IMPROVEMENTS IN RAILWAY WHEELS, THEIR AXLES AND BOXES
Year: 1853

page_text: LETTERS PATENT to William Bridges Adams, of No. 1, Adam
Street, Adelphi, in the County of Middlesex, Engineer, for the
Invention of "IMPROVEMENTS IN RAILWAY WHEELS, THEIR AXLES
AND BOXES."
Sealed the 6th June 1854, and dated the 8th December 1853.
PROVISIONAL SPECIFICATION left by the said William Bridges
Adams at the Office of the Commissioners of Patents, with his
Petition, on the 8th December 1853.
I, WILLIAM BRIDGES ADAMS, of No. 1, Adam Street, Adelphi, in the
County of Middlesex, Engineer, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN RAILWAY WHEELS, THEIR AXLES
AND BOXES," to be as follows (that is to say) :-
In casting metallic tyres with chilled or common surfaces on to the
bodies of wrought or cast disk or other wheels, with perforations or
hollows or prominences, so that the tyre shall be continuously held or
interlocked at small spaces, and that a flaw or crack will not cause any
large piece to fly off; and the bodies may be heated to contract equally
with the tyres, or may be partly covered with loam or other substance
to permit shrinking, and the hubs or centres may be cast in a similar
method. Another mode is to secure the wrought or cast tyres of wheels

page_text: by forming them with an internal rib towards the front edge of the tyre,
against which the body of the wheel is drawn or pressed by fang headed
bolts, which hold on the rib, and the nuts may bear on an internal
circular loose ring at the back of the body, which is thus firmly held,
and this arrangement is applied to wheels with wood bodies, as well as
metallic bodies. As a variation from this, the front rib may be angled
and take a groove in the body of the wheel; and a hoop of metal, with
the ends not joined, but so that the hoop may spring open, may be fixed
in a groove at the inner side of the periphery at the back of the body,
a bolt or rivet passing through the opening of the hoop and keeping all
firm. The axles may be hollow or solid, and the wheels may be keyed
fast or revolve on them, in which latter case collars must be formed or
fixed on the axles, and the hub or centre of the wheel should be
prolonged considerably to prevent unequal wear, and the hub or centre
of the wheel is to be truly bored out central to the tyre; the interior of
the bore may be case hardened, if required, or a tube of thin brass or
steel or other metal may be applied between the axle and wheel hub to be
replaced when worn. The lubricating matter can be contained in a hollow
of the wheel hub. The axle is to be formed in any of the usual modes
of bearings, cylindrical or conical, or in form of a double cone, but it is
to have a collar in the centre of the bearing, or a groove turned of a
sufficient depth towards the end of the bearing. The axle box is made
in two parts, which, when bolted together, will clip on to the central
collar or into the end groove and prevent length long motion. The back
of the axle box I prefer to press against the face of the wheel, whether
the axle be fast or loose in the wheel, so as to prevent the entrance of
grit and permit the passage of lubricating matter. The lubrication of
the axle in the box may be provided above or below by slits or holes,
or in front of the end, and instead of the box clipping the groove of the
axlo, a forked collar may be applied in front of the axle box bearing.
If metal disks be used to form the body of the wheels they may be
corrugated or plain, at pleasure; and for railways to be used in streets
er highways the tyres may be formed with central flanges, instead of
n the edges.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Bridges Adams in the Great Seal Patent
Office on the 7th June 1854.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I,
WILLIAM BRIDGES ADAMS, of No. 1, Adam Street, Adelphi, in the
County of Middlesex, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Eighth day of December, in the
year of our Lord One thousand eight hundred and fifty-three, in tho
seventeenth year of Her reign, did, for Herself, Her heirs and succes-
sors, give and grant unto me, the said William Bridges Adams, Her
special licence that I, the said William Bridges Adams, my executors,
administrators, and assigns, or such others as I, the said William
Bridges Adams, 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 RAILWAY WHEELS, THEIR AXLES AND
BOXES," upon the condition (amongst others) that I, the said William
Bridges Adams, by an instrument in writing under my hand and seal,
should particularly describe and ascertain the nature of the said Inven-
tion, and in what manner the same was to be performed, and causo
the same to be filed in the Great Seal Patent Office within six calendor
months next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Bridges Adams, do
hereby declare the nature of my said Invention, and in what manner
the same is to be performed, to be particularly described and ascer-
tained in and by the following statement, and the accompanying
Drawings with references thereon (that is to say):-
Whereas it is desirable that wheels for railways should be of
disc form, that is, with solid centres instead of open spokes, in order
to prevent them from acting as fans to raise dust and cause increased
atmospheric resistance, and also the better to maintain a true circular

page_text: form, and thus enable the tyre to be worn down thinner; and whereas
it is desirable to have the rolling surface of the tyre as hard as possible;
parts of my improvements are adapted to accomplish these objects.
And one mode consists in the construction of a wheel with a disc body
of timber, as shewn at Figures 1 and 2, in side view and section. A
sufficient number of wedge form pieces of timber A, A, of any suitable
kind, as oak or good fir, are cut by hand or by a machine accurately.
These are connected together in a circle by dowels or by tongues of thin
iron a, a, Figure 2. The frame thus formed is placed centrally on a
circular table revolving on a vertical axis, the table being adjustable
slightly out of the horizontal level. At a convenient adjustable distance
from this table a vertical saw with a narrow blade is made to work. A
hole is cut in the edge of the disc to admit the saw, and while the saw
works vertically, the table revolves by a corresponding click action.
The disc is thus cut to a true circle, conical on the edge. It is then
forced by hydraulic or other pressure into a peculiarly formed tyre B, B,
with an internal rib b, b, about an inch and a quarter in depth near the
external edge. A flat ring of iron c, c, Figure 2, is then forced upon
the wood disc at the back, fitting either tightly or loosely within the
tyre. Holes are pierced in this ring, and bolts with fang heads d, d,
nipping into
a groove on the front rib of the tyre, pass through the wood
and the ring, and áre secured by nuts at the back. Thus the whole wheel
is firm, and the tyre is fixed without holes, and may be worn down to
little more than three eighths of an inch in thickness. The tyre is
shewn in section full size, with the fang head bolt and part of the wood
disc, at Figure 2, A; and instead of fang heads being used the rib may
be rolled wider and bolts passed through it, but this I do not prefer, as
involving a more expensive manufacture. To form the centre of the
wheel a disc C, C, is cast with a projecting boss or centre e, c. The
wheel being chucked or centred true to the tyre against a boring bit,
the centre is bored out, and the cast disc C is forced in by pressure.
Another disc D, D, is fixed on the front, fitting the box e, e, and the
two discs being bolted together through the thickness of the timber by
the bolts E, E, the central hole for the axle H, IT, is bored out, and
the axle is keyed in in the usual manner if intended for a fast wheel,

page_text: in which case the length of the nave or hub is indicated by the dotted
line f, Figure 2. But if the wheel be intended to revolve on the axle
the nave or hub must be prolonged and abut against a collar at g, and
a loose collar must be fixed to the axle in front to prevent the wheel
coming off at h, h, or some equivalent contrivance must be adopted, and
a reservoir for oil or grease must be provided, as i, i. And, instead of
the disc of timber, a disc of sheet iron or boiler plate may be usod in
the same mode, only in such case the internal rib on the tyre may, in
preference, be placed nearer the centre width of the tyre, so as to tread
firmly. It is obvious that in making use of this ribbed tyre it may be
applied also to spoke wheels, the fang bolts passing through or between
the spokes, though not so good a plan as the disc. The disc wheel of
wood will serve advantageously by its clastic action to moderate
percussion, and the disc of iron will also act very advantageously,
yielding laterally with elastic action to moderate the blows of the
flanges against the rails.
And another part of my improvements consists in forming wheels
with central discs of iron, either wrought or cast, though I prefer
wrought, as shewn at Figures 3 and 4, in front view and section.
I prepare a disc of wrought iron A, A, and pierce a large hole in
the centre surrounded by a number of smaller holes a, a, about an
inch in diameter, and round the periphery I pierce a number of
Iron chills or
similar holes b, b, b, an inch apart or thereaboats.
moulds being prepared suited to the nave and the tyre, I place the
disc in them, either cold or heated to a proper degree of temperature,
and pour the melted iron upon it in the usual mode of forming cast
iron wheels. The chill moulds being in contact with that. portion of
the tyre I wish to be hardened, as the face and flange of the tyre c, r,
and loam or sand being applied to the other portions, the hardening
will take place only whero required, and the other portions will be soft
and tough. And the cast tyre B, B, so formed will be truly circular,
and being as it were rivetted to the disc at every inch, even in case of
cracking it will not come off or cause damage. Figure 4, A, shews
this tyre in section, the full size. And instead of the holes at the peri-
phery, projections or hollows or fangs may be used, as shewn full, size

page_text: at Figure 5. And instead of the central hub being cast on to the disc,
it may be bolted in two parts, as shown in Figures 1 and 2, or rivetted.
And supposing a cast metal disc to be used with the cast tyre, the
wheel will not be so liable to break as when cast in a single piece.
But of course the cast metal dises must be ribbed or corrugated on the
faces to strengthen them, a thing not required in the wrought metal
discs. And instead of a plain flat sheet of boiler plate to form the
disc, corrugated metal may be used, the corrugations radiating from
the center. And I prefer, in most cases, wrought discs to cast ones.
And whereas the usual practice of fixing two wheels fast on one shaft
involves several disadvantages, such as twisting the shaft and causing
the tyres to glide like sledges instead of rolling when the diameters are
not equalized to the length of path or position of the rails they run on,
I obviate these disadvantages by arranging the wheels with a centre or
boss elongated to about half the diameter of the wheel, to revolve
either one or each on the shaft, at the same time that the shaft is free
to revolve in the ordinary bearing or bearings. In this mode the
wheels can accommodate themselves to the pathway, and the sledging
movement will not exist, but a simple rolling movement will take place,
and the tyres and rails will be saved from much abrasion, and less
haulage power will be required; and in this mode the disc wheels with
chilled tyres will be exceedingly durable. The wheel is shewn at
Figure 4 with an elongated boss, and fast and loose collars on the
axle h, h, as before described for the wood disc wheel; but, if preferred,
the wheel may be fast and the boss or hub left shorter, as indicated by
the dotted lines f,f. The oil chamber is shewn at i, i. And instead of
always fixing the rib tyre by means of fang bolts, as before described, I
occasionally use another method, as shown at Figure 6 in section
I sink a groove a internally in the tyre at the back of the disc b, and in
this I place a hoop of iron or steel C, out of which a piece is notched
to permit the circle to be diminished by pressure. It may thus be
pressed into the groove, and be expanded by a rivet or screw or
wedge d, d, at the opening, and will thus remain tight and firm. And
two of these expanding rings may be used, one in front of and one
behind the body of the wheel, recessing into the tyre, and thus dis-
;

page_text: pensing with the rib on the tyre. And instead of being flat rings, as
shewn at Figure 6, they may be made two to three inches wide, and
bolted together through the body. In the wheels which are loose to re-
volve on the shafts, the long boss is important to keep the wheel steady
and prevent wear; this boss may be case hardened, or may be lined
with thin sheet steel or other metal, so as to replace when worn.
And
the rib tyres and cast tyres before mentioned and described, may be con-
structed with the guiding flange in the centre of the tread, to use with
channel rails for streets in towns or for highways, such rails being level
with the road, in order not to interfero with ordinary traffic. This tyre is
shewn at Figure 7. For the before described wheels I use axles of the
ordinary kind, or I prepare them with a new kind of journal, as shewn
at Figure 8. Instead of the ordinary flange on the end of the axle
journal to preserve its place in the bearing, I prefer to place a flange a,
at or about the centre of the journal which is recessed into the bearing
of the axle box. Figure 9 shows a similar journal, with the bearing a
double coned; and one half the bearing may be coned and the other
half cylindrical, if preferred. And in making the axlo boxes for these
journals I prefer to make them in two halves, with a bearing below to
prevent the box from tilting. And the steadiness will also be helped by
the removal of the collar from the end to the centre, which will extend
the length. Figure 10 shews one of these boxes in longitudinal
section with the axle; Figure 11, is a cross section; and Figure 12,
a plan of the upper side. A, A, is the axle; a, a, the central flange
collar; b, b, b, b, the bearing brasses above and below; c, c, c, the
grease or oil feed hole; d, d, d, the grease or oil chamber. The feed
hole is on the collar, and is elongated for surface. As the grease or
oil falls on both sides of the collar, it will gradually work its way along
the bearing, and especially towards the larger diameter of the cones, as
shewn at Figure 9. And where the upper and lower halves of the box
meet together, I provide grooves e, e, e, e, in which I insert wood or
hemp, or other elastic or plastic material, to make the joint oil and
grease tight when bolted together by the bolts f. f. f. And a feed hole
may be provided at the front of the box h, to lubricate the axle end.
And a slide of metal may be applied through an opening indicated by

page_text: the dotted lines i, to serve as a wearing piece, and to be replaced when
worn to prevent end play; or such slides.may be applied at the central
collar on either side. And I apply a collar of wood m, m, Figure 9,
fitting the axle at the back of the box, and so arranged by recessing it
in the box that it forms as it were a part of the box, moving upwards
in the box as the bearing wears, but not revolving as the axle revolves
within it. And instead of the usual cast iron axle box, I prefer
occasionally to cast the half boxes in the solid brass or bearing metal
for the purpose of reducing weight. And when I use hollow axles I
make them in the following manner:-I roll bars of a segmental
section, so that two, three, or more will build up into a tube. I roll
another portion to build a second tube outside the first, and so on a
third or fourth tube. These segmental bars are put together and
clamped in a large thick mass kept apart with the joints open for the
heat to enter, and they are then placed in a reverberatory furnace in a
soaking heat till they are in a state for welding; they are then passed
through rolls with a mandrill inside, in the mode used for making gun
barrels: Figuro 13 shews the tubes built up ready for welding. The
thickness when finished I prefer to be about an inch, and the bearing
may be turned down for fixed axles, and also for axles on which the
wheels revolve. The coned bearings will be the strongest. The collars
at the back of the revolving wheels may be welded on, or swaged, or
shrunk on hot, or fixed with screws, as preferred.
Having now described my said Inventions, I wish it to be distinctly
understood that what I claim as original is,―
First, the mode herein-before described of constructing and applying
tyres with internal ribs formed or rolled on them to solid metal or
wooden,disc. wheels, or to spoke wheels, by. means of bolts passing
through the wheels laterally, parallel or nearly so to the tread of the
tryre, the nuts being secured either on the body of the wheel, or on a
ring of metal fitting against the body of the wheel, and supporting the
tyre as a false rib as herein-before described.
Secondly, I claim these wheels with tyres so constructed and applied
in combination with elongated 'centres arranged for the wheels to
revolve on axles independently of each other; such axles also revolving

page_text: in bearings of the common kind, or of my improved kind as herein-
before described.
Thirdly, the mode of forming wheels with disc bodies of cast or
wrought metal, pierced with holes or provided with hollows or promi-
nences at the peripheries, the tyres and naves or bosses being cast
thereon, or the naves bolted thereto, the wheels being either fast on the
axle or running loose, as herein-before described.
Fourthly, the mode of fixing the rib tyres before described to the
bodies of wheels by means of an expanding hoop fitting in a groove,
the ends being secured by a wedge or bolt or rivet, and also applying
two such expanding hoops dispensing with the rib, as herein-before
described.
Fifthly, the mode of constructing axle bearings with a collar, either
in the solid or fixed on it at or about the centre of the bearings, such
bearings being either cylindrical or conical, as herein-before described.
Sixthly, the mode of constructing an axle box so arranged as to clip
the axle with bearings above and below, and prevent the box from
tilting, and with a packed groove between the joint of the box, and with
a front feed hole, and sliding metal wearing plates in front or in con-
tact with the central collar to prevent end play, and removable when
worn, the box being used either with the central collar bearing only,
or in combination with the other arrangements, as herein-before
described.
Seventhly, the mode of constructing hollow axles, by means of seg-
mental bars in two or more circles breaking joint with each other, the
collars of such axles being either welded on in the solid, or shrunk on
hot when required for loose wheels, as herein-before described.
In witness whereof, 1, the said William Bridges Adams, have
hereunto set my hand and seal, this Fifth day of June, in the
year of our Lord One thousand eight hundred and fifty-four.
WILLIAM BRIDGES ADAMS. (2.5.)