IMPROVEMENTS IN STEAM ENGINES AND RAILWAY CARRIAGES
Year: 1842

page_text: CRAMPTON AND HADDAN'S SPECIFICATION.
TO ALL TO WHOM THESE PRESENTS SHALL COME; We, THOMAS
RUSSELL CRAMPTON, late of Lisson Grove, but now of Southwark Square, in
the Borough of Southwark, in the County of Surrey, Engineer, and JoHN
COOPE HADDAN, late of Moorgate Street, in the City of London, but now of
Liverpool Street, Saint Pancras, in the County of Middlesex, Civil Engineer,
send greeting.
WHEREAS Her most Excellent Majesty Victoria, by. Her Royal Letters:
Patent under the Great Seal of England, bearing date at Westminster, the
Fifteenth day of February, One thousand eight hundred and forty-two, and in
the fifth year of Her reign, did, for Herself, Her heirs and successors; give
and grant unto us, the said Thomas Russell Crampton and John Coope
Haddan, our executors, administrators, and assigns, Her. especial license, full.
power, sole privilege and authority, that wc, the said Thomas Russell Crampton
and John Coope Haddan, our executors, administrators, and assigns (and such
others as we or they should agree with, and no others, from time to time and
at all times during the term of years therein expressed), should and lawfully.
might make, use, exercise, and vend, within that part of Her Majesty's United
Kingdom of Great Britain and Ireland called England, Her Dominion of
Wales, and Town of Berwick-upon-Tweed, our Invention of "IMPROVEMENTS
IN STEAM ENGINES AND RAILWAY CARRIAGES;" in which said Letters Patent
there is contained a proviso that we, the said Thomas Russell Crampton and

page_text: John Coope Haddan, should, within six calendar months from the date of the
said Letters Patent, cause a further description of the nature of our said
Invention, and the manner in which the same was to be performed, by an
instrument in writing under our hands and seals, to be enrolled in Her
Majesty's High Court of Chancery, as in and by the same, reference being
therounto hnd, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, we, the said
Thonias Russell Crampton and John Coope Haddan, do hereby declare that
the nature of our said Invention, and the manner in which the same is to bo
performed, are described and ascertained in manner hercin-after set forth, and
as represented in the three Sheets of Drawings hereunto annexed, which are
respectively drawn to the scales stated thereon, and in which the same letters
respectively indicate the same parts.
Our Invention comprises,-
Firstly, an improved method or improved methods of reversing and varying
or altering the cutt-off of the steam, by varying the position or inclination of
one excentric rod to each cylinder of locomotive, stationary, and marino steam
engines.
Secondly, an improved method or improved methods of altering the lead of
admission by giving various inclinations to the valve rods of locomotive,
stationary, and marino steam engines.
Thirdly, an improved method or improved methods of cutting off and of
varying the load of admission (without increasing or diminishing the traverso
of the slide valve), by varying the inclinations of the eccentric rods of loco-
motive steam engines.
Fourthly, a method of diminishing the friction of the slide valves of locomo-
tive, stationary, and marine steam engines, by the application of improved
pistons to such slide valves.
Fifthly, an improved method of regulating or altering the admission of
steam in its passage from the slide valve box to the inside of the cylindar of
locomotive, stationary, and marino steam engines, independent of the action
of the slide valves.
Sixthly, an improved method of using steam expansively in locomotive
steam engines, by increasing the size of the cylinders and applying a regulator
or throttle valve to cach cylinder.
Seventhly, a method or methods of lowering the centre of gravity of loco-
motive steam engines, by improved arrangements and combinations of the
various parts.
Eighthly, an improved method of constructing the tubular boilers of loco-

page_text: motive steam engines, by lowering the position of the tubes, and applying a
bridge across the fire box.
Ninthly, the application to locomotive steam engines and railway carriages
of cylindrical wheels, with outside flanches fitted to axles, which will allow
each wheel to run independent of the other.
Tenthly, the affording additional security to locomotive steam engines, by
the addition thereto of extra (safety) wheels or sledges.
.
Eleventhly, the application of railway carriages of springs formed by levers
acting upon and twisting bars or tubes of steel.
Twelfthly, the application to railway carriages and locomotive steam engines
of wheels with felloes of wood, papier machee, or other suitable material,
tightened by a bevelled ring or circular wedge.
Thirteenthly, the application to railway carriages and locomotive steam
engines of wheels formed with wooden felloes simultaneously compressed, by
being forced through a conical ring, or by means of an improved arrangement
of screws or hydraulic presses.
We will now proceed to describe the means by which we effect the various
improvements comprised in our Invention. Our first improvement is repre-
sented in Fig. 1, which is a longitudinal section through a valve and cylin-
der of a locomotive steam engine, with an arrangement of levers worked by
our fixed executive. a is a driving axle in section, upon which an excentric b
is fixed, working an excentric rod c. d, d, is a curved lever, having a groove
on one side, enlarged in the middle, which is fixed to one end of a spindle
projecting from the back. To this lever d, d, an arm f is attached (or it may
be fixed on the same spindle as the lever itself) having a curved slot g at the
top, holding one end of a jointed valve rod h, the other end of which works
the slide valve i. k, k, is a lifting lever (with a handle at the top), which acts
upon the end e of the eccentric rod c by means of a link 7. m is a notched seg-
ment for the handle of the lever k to work against. The handle may be worked
by rods leading to any part of the engine, and is only shewn for convenience.
When the engine is out of geer, as shewn, the end e of the excentric rod c works
backwards and forwards in the widest or enlarged part of the groove on the lever
d, d, without causing the same to vibrate; but when the handle is shifted in
the direction of the arrow to the first notch in the sigment m, the end of ex-
centric rod e is forced upwards into the narrow part of the groove until the
rod c forms an angle of about twenty-one degrees with the line A, B. The
motion of the excentric 6 will now give a reciprocating action to the lover d,
the valve rod h, and slide valve i. When the excentric rod c works at an
angle of twenty-one degrees, as described, the slido valve is arranged so as

page_text: (with a lap of about one inch), to cutt off the steam at about soven eighths of
the stroke of the piston. By forcing the handle still further in the direction
of the arrow to the last notch on the siginent m, the end of the excentric rod
c will be raised to the top of the grooved lever d, and will then forin an angle
of about fifty-nine degrees with the line A, B. The valve will then cut off
the steam at about one third of the stroke of the piston. By fixing the
handle at any of the intermediate notches, the cut-off of the steam will range
between about seven eighths and about one third of the stroke of the piston.
By moving the handle back in the opposite direction to the arrow to the first
notch on the other end of the segment m, the end of tho eccentric rod will be
forced into the lower end of the lover d, and the action of the slide reversed,
the steam being cut off at about 7/8ths of the stroke, as in the forward
motion of the engine. The eccentric rod, when inclined at the angles mon-
tioned, will only cut off the steam in the proportions mentioned when the end
of the valvo rod is at the lower end of the slot g. When the end of tho
valve rod is raised (as hereafter described), the angles formed by the eccentrics
rod must be increased a few degrees. The curve of the groove in the lever d
is struck from the centre of the eccentric at the time the piston is at either
end of the stroke. The eccentric must be fixeil on the axle with the full part
at a right angle to the line A, B, drawn through the centre of the eccentric
and the axis of the lever d, when the piston is at one end of the stroke.
When the cylinders are placed upright (as in various descriptions of marino
and stationary engines) instead of horizontal, the arm ƒ may be fixed at right
angles (or any other angle) to the lover d, d.
Our second improvenient is also represented in Figure 1. By raising the
end of the valve rod h in the slot g, the radius of the armnf will be increased,
and cause it to give a longer traverso to the slide valve, and thereby give
a greater lead of admission to the steam through the openings into the cylinder.
With this arrangement lap to the valve must be used.
A combination of our first and second improvements is represented in
Fig. 2, which is a modification of Fig. 1. d, d, is a grooved lover with
the ends much shortened, having a stud or pin n projecting from the
upper and. To the end of the lover & is attached a link o, having a loug
slot p, with a wide top q, and a fork or gab end r. Upon the stud or
pin n, a small lover works, having a stud at one end, and another 1
on the other side, boyond which a tail projects, supporting one end of the valve
rod. When the end of the eccentric rod is at the bottom of the groove of
the lover d, and the end of the valve rod is at the top of the slot, and the top
of the fork or gib ends r, are in the positions shewn in the Drawing, the slide

page_text: valve is arranged. to cut ofl' at about 3/4 of the stroke, and give about
5/8ths lead of admission. The lead of admission may be diminished. by
shifting the handle of the lifting lever a small distanco in the direction of
the arrow, which will raise the end e of the eccentric rod c and the link o, and
lift off the fork v from the stud t on the short end of the small lever, and
allow the tail end of the small lever to fall by the weight of the end of the
valve rod h, in consequence of which the travel of the slot ġ and valve i will
be diminished. The valve rod is made to lift more than the eccentric rod, in
such proportion as not to alter the cut-off of the steam by the inclination of
the eccentric rod. The engine is thrown out of geer by raising the end e of
the eccentric rod c to the middle or enlarged part of the groove on the lever d,
by forcing the handle to the notch on the middle of the segment m. The
engine is reversed by forcing the handle to the opposite end of the segment m,
which raises the end of the eccentric rod to the top of the groove in the lover d,
and at the same time raises the link o, and the tail end of the small lever, in
consequence of the stud u being lifted by the bottom of the slot p.
Fig. 3 is a modification of Fig. 2. v is a lever (working on an axis, in the
samic manner as the lever d, in Fig. 2) having two studs a¹ and ³ fixed equi-
distant from the centre, the lower one a¹ being held by the lower portion of a
double fork or gab ends y', which is fixed on the end of the eccentric rod c.
The engine is thrown out of geer by raising the end of the rod c to the centre
of the lever.v, and is reversed by raising the end of the rod still further until
the upper gab ends y encloses the pin . When the studs a¹ and are
placed at such distance from the centre as to cause the eccentric rod c to form
angles of about thirty degrees with the line A, B (drawn through the centre
of the eccentric, and the centre of the lever v); the slide valve is arranged to cut
off at about 3/4ths of the stroke, which proportion may be lessened by slightly
raising the gab ends or double fork, while the stud a is at the mouth of the
narrow part of the gab ends y¹. The slide valve may be arranged to cut off at
a different proportion to 3/4ths of the stroke by altering the distance at which the
studs are fixed on either end from the centre of the lever v.
Our third improvement is represented in Fig. 4, which is a section of a
slide valve and part of a cylinder of a locomotive steam engine worked by
two eccentric rods. c is the driving axlc, and 21, 23, are two eccentrics, and
D' and D, the forward and backward eccentric rods, to which the ends of
two slings, E and E³, are jointed, while the other 'ends are brought together
on a joint at the end of the lifting lever k. F is a valve rod (placed in a line
with the centre of the axle C and the valve rod working through a guide G),
to which is fixed a double fork or gab ends Hand H; having a groove 'or

page_text: channel from fork to fork, the curve of which is struck from the centre of the
driving axle C. The other end of the valve rod works the slido valve i in the
ordinary way. By forcing the handle to the last notch on the segment m in
the direction of the arrow, the lifting lever is depressed, and carries with it the
end of the forward executive rod D' to the bottom of the grove. When in
this position the slide valve is arranged to cut off at about three fourths of the
stroke, and to give no lead of admission. By shifting the handlo back again
to the position shown in the Drawing, the cut-off will be reduced to about
two thirds, and a little lead of admission will be given. By still further forcing
the handle in a contrary direction to the arrow till the end of the executive
rod D' reaches the top of the grove, the cut-off will be still further reduced
to about one half, and the lead of admission will be increased to about five
eighths of an inch. By forcing the handle to the centre of the segment m,
the end of the executive D' will leave the groove, and be equidistant with
the rod D from the centre of the double fock or gab ends Hand H. When
the rods are in this position no netion is produced on the double fork, and the
engine is consequently out of gear. By forcing the handle still further in the
same direction, the end of the lower or backward rod D" will be raised into
the bottom of the groove, when the action of the engine will be reversed. By
raising the lower rod D to the inside and then to the top of the groove, the
cut-off and head of admission will be varied to the same extent as by the
action of the rod D'. The rango of the ends of the exceutive rods D' and D³
from the bottom to the top of the groove is about twenty degrees. Fig. 5
is a modification of Fig. 4, a lever K, and a joint in the valve rod F, being
introduced to enable the slide valve and driving axle to be placed on different
levels.
Our fourth improvement is represented in Fig. 6, which is a longitudinal
section through a part of a slide valve and cover, and part of a cylinder
of a locomotive marine or stationary steam engine. L is the cylinder;
M, M, the two steam passages; and N, the slide valve, the back of
which (shown in plan by Fig. 7) is turned out for the reception of
a ring on brass 1', or other suitable material. which is expanded and
kept tight by means of a steel spring acting against a bar and wedge
fitted into an opening in the ring. The upper edge (having a small lip around
it) works at right angles against the under side of the slide-box cover S,
which is planed true, and forms an angle with the face of the slide. The ring
is kept up by a small spring (attached to the top of the slide valve, which
presses against a broad plate T fixed to the bottom of the ring, and covering
the opening of tho ring fitted with the wedge R. In noncondensing: engines

page_text: a hole is made in the cover S for permitting the escape into the atmosphero
of any steam which may have passed into the interior of the ring.
In con-
densing engines a hole is made in the slide valve to allow any steam leaking
into the ring to pass to the condensor.
The ring may work against a cover
The
parellel to the face of the slide, and may bo packed or formed in segments, or
.may be placed outside another ring formed on the back of the slide.
motion of the slide valve in the direction of the arrow will cause the ring
to be depressed by the action of the incline on the under side of the cover;
on its return the steam will force the ring up again by its action against
the small lip x, x, which is around the top. By this contrivance the steam
will not be liable to leak into the ring on the back of the slide valve, and the
friction on the face of the slide will be therefore diminished in proportion to
the area of the ring from which the pressure of the steam is removed.
Our fifth improvement is represented in Fig. 8,. which is a longitudinal
section.though the side valve and its cover, and part of a cylinder of a loco-
motive marine or stationary steam engine. U is the slide valve of the ordinary
construction.,, on two regulators or throttle valves placed in two extra
steam passages leading into the ordinary passages, M, M.. These regulators
are connected by two levers y, y, with a rod leading to the person having
charge of the engine, or which may be worked by a governor where applicable.
The action of the slide valve only permits the steam to enter through the
extra passages, while it escapes by the ordinary way through the passages M, M.
The quantity of steam admitted can therefore be regulated by the engineer
turning the two throttle valves by means of the two levers, and the rod con-
nected therewith.
Our sixth improvement is represented in Fig. 9, which is a longitudinal
section through the valve and cover, and part of a cylinder, of a locomotive
steam engine. On the top of the valve-box cover a regulator W is attached
communicating with the engine driver. In order to obtain a saving in the
consumption of steam used expansively in cylinders, cach having a regulator
or throttle valve, the content of the cylinders must be increased as compared
with the size of the two cylinders worked by one regulator only. The
regulator may be applied to the steam pipe of each cylinder provided the
admission of steam to one cylinder is quite independent of and influenced by
the admission of the steam into the other.
Our seventh improvement is represented in Fig. 10, which is a longitudinal
section through a boiler (hereafter described) of a locomotive, steam engine
supported on six wheels... a is the cylindrical portion of the boiler, and
bis the fire box; c is the driving axle, and d one of the driving.wheels;

page_text: e and are the leading and trailing wheels, the axles of which are placed
beyond the ends of the boiler. In order to use wheels of the ordinary size, the
cylindrical part of the boiler is so formed as to allow the axle of the driving
wheels to be placed as short a distance as possible above the tubes leading
from the fire box. With wheels of an increased size, this is unecessary. This
arrangement of the boiler and axles requires outside cylinders to be used.
Fig. 11 is a modification of Fig. 10. The boiler is of the same construction,
'but is supported on four wheels instead of six. Figure 12 is another arrange-
ment for lowering the centre of gravity. is a boiler of the ordinary con-
struction, having an ash pit; and K is one of the driving wheels, with the
axle placed beyond the end of the boiler, the heigth of which from the ground
is thus rendered quite independent of the heighth of the drawing axle. The
front of the boiler is supported on the axle of the leading wheels. Fig. 18
is a modification of Fig. 12, the driving and leading axles being both placed
beyond the two ends of the boiler, which is similar to that in Fig. 10 and
Fig. 11, with the exception of the space formed for the driving axle.
Our eighth improvement is also represented in Fig. 10, and relates to the
boiler before referred to. a is the cylindrical part which is attached to the
firo box b, b, nearly on a level with the bottom of the ash pit) from which tubes
of the ordinary sort lead to the chimney in the usual way. Across the fire
box ba bridge m (filled with water from the boiler) is placed, in order to
provent the fuel from filling up or choking the lower tubes. A communica-
tion is necessary between the upper part of the cylindrical portion, and the
fire box end of the boiler.
Our ninth improvement is represented in Fig. 14, which is a section
through two wheels, and a compound or double axle. n, n, are two wheels
(of any make preferred) with the flanches on the outside (and the tires cylin-
drical instead of coned, one of which is fastened to the tube and the other to
the axle passing through it, for which axle a Patent was granted to one
Edmund Taylor on the Eleventh day of May, One thousand eight hundred and
forty-one. Any other description of axle which will allow one wheel to travel
at a different speed to the other may be substituted for the one shewn.
Our tenth improvement is also represented in Fig. 18. a is the boiler to
which smaller wheels are attached, either with or without springs, to take the
weight of the engine should either of the leading or driving wheels break.
For these wheels sledges may be substituted, either provided with a flaunch or
not. The wheels or sledges are placed at such distance above the rails as is
rather more than equal to the play of the springs attached to the largo
wheels.
:

page_text: Our eleventh improvement is represented in Figure 15, Fig. 16, and
Fig. 17, which are parts of a side elevation of two four-wheeled railway
carriages coupled together, part of an end view, and part of a plan, of
one of the carriages which are fitted with springs formed of bars or tubes of
steel acted upon by levers. a, a, is an ordinary railway carriage body sup-
ported upon a framed timber undercarriage formed with two sides b, b,
two ends b', 6', and two cross timber 6, 6, strengthened by diagonals in
the usual way; c is one of the wheels (hereafter described); d, one of the axle
guards; and e, one of the axle bores of the ordinary make, having the two
parts held together by a clip curved on the top and fastened at bottom by
two nuts, upon four of which axle boxes the undercarriage is supported in the
following manner :-9, 9, are two wrought-iron levers, each about two feet in
length, with taper ends which rest on the top of the clip, holding the two parts
of the axle box together, while the larger cuds, which are thickened, are
securely keyed or otherwise fastened. near the ends of two bars of steel
h, h (about one and a quarter inch in diameter, and eighteen inches long), tho
extremities of which work in two iron supports i, i, which aro bolted to the
side 6 of the undercarriage. The other ends of the two steel bars h, h, are
firmly secured by keys (or other suitable contrivance) in two bosses or thick-
ened portions of a plate of wrought or cast iron f, which is securely bolted to
the bottom of one of the ends b', and to the bottom of one of the cross tim-
bers 63 of the undercarriage, the distance from the side being regulated by the
length of the steel bars. Any depression of the undercarriage or raising of
the wheel will cause the levers to twist the two steel bars, which from their
flexibility will instantly untwist on either the undercarriage or wheel being re-
stored, to its original position. The lengths of the levers, and lengths, and
diameter of the steel bars, and the length and shape of the plate in which the
ends of the steel bars are fixed, may be varied to suit the construction of the
undercarriage; or tubes of steel, or two or more steel bars placed side by side,
may be substituted for the steel bars described. By fixing the ends of the
two steel bars in one plate, all, tendency to rack that part of the undercarriage
to which the plate is fixed will be avoided. The draw bar is formed in two
parts k, k, which work through the end and cross timbers, and are each furnished
with draw hooks at one end, and have the other cottared into a cradle ; mare
two steel bars (about one and a quarter inch diameter, and eighteen inches
long) which are securely fixed in a thickened part of the wrought or cast iron
plates n (one only being shewn) bolted at each end to the two cross timbers 6º, b.
The other ends of the steel bars work in two supports (shewn by the dotted

page_text: lines o, o), which are bolted to the under side of a piece of timber p, which
also takes off the thrust of the diagonal timbers. To the extremities of the two
steel bars, projecting beyond the supports o, o, two wrought iron levers 7, 7, are
fixed (by keys or other effectual means). When the draw bar is pulled in the
direction of the arrow, the cradle will move the tail of the lever, and cause
it to twist the still bar m', which (in consequence of being held immoveable at
one end) will, by its flexibility, untwist and cause the lever to resume its
original position on the draw bar being relieved from the pull. When the
draw bar is pulled in an opposito direction to the arrow, the cradle will move
the tail of the other lever r³, and cause it to twist the other steel bar m³. One
steel bar made fast at each end may be substituted for the two rand, in
which case one lever (placed upright) only will be required. The steel will
then be twisted both backwards and forwards by the cradle forming the middle
of the draw bar. The shock of one carriage buffing against another is
lessened by the following means:-S' is a circular slab of wood with a wrought
iron back to which is jointed the small end of a wrought-iron lever A'. The
large end is thickened and keyed, or securely fastened to a steel bar B' (near
the end), the extremity of which works in an iron support v', which is bolted
to the outside of the end timber b', as near the corner of the undercarriage
as the buffer block C will allow. The other end of the steel bar B' is keyed
or securely fastened to one of the projections of a cast or wrought iron double
bracket or support D', D (bolted to the end timber 6'), which is formed with
two prolongations carried beneath the undercarriage, and at their junction
bolted to the under side of a longitudinal timber interposed between the timber
6', and one of the cross timbers . In the other projection D³, one end of
another steel bar B³ is keyed, which is supported at the other end and in the
same way as the steel bar B', and to which is fixed a lever similar to A', with
a circular slab on the end similar to S'. The lever A', and the similar lever at
the other side of the carriage, are kept parallel by a rod which passes through
the joints at the end of the levers. When two carriages with similar levers.
steel bars, and circular slabs (as shewn in the Drawing), are forced towards each
other, the circular slabs will be raised and the ends of the levers forced nearer
to the ends of the carriage (until the buffer blocks strike), and thereby cause the
levers to twist the bars of steel which, in consequence of their flexibility, will
diminish the shock from the carriages coming in contact. The steel bars will un-.
twist and cause the levers again to separate the two carriages on the inomentum
being checked. The carriages are attached by an ordinary Booth's coupling.
Fig. 18. is a modification of the means of supporting a carriage repre-

page_text: sented in Fig. 15, Fig. 16, and Fig. 17.
For levers g. 9, two short
levers, w, w, arc substituted, to the ends of which two wrought-iron rods x, x,
are jointed and connected with a strap (having two eyes), which is fastened to
the bottom of the axle box by the two bolts holding the parts of the
axle box together. The depression of the undercarriage or the raising of the
wheel will in this case force the ends of the small levers outwards.
Fig. 19 is another modification. Two wrought-iron slings, y, y, are sub-
stituted for the two rods x, x, and are connected by shackles to the levers,
and fastened to the axle box by bolts
eyes placed on the top of the axle box.
which pass through a strap with two
The depression of the undercarriage
or raising of the wheel will in this case pull the ends of the levers towards
each other. A lateral action of the axle box will also produce the same
effect.
Fig: 20 is another modification. Two bent wrought-iron straps (attached
to the top and bottom of the axle box) are connected by long shackles to the
ends of the levers. The depression of the undercarriage, or raising of the
wheel, will in this case pull the levers towards each other without altering the
straps attached to the axle box. But any lateral or end action of the axle
box will produce an action in the straps where jointed to the axle box, and
also pull the ends of the levers towards cach other.
Fig. 21 is a compound of Fig. 18 and Fig. 19.
Our twelfth improvement is represented in Fig. 22, which is a face or side
view of a three feet railway carriage wheel (herein-before referred to) with
felloes of wood or papier machée; and in Fig. 23, which is a section through
yx, zx, of Fig. 22 (enlarged to one-fourth the full size), ax is a centre (for
which any other may be substituted) of cast iron (formed with a flanch 6* on
one side only) around which six (or any other number) segments of wood
dx, dx, d*, of papier machĉe or other suitable material are placed, and c* is
a tire of wrought iron forced on tight. Between the segments of wood and
the outside of the cast-iron centre, a*, a wrought or cast iron ring wedge g*
(found in one or more parts) is driven until a flanch s* (corresponding with
that on the centre a*) is against the wooden segments. The wedge g* is
kept in its place by six bolts passing through the two flanches. Should
the wood shrink and become loose, the wedge ring must be taken out and
strips of sheet iron (of the thickness required), or other suitable material,
be placed beneath the segments of wood, and the wedge again forced in.
The tire is secured to the centre by bolts passing through the wood.
The first part of our thirteenth improvement is represented in Fig. 24,
which is a section of a conical ring and railway carriage wheel with a felloe

page_text: of wood. h*, h*, is the wooden felloe which is placed around a centre of
cast iron, or of any other construction, which felloe is compressed (to the
extent of about twenty per cent., if necessary) by being forced (by any con-
venient means) through the cone k*, k*, into a wrought-iron tire c*.
wood should be compressed to a greater extent than its natural shrinkage.
The taper of the conical ring should be about three quarters of an inch in the
foot.
The
The second part of our thirteenth improvement is represented in Fig. 25,
which is the plan of an arrangement of screws for compressing a wooden felloe
of a railway wheel; and in Fig. 26, which is a section through M, N, Fig. 25.
a* is a centre of cast iron (for which any other centre may be substituted) with
wooden segments placed around it, which segments are compressed by means of
six blocks of iron l*, *, which slide between six guide pieces m*, m*, on a
fint cast-iron table E, to which tho guide pieces are bolted. The six blocks
are forced against the wooden segments by six screws (one only being shown)
or by six hydraudil rams. Two of the segments of wood are shewn uncom-
pressed. As soon as the segments of wood are compressed, a wrought-iron
tire is placed over the wheel, and the wheel forced up into it by any convenient
means. The middle of the cast-iron table (the size of the felloes when com-
pressed) is removed to allow of menns being applied to the under side of the
wheel to force it up into the tire.
Having now stated the various improvements comprised in our Invention
of "Improvements in Steam Engines and Railway Carriages," and described the
means by which the same are respectively performed, we wish it to be under-
stood that we do not limit ourselves to the precise forms, shapes, and dimen-
sions or proportions set forth (unless any particular form, shape, dimension, or
proportion is stated to be essential). We claim the several improvements
enumerated and described, and their use either separately or when combined
with each other; but we make no claim to such old and well-known means as
may have been incidentally mentioned or referred to.
In witness whereof, we, the said Thomas Russell Crampton and John
Coope Haddan, have hereunto set our hands and scals, the Fifteenth
day of August, in the year of our Lord One thousand eight hundred
and at Ima

page_text: AND BE IT REMEMBERED, that on the Fifteenth day of August, in the
sixth year of the reign of Her Majesty Queen Victoria, the said Thomas
Russell Crampton and John Coope Haddan came before our said Lady the
Queen in Her Chancery, and acknowledged the Instrument aforesaid, and all
and every thing therein contained and specifiod, in form above written.
And also the Instrument aforesaid was stamped according to the tenor of
the Statute made in the Fifty-fifth year of the reign of His late Majesty King
George the Third