TKANSACTIONS OF SECTION G. 819 



and to machinery. In the first part he described a new principle in the mechanical 

 adaptation of a hollow cone mounted upon a revolving spindle with its centre at the 

 smaller end coincident with that of the spindle, hut with its axis incHned from 

 that of the spindle, so that one side of the periphery of the cone remained con- 

 tinuously parallel to the axis of the spindle. 



In the second part he described a new system of variable velocity gear in which 

 motion was imparted or controlled by a conical roUer or disc running upon this 

 cone, or by a cylindrical roller or disc. To this is adapted a reducing gear, the 

 wheel in which (carrying the idle pinion) is permissively rotative at a velocity 

 variable by the longitudinal movement of the cone one way or the other so as to 

 bring the disc in contact with a larger or smaller part of the cone. 



The author also described the exaxial cones as a means of transmission of 

 different velocities by means of belts which would run upon them much as they 

 would upon cylinders. 



6. On Balanced Locomotive Engines. By T. R. Crampton. 



The engine is driven by two paii-s of adhesion wheels worked independently 

 dispensing with coupling rods or balance weights. It can be designed for ordinary 

 high-pressure or compound. The four adhesion wheels are worked in pairs, two 

 on each side (which may be made radial if desired), each pair being driven sepa- 

 rately from one end of each axle only, by a pair of cyhnders workino- on return 

 cranks, attached close to the outside of one wheel as convenient ; the crank pins 

 being opposite each other, or 180° apart. The pistons, working in opposite direc- 

 tions, require no balance weights; the axles transmit the power to the wheels by 

 torsion in one direction, there are no balance weights, in consequence there is no 

 power generated in the working to produce oscillation. The axle-box guides receive 

 no horizontal strains from the pistons, which amount, in an ordinary engine of 

 the same dimension, to from 16 to 18 tons at each stroke, tending to break the 

 frames. 



The cylinders are placed so that the centre of the slide bars are nearly in a line 

 with the centre of gravity of the engine. The connecting-rods are seven times the 

 length of the crank — the vertical thrust, over the leading wheels, as in the author's 

 original engine, is reduced to one-fifth of the ordinary system. There are large 

 numbers of engines of the ordinary type having inclined cylinders at the smoke-box 

 end, where the vertical action at each stroke of the piston varies the weio-ht on 

 the leading wheels three or four tons. "^ 



The whole of the working parts being outside the boiler, and nothing underneath 

 it, as suggested by the author in 1846, enables the marine boiler to be used, which in 

 his opinion, is, under certain conditions, better adapted for locomotives than that 

 in ordinary use ; it is cheaper to make and more easily repaired, having no stays in 

 the fire-box. Ordinary boilers can be used. 



The total weight of engine is reduced, and greater heating surface obtained in 

 a given distance between the axles. The absence of strains mentioned enables the 

 whole structure to be made much lighter. A simple apparatus is employed for 

 forcing the cranks off the dead centres when desired, which is appHcable to all 

 engines. Any known apparatus for manipulating the brakes can be placed on the 

 foot-plate, the cylinder of such apparatus being utUised for moving the cranks off 

 the dead centres if required. The tyres are formed to wear parallel, reducino- the 

 wearimmensely as well as that of the rails. The details of the engine may be varied 

 to suit circumstances. The position of the cylinders having no tendency to produce 

 oscillation, they may be placed at any convenient position, consequently should 

 assist in settling the vexed question of inside and outside cylinders. 



When engines have all the moving parts on the outside, and are worked lono- 

 distances by change of driver, the one driver, on giving up charge, can explain and 

 point out to the one taking the engine on anything requiring attention, which is not 

 so conveniently done when the machinery is underneath the boiler. The importance 

 of locomotives constructed on the above principles may be shortly stated : the results 

 of experiments made under precisely the same conditions with the ordinary loco- 



3 a a 



