'", of' this p(ecification  of' brto. Wiinans pattent, which I profes.sed to give verbtaum; the word3s " wheels with'' wereIe  iniuntentinally left out in preparing the nmanuscript, without, 3however,                ensailng tf:e  sense; but to prevent any one from sa yihr
that I gave an incorrect staternent of the said specificationl, 
hterewith append a trlue copy of it entire, whilich, the reader will
perceive, fullT confirmis and establishes all that I have said in relation to it.
J. C.
ATo  nLL  J-OIO  rri IT \1AY CONGE rUN. -Be it known that I, Loss'Winans, of the city of Baltimore, in the State of Ilarylalnd, Civil
Enngineer, have made an inprovernent in the manner of constrlucting Locomotive Steam  Engines to be used on railroads,
Nwith six or eight dlriving wheels, and I do hereby declare that
th.e following is a full and exact description thereof:
In the conmbination and arrangeement of sotm-e of its parts, my
improved  Locomotive Steamn  Engine resembles one that was
built by Mir. Jtopkins Thomas, with the six driving wheels, and
which was used on the Beaver Meadow railroad; but his engine
was found to be objectionable on account of its two great tendency to run off the road; to obviate which, and to increase the
nurmbeer of driving wheels and points of bearing on the rail florn
four to six or eight, are among the objects of my improvement.
In the accompanying drawings I have represented my improved engine under two different nmodifications or miodes of con



struction, Fig. 1 is an engine with six wheels, all of which are
driving wheels, two pair of driving wheels being in front of and
one pair behind the fire box.  Fig. 2 is a similar engine with all
the driving wheels before the fire box.  Fig. 3 is an engine with
eight wheels, all of which are driving wheels, with the cylinders
in an inclined position. Fig. 4 is a similar engine drawn to a
larger scale, with the cylinders in an horizontal position, which
position is preferred.
The motive power from the steam cylinder A (in the acconmpanying drawings) is communicated directly to the pair of driving
wheels B, by means of connecting rods C, operating on cranli
pins on one pair of the said driving wheels, or on cranks on their
axles; the connecting rods D D operating upon cranks on the
other axles in a manner well understood, so as to make all six or
eight wheels driving wheels.  The axles of the respective pairs
of wheels are placed permanently parallel to each other, and to
enable the wheels to arrange themselves in a position to pass
readily around curves on the road, or through switches, a lateral
or end play is allowed the axles when all the wheels are furnished with flanches.  This lateral play of the axles and wheels
may be obtained in various ways, but thle mode which I prefer
is to make the. journals of the axles longer than the boxes itl
which they ruan, so as to allow of the requisite end play, or the
boxes may be allowed to play laterally for this purpose.  To
enable an engine with six or eight wheels, and all the axles parallel to each other, to run with facility upon curves of short
radius, and through switches, one of the two following devices
imay be allowed: first, a lateral play of about an inch to eachl
axle may be allowed, or double that play on thme middle axle or
axles if the end ones have only the usual play; or secondly, this
lateral or end play mnay be dispensed with, and the capacity of
adaptation be.still retained by forming. the rmiddle pair or pairs
of wheels witihout fianches.  To equalize the pressure on the
respective driving wheels, and consequently  to distribute the
weight or bearing of the locomotive on the rails on six or eight
points, and the better to preserve the proper distribution of the
weight on each of the wheels when passing over the uneven
p[arts of the road, a vibrating sprinrg, such as is slhown at a a in




"the respective drawings may be used.  This vibrating  spring
turns on a fulcrum b below its centre, and the rods c c bear
on its ends and upon the upper boxes of the two contiguous
ldriving wheels. A device analagous to this, consisting of a
vibrating lever and spring, has been used by MAessrs. Eastwick &
Harrison on a locomotive engine, for which they obtained letters
patent.  A similar device was also used by Mr. Hopkins Thomas.
The axles of the respective pairs of wheels of Mr. Thomas' engine were also arranged permanently to each other, and lateral
play was allowed to the axles and wheels as herein described, for
the purpose of promoting the easy passage through curves and
turn-outs, and the steam power was transmitted from the cylinder to the respective driving wheels by means of cranks and
-connecting rods, as herein described.  The above devices mentioned as having been used by Mr. Hopkins Thomas, I do not
consider as new, either taken individually or in their combination with each other, they having been used and combined with
each other, as above remarked, by that gentleman, in the construcfion of an engine with six propelling wheels, but without producing t'hereby a machine possessing the advantages obtained
-by my improvement, or capable of passing through the curves
and turn-outs of the road with the requisite ease, facility and
safety.  By comrbining  with the said devices the use of wheels
with flanches of chilled cast iron, a new and original combination is obtained, and the difficulty of using six or eight driving
wheels with their axles parallel to each other will be obviated
without danger from running off the track, and with the requisite
facility of passing through curves and turn-outs, as I have experiimlentally ascertained.'With the ordinary driving wheels with
wrought iron flanches this would not be the case.  I do not
intend to claim the use of driving wheels for enrgines with flanches
of chlilled cast iron as new, when taken alone, but wheels with'chilled cast iron flanches are an element, which, when combined
wvith the other devices elnumerated, or with devices substantially
the same, and with six or eiCght driving wheels, forms a new'combination, which is a new and useful imIploveJnent.  Chilled
cast iron flanches to the wheels which g-ide an engine on the'track promote a more easy and safe transit through curves and




tur-ots asd along thle en lte rocd, ithan would  be the case wire iew7heels with wiro',igelt iron ftnclh-es used; ian adant.(,g ao   lwich iw v
valuable uad nipcortant in p.operaio  asno ihec' disut-ce Lei.elnee  t:ie
ftiont and hilnd  axles of an engine is incr-eased.  Tihie extreme
a1rdness  of tl-e c-!;le Cd c* t cns}e'. c'',. PmtneS,  it to:l'rescv:e:e It'.
rioiia'l a   id   p.cal l~u:  Iei    i  5.  gV        1      5 t  i'o K  
fiance..'"i'      oi',e,';!o, cT It}, Vf i.i  wi   t
extreme hard.ess        ] t::. I'.,  ooel, o  til l'v ii.cl    ca.t'o t
fianches, eiieure th}ei'r og0idng  o   te rails, iisitead  of,'f o i tnl:,'.
them,  and  tie  ecngice is tlherebxy gMided caoL:g  the tIack.wi,1i
greater safetyi jid   ith enss rensisacwi1ce to i'ne moving  powe   th f
could be dcne by wvheels h     albv,- vin rou wghlu t il'Cn t-eaches, all otheri
thiigs h'eim    equil..favincr tius furlly set foithI!te Inar.eioi' r Of
my improvemnent, W,      AiT  I CLAIh,  an'd desire to be securedt
by letters patent is the employment of wheels with chilled cast
iron flanches, in combinat.ion with an engine having six or eighlt
driving wheels, with axles parallel to each other, arnd accormmnodating itself to curves and turn-outs, by any of the devices or
modes herein described for that purpose, and having the power
apTlied to all the axles by connectiDng rods and cranks.
ROSS W: ANS.i
Witnesses:
JNO. H.  B. LAT'ROBE,
EoDWIN  L,. BRUINDAGE.
Exd. L. S.
Patentedl 14th of October, 1846..