IMPROVEMENTS. IN RAILWAY 66 ENGINES, CARRIAGES, AND VEHICLES, AND IN PERMANENT WAY THEREFOR.
Year: 1872

page_text: LETTERS PATENT to William Nelson Hutchinson, of Wellesbourne,
near Bideford, in the County of Devon, Lieutenant-General in Her
Majesty's Army, for the Invention of IMPROVEMENTS. IN RAILWAY
66
ENGINES, CARRIAGES, AND VEHICLES, AND IN PERMANENT WAY THEREFOR.
PROVISIONAL SPECIFICATION left by the said William Nelson
Hutchinson at the Office of the Commissioners of Patents, with
his Petition, on the 18th July 1872.
I, WILLIAM NELSON HUTCHINSON, of Wellesbourne, near Bideford,
in the County of Devon, Lieutenant-General in Her Majesty's Army, do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
RAILWAY ENGINES, CARRIAGES, AND VEHICLES, AND IN PERMANENT WAY THEREFOR,'
to be as follows :-
"
This Invention relates to certain improvements in engines, carriages,
and other vehicles, to enable them to be used on a series of rails, prin-
cipally for transporting ships, vessels, and other heavy bodies, across
A

page_text: isthumses and tracks of land generally, the chief object being to expedite
the journey or passage between any two given points, and save the
delay occasioned by, say, a vessel rounding the headland, promontory,
or cape.
The carriages and other vehicles, constructed of iron or wood, or of
both materials, are mostly of great length and breadth, say 200 feet
long and 24 feet wide, more or less. These to have, say 186 wheels of
3 feet diameter each, with, flat bases or treading surfaces, say 4 feet
broad, to bear upon, say 6 separate lines of rails laid within the 24 feet,
the width of the vehicles. The guiding is effected by other wheels set
at an angle to bear against the inside edges of some of the rails; and
some of the bearing wheels might be flanged for the purpose. At sharp
curves an additional line or lines of rail would be laid down, the sharper
the curve the greater the number of lines. Some of the outer rails can
be raised or "set" at a higher level than the others to assist the carriage
in turning to the track. Each wheel of the carriage is loose and revolves
on a fixed axle.
For the better fixing of all the rails, the keys securing them to their
chairs instead of being of wood (which is liable to destruction from
white ants, and in every country is a perishable material), are each
formed of two pieces of metal permanently retained in position by a
bolt, molten metal, or other suitable means. On this principle the ends
of contiguous rails are securely "fished" where they meet.
The rails, according to my system, would be carried at each terminus
well into the water, and below low water mark, to enable the carriage to
be run down under where a ship could be brought at high tide, and upon
which she would rest as the tide receded. After which, when the ship
was properly secured, the carriage would be drawn away with the ship
upon it for transport across the isthums, as before mentioned, to the
other terminus, where at high tide, after the lashings are loosened, the
carriage would be permitted to run gently down for the ship to take the
water and proceed on her voyage.
In connection with carriages having cylindrical tires on the wheels,
or some cylindrical and some flanged on one carriage, I apply the novel
principle of laying down additional lines of rail at acute curves to all
railway lines, whether composed of several separate lines (rows) of rail,
or only of two lines.

page_text: The power wheels of the engine will be driven by steam cylinders, the
piston rods of which project from both ends, where they connect through
rods the wheels in pairs, the rods being parallel to prevent slip. Ex-
cepting the inclined guiding wheels all the wheels drive, and nearly all
have cylindrical tires.
The leading features of my Invention are,—
1. Exceedingly long and wide carriages supported on many wheels,
whose bases are flat and of great width.
2. Several lines (rows) of rail laid down with an uniform interval
between them, upon which rails the wheels would bear with an
additional line or lines of rail at sharp curves.
3. Employment of guide wheels of large diameter instead of flanged
or coned wheels.
4. Metal keys permanently secured in position instead of wooden keys,
and "fishing" the ends of contiguous rails in the same planes by an
extension of the principle on which the metal keys are constructed.
.
5. Parallel working of connecting rods with pistons, whose rods
project from each end of the steam cylinder.
6. The transport of vessels, laden or unladen, across tracks of land,
in the manner and for the purposes described.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Nelson Hutchinson in the Great Seal
Patent Office on the 18th January 1873.
.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
NELSON HUTCHINSON, of Wellesbourne, near Bideford, in the County of
Devon, Lieutenant-General in Her Majesty's Army, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Eighteenth day of July, in the year
of our Lord One thousand eight hundred and seventy-two, in the thirty-
sixth year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said William Nelson Hutchinson, Her special
licence that I, the said William Nelson Hutchinson, my executors,
+
2.

page_text: administrators, and assigns, or such others as I, the said William Nelson
Hutchinson, 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 ENGINES, CARRIAGES, AND VEHICLES, AND IN
PERMANENT WAY THEREFOR," upon the condition (amongst others) that I, the
said William Nelson Hutchinson, my exccutors or administrators, by an
instrument in writing under my, or their, or one of their hands and seals,
should particularly describe and ascertain the nature of the said In-
vention, and in what manner the same was to be performed, and cause
the same to be filed in the Great Seal Patent Office within six calendar
months next and immediately after the date of the said Letters Patent.
Willian
NOW KNOW YE, that I, the said William Nelson Hutchinson, do
hereby declare the nature of my said Invention, and in what manner
the same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, reference being had to the
Drawings hereunto annexed, that is to say :-
The proved advantage to commerce of the Suez Canal renders the
means of communication between the Atlantic and the Pacific across
the Isthmus of Panama the great want of this enterprising age. The
many surveys which have been made in that country, and with little
regard to cost, show that the intercourse cannot be effected by a canal,
therefore a ship railway becomes a necessity. The question is, "Can it
be made remunerative?" The termini and rolling stock would be the
principal expense. A few miles, more or less, in the length of the line
would, comparatively speaking, be of no importance, could the carriage
conveying the laden ship be built on an inexpensive durable principle,
and the permanent way not be circuitous or costly in construction and
maintenance. All statistics respecting the value of the tonnage which sails
round Cape Horn argue strongly in favour of the ship railway becoming
highly remunerative, provided always the cuttings were of no great
magnitude, and that a large grant of land was conceded to the promoters
by the government through whose land the line would pass, a gift that
eventually would incalculably enrich the donors.
It is obvious that to sustain the burden of laden ships, frequently
weighing over 2000 tons, the carriage must be of great strength, and be

page_text: built on a simple, durable principle. It must, therefore, be rigid in
every part of its under frame, or it will not be fitted to sustain the severe
strain to which it will be subjected when in motion.
The weight to be carried must be divided among many wheels, and
the rails to be fixed in such a manner to their chairs that the fastenings
will not become liable to injury from great alterations of temperature,
nor from the ravages of white ants, &c., therefore the "keys" must be'
formed of metal; and to diminish the cost of supervision the fastenings
should be permanently secured without the chance, of shifting. Mani-
festly, such fixing for "fishing" as well as "keying" should not be
attempted by bolts with nuts, as these would be constantly getting loose
from vibration, &c. Such improvements would greatly benefit existing
railways.
.
In order to save expense in cuttings, and in deviations from the
shortest route, the carriage, notwithstanding its great length, must be
able to travel in as acute a curve as exists on any ordinary railway.
. And, further, it must be enabled to ascend steep gradients which, as
stationary engines would prove inconvenient and expensive, can only.
be satisfactorily accomplished by having locomotives of immense adhesive
power, capable of traversing acute curves, and running on so many.
wheels that the rails cannot become injured by too much weight being
thrown on any one spot.
The Patentee thinks the scheme he has devised will economically meet
the above named requirements.
:
Figure 1 shows the under frame of the ship's carriage or cradle formed
of wood and iron 212 feet long, supported on 138 unconed unflanged.
wheels or drums. Each wheel is 4 feet 1 inch broad in the tire, and of
4 feet diameter. The tire of the wheels next to the guide wheels might
be less, how much less would depend upon the acuteness of the severest
curve on the line.
Figure 2 is a vertical section taken longitudinally through the axis, &c.,.
of one of the 138 wheels. They are furnished with springs, as the upper.
surfaces of the six rows of rails on which they rest will seldom lie in one.
true plane. The rails are laid down with a 4 feet gauge, the extreme
gauge being 20 fect.
:

page_text: Figures 3 and 4 show the 24 wheels by which the carriage is guided.
Each is 2 feet 8 inches in diameter. They are inclined at an angle
of 45° with the horizon. Half of the wheels revolve in parallel planes at
right angles to the other half. On a straight line of rail they only
occasionally touch the rail, but at curves each one of a half takes its share
in resisting the great centrifugal force caused by the weight of the laden
carriage.
The permanent metal keys, hereafter described, preserve such a con-
stant parallelism in the several rows of rail that the contact of half
the guiding wheels with the rails at curves is seldom lost by any one'
of them.
b, b, b, in Figure 3, are lubricating boxes. They can be readily got
at from underneath the platform to be refilled.; but were the supporting
wheels of smaller diameter, which would probably be advisable with the
view to their being yet more numerous that the weight on each might
be less, the lubricating boxes could be reached from above. The rigid
frames in which these wheels revolve serve as binders or girders to the
under carriage. Obviously, they greatly add to its strength and dura-
bility, instead of being the source of complication and weakness,
unavoidable with all radiating axles, and with every system of bogie
flexibility.
The wheels, being 4 feet 1 inch broad, must on a straight line of rail
project about 2 feet on each side of the rail, as seen in Figure 1, and as
the extreme gauge is 20 feet, the total width given to the platform of
the carriage as a supporting base to the cradle in which the ship is to
rest will be fully 24 feet. The carriage runs equally well either end
foremost.
$
The space which intervenes between the two lines of guiding wheels
may be considered the wheel base, and in all curves may be regarded as
a movable chord of the curve. The centre of the line of guide wheels
might be called the pivotting spot, on which an end of the carriage turns
at every curve. The projection of the tires of the outside row of wheels
two feet beyond the rails on a straight line of rails, enables the carriage
with its rigid wheel base between the guiding wheels of 144 feet to
travel in any curve whose radius is or exceeds 1,297 feet without any
wheel so much diverging from the line as to quit the support of its own
row of rails, for with such a large radius neither the ends of the carriage

page_text: Hutchinson's improvements in Kailway Engines, Carriages, &c.
nor its centre could deviate more than two feet from the line. If the
part of the radius drawn at right angles to the chord (consequently
through its centre) be called the versed sine, half the width of the tire
of the wheels may be considered the versed sine. Half the width is
2 feet. As. the versed sine added to the quotient of the square of half
the cord when divided by the versed sine equals the diameter of the
circle of which the arc is a part, an easy calculation shows that the chord
being 144 feet the radius must be 1,297.
When the radius of the curve is less than 1,297 feet the centre wheels
will begin to run off their own row of rails, and will require the support
of an extra row.
Figure 5 shows that row laid down at the same gauge, viz., 4 feet.
The carriage is seen running on a curve of 600 feet radius. The addition
of this extra row of rails makes the versed sine 6 feet. With that versed
sine and the chord of 144 feet the radius of the curve is 435 feet. This
shows that the carriage would run safely on a curve of that radius, or on
any curve of greater radius.
When the radius is less than 435 feet the end wheels as well as the
central wheels will begin to run off the line (as laid down with one extra
rail) and will require the support of yet another row of rails within the
curve, as well as an extra row without the curve.
"
Figure 6 shows them laid down at the same gauge of 4 feet. The
carriage is seen running on a curve of 300 feet radius. The addition
of the second extra row of rails within the curve made the versed sine
10 feet. With that versed sine and the chord of 144 the radius of the
curve is 264 th feet. This shows that with these extra rails the carriage
would run safely in any curve whose radius is or exceeds 264 feet. It
will be observed that the radius does not greatly exceed the length of
the carriage.
The breadth of the rails is not added to the versed sine in these
calculations, as it bears such a small proportion to the length of the
versed sine.
Were all the supporting wheels coned and flanged the friction caused
by their constant lateral pressure would be enormous.. From the cylin-
drical form given to the tires there is no such pressure, and the traction
becomes comparatively easy. The action of the hind wheels of a coach

page_text: furnishes an apt illustration of the point in question; narrow wheels run
on a broad road. With the proposed railway carriage broad wheels run
on a narrow road (the rails). The friction in each case is theoretically
similar, whether progress be made in a direct line or round a curve. It
is only while shifting from a straight line of rail on to a curve, and vice
versâ, that the cylindrically tired wheel has a slightly spiral rotation.
The ordinary coned and flanged wheels of railway carriages endeavour to
'obtain this natural spiral rotation, but are prevented by the constant
lateral pressure of the flange against the rail, a pressure which from
constantly acting must be more or less constantly retarding progress.
It is evident that while running on a uniform curve the same vertical
section of the cylindrical wheel is constantly in contact with the rail;
there is no longer a spiral movement.
The action of the inclined guide wheels on a curve is similar to that of
the wheels of a coach going up an incline. The lateral pressure on the
wheels would be the centrifugal force transmitted by the carriage. As
there would be no friction the extra demand on the powers of the engine
at curves would be no more than this centrifugal force, which would be
calculated by ascertaining the measure of the curve, the speed required,
and the weight of the carriage. Manifestly the friction on the side of
the rail, in other words an opposition to progress, must be far less when
the centrifugal force is received on large rotating guide wheels than
when it is received on flanges. On a straight line of rail the guide
wheels have little to do; they scarcely touch the rail; but at every
curve the centrifugal force of the carriage would be resisted by all 6 rows
of rails, whereas on ordinary lines only half the rows, viz., one, resist
centrifugal force.
The Patentee thinks the inclined guide wheels would be found the
best, but flanged guide wheels ever practically at a curve in the direction
of its tangent could be employed if preferred.
Figure 7 shows a double, deeply flanged, slightly coned pair of guide
wheels, 4 feet in diameter, bestriding one of the six rows of rail. There
would be a pair for each rail at both ends of the carriage. The iron
frame F, in which the pair of wheels rotate, has a horizontal movement
on its centre, for it plays freely on the cylindrical bolt B, fixed firmly to
the under carriage. A spiral double spring S presses on the frame and
forces the wheels into close contact with the rails. The spring rests on

page_text: a horizontal plate, in which, say, 6 friction rollers are fixed horizontally.
The head of the frame comes in contact with these friction rollers.
There is but little lateral pressure on the cylindrical bolts, for such
pressure is at curves resisted by the friction wheels J, J, shown in
Figures 8 and 9. From the low position of these wheels it is evident
that at a curve they resist the whole of the centrifugal force in the
direction of the pressure; none of it is borne by the usual angular strain
on the axles. The friction wheels would resist any amount of lateral
pressure, provided the frame which carries them were made sufficiently
strong. However great may be that pressure, the frame of the guide
wheels readily turns on its centre at curves from the depth of the flange,
and the leverage given by the distance of the flange from the centre of
the frame. This leverage might be increased to any extent by placing
the wheels further apart. Centrifugal force would be resisted by the
flanges of all the 24 wheels. Were it judged expedient it might be
resisted by the flanges of 36 wheels, for three guide wheels could be held
in one frame. The wheel base of that frame, the distance between the
two outermost of the three wheels being only, say eight feet 4 inches, the
are of that chord would be practically a straight line when the radius
was not less than 300 feet.
On this principle long railway carriages could be constructed having
either single or double flanged wheels, which would travel in as acute
curves as the Fairlie. Four cylindrical vertical-bolts might severally be
attached to the corners of a rectangular frame, on which would rest the
many springs that could be usefully employed in supporting the body of
the carriage.
The cradle, or ribs, or other suitable means by which the ship is
retained in a safe upright position during her transport overland is not
shown. The slight force required in a dry dock to hold a laden vessel
evenly balanced on her keel when undergoing repairs argues against its
being a difficult task to construct a secure cradle on a firm base 24 feet..
broad.
1
The permanent way is more permanent than is usual. The rails,
double or single headed, would be made narrow and deep to sustain much
weight applied vertically. They would be unusually durable, as, their
edges would not be worn away by coned and flanged supporting wheels.
The most casual examination of old double headed rails will shew that it

page_text: is at their edges they wear; the longitudinal centre is but little injured.
From the length of the carriage (and of the locomotives hereafter
described) there would be but little vibration of the rails, and none
whatever of that jumping and oscillation which gradually but too surely
loosen their fastenings to the chairs and sleepers. The stability of the
metal "keys," and the firm support given to the ends of rails by the
proposed method of fishing" much prevent wear and tear.
66
It is evident that at curves a line intercepted between the two circles
(between the innermost row of rails and the outermost) at right angles to
the chord increases in length with its distance from the centre of the chord.
In Figure 6 the ship carriage is seen travelling in a curve of 300 feet
radius. Such radius might be yet less, but care of course would be taken
to diminish the distance between the rows of rail in proportion to the
acuteness of the curve, or the uniform similar proximity of the guide
wheels to their several rails at such curves would not be preserved.
With a radius of 300 feet, a wheel base of 144 feet, and an extreme
gauge on a straight line of 20 feet, the diminution would be 7 inches,
which contraction would bring cach row one fifth of 7 inches nearer to
cach other.
The following formula gives the contraction required at every curve:―
Let R represent the radius of the outermost curve.
Let r represent the radius of the innermost curve, which is equal to
R minus the general width of the gauge.
Let 2 C represent the length of the chord, which is equal to the length
of the wheel base.
Let L represent the distance intercepted between the two curves on a
line at the extremity of the cord of the inner circle, and at right
angles to it.
Then LR-C²
-
P²².
c
By however much L exceeds the breadth of the general gauge, by so
much should the rails on the curve be brought nearer to each other,
either by diminishing to that extent the radius of the outermost curve or
increasing the radius of the innermost curve.
According to the proposed system, the rails would be carried at cach
terminus so far below hig-hwater mark as to enable the carriage or cradle
to be run down below the spot where a ship could be brought at high
tide, and upon which carriage or cradle she would rest as the water

page_text: gradually receded. When she was properly secured in an upright position,
the carriage with its freight would be drawn away for transport across
the isthmus to the opposite terminus, where at high water, most of the
lashings being loosened, the carriage would be allowed to glide gently
down for the ship to again float on her natural element, and proceed to
her destination.
It seems improbable that the shore would shelve so gradually at both
termini as to render it unnecessary to adopt artificial means for raising
to a high level the water in the basin in which the ship floats, for
however great might be the moving steam power employed, it is evident
that with so long a carriage no change of gradient should anywhere be
abrupt.
The fact of there being six rows of rails makes it peculiarly necessary
that they should be so securely "keyed" and "fished "as to retain them
unalterably in position, preserving such parallelism that every guide
wheel, whatever may be its kind, shall bear its proper share at curves in
resisting centrifugal force.
The proposed keys are formed of two pieces of iron or other metal or
mixture of metals. They may be called wedges, though they have only
one oblique face. Both wedges are sloped equally, say, to an angle*
of 3°. The oblique faces are cylindrical, one being convex, the other
concave. One is a stationary wedge, the other a sliding wedge. The
oblique faces being in contact, when the sliding wedge is driven forward
(one oblique face acting against the other) an equal pressure is exerted
outwards throughout the whole exterior length of the sliding wedge.
This principle of double wedging is capable of very general application,
and will serve for "fishing" as well as "keying." On every chair there
are two raised parts to embrace the rail and retain it in position. The
one which stands furthest from the rail forms the stationary wedge. In
future chairs that part would be cast aslant. In existing chairs an
oblique face would be added to that part. It could easily be applied to
chairs of most railways both at home and abroad.
The sliding wedge would be the same for future and existing chairs.
In cases of emergency it might be formed of hard wood.
Figure 10 shows a chair G, G¹, in every respect similar to what is in
use on most lines, excepting the part G, which forms the stationary
wedge; it is, at no increase of expense, cast obliquely to the part G', at

page_text: an angle of, say, 82, and has the oblique face hollowed cylindrically. F,
which is the sliding wedge, has its oblique face so rounded cylindrically
that its convex surface accurately fits into the concave in the stationary
wedge G. This Figure (10) shows the axis of the cylindrical part of the
wedge lying in the horizontal plane L, L, which-runs- through- the-
middle of the rail R as it stands in position on the chair.
au angie o1, say, and as the conque face nonowed cylindrically.
which is the sliding wedge, has its oblique face so rounded cylindrically
that its convex surface accurately fits into the concave in the stationary
wedge G. This Figure (10) shows the axis of the cylindrical part of the
wedge lying in the horizontal plane L, L, which-runs through-the-
middle of the rail R as it stands in position on the chair.
To diminish weight and save metal it might be cast concave, as
shown; a form which would give a useful elastic pressure were steel
employed.
Figure 10 is a vertical section taken in the line L, L, of Figure 11,
through the part of G which is nearest the rail R. The dotted line
marks a parallel section through the part of G which is furthest from
the rail, and thus shows how much G is cast aslant.
Figure 11, which is a horizontal section taken in the line L, L, of
Figure 10, shows yet more clearly the angle at which the stationary
wedge G is cast. The dotted lines in small circles represent the holes
for the sleeper bolts. The outermost rectangular dotted line marks the
sole of the chair. This holds in several of the Figures.
The immense weight the rails will be required to sustain makes it
necessary that their extremities, the parts all experience shows to be the
most liable to injury, should be "fished" in a far stronger manner than
is usual. In ordinary lines every junction of rails (commonly at intervals
of 18 feet) is now-a-days an unsupported, divided joint, merely held
together by two fish plates and bolts with nuts driven through holes cut
in the stem of the rail, which holes are necessarily a source of weakness;
but, what is far more detrimental, the space occupied by one of the plates
renders it impossible to let the extremities of the rails rest on a chair.
In the projected method there is nothing to interfere with the extremities
of every two contiguous rails fitting into and being supported by one
chair. Common sense showed the judiciousness of giving this support,
and the plan was followed for years, but was eventually abandoned in
consequence of the wooden keys becoming constantly loosened from the
excessive vibration of the rails at their extremities.
Figure 12 is a horizontal section of a chair cast, say, half as wide
again as is usual, taken in the line L, L, Figure 13. It shows how
much the stationary wedge G is cast aslant, and that whatever length

page_text: was considered most desirable could be given to the sliding wedge P,
which in reality becomes a fish plate, and firmly presses the extremities
of the two rails R, R', into their seat on the chair.
The extremities of the cylindrically concaved part of G might have a
little relief (splay) in a vertical direction. This would give a trifling
space for the play of the sliding wedge, and would prevent its ever being
too tightly locked within the rims of the double headed rail when the
rail slightly yields between two sleepers to the weight of an unusually
heavy wheel.
Figure 13 is a vertical section taken in the line L, L, through
Figure 12; the section in which the stationary wedge G is nearest to the
rail R¹. The dotted line marks the outline of the vertical section of the
stationary wedge which is furthest from the rail. The chair is cast with
vertical sides to increase the grasp of the chair on the rail and sliding
wedge, or, the more properly called, fish plate. Such a wide chair
however could hardly be necessary unless the sleepers were unusually
far apart. With all double headed rails the close fitting of its bottom
rim (on one side) within the groove on the floor of the chair, and on the
other side the grasp of both rims in the sliding wedge so effectually
prevent any lifting of the extremities of the rails that one ordinary
chair of the common width would give a sufficiently wide sustaining
floor; but, if desired, a chair of the usual width at the underneath
surface, therefore only requiring the usual width of sleeper, might be
cast with a splay upwards from the bottom to the floor, and thence
rise vertically. This chair would appear to meet inexpensively all
requirements.
66
The same system for "keying" and fishing" by means of the
double wedge could be extended to existing railways, both at home and
abroad. Without removing the chairs or sleepers it would be merely
necessary to attach the oblique face to the inner part of G of cach chair,
and thus form it into the stationary wedge.
Figure 14. The part E is this face. On one side it so much conforms
to the shape of the inner hollowed surface of G that it cannot shift verti-
cally. By flanges on its sides, which flanges overlap the edge of the
chair and lie close to it, E is prevented from shifting laterally. Thus E
almost becomes a fixture to G. The flanges are about 3rd of an inch
wide, and 3rd of an inch deep. The dotted line marks the outline of

page_text: Secondly. In the chair B, Figure 18, and in Figure 13, a method is
shewn for retaining this sliding wedge by means of molten iron or other
metal. a is a small longitudinally cup shaped recess in the stationary
wedge; is a coned hole in the sliding wedge. A little of the liquid
is poured through a circular aperture at the top into the recess, from
whence it flows into the coned hole. If the recess be two inches long.
there will be a length of two inches less the breadth of the coned hole,
for driving home the sliding wedge, yet always retaining the hole
opposite to some part of the recess. The metal when cold acts as a
bolt, and prevents the wedge from ever shifting until it is driven back
by,such a heavy blow from a sledge hammer that the bolt is snapped.
In Figure 13 the sliding wedge or fish plate is shown retained in
position by molten iron as well as by the strip of galvanized iron, but
either security would be quite sufficient.
·
Thirdly. In chair A, Figure 15, and in Figure 8, means are shown
for fixing the sliding wedge by a thick short split bolt K. On the
wedge O in chair A being driven home, a hole (cut with a centre bit
aided by a drilling clamp) is made in the thin end of the wedge for the
insertion in its longitudinal centre of the bolt close to the side of the
stationary wedge. For about 3rd the length of the wedge it is cast on
its flat surface with a groove e, d, running centrically in the direction.
of its length. This groové not only conveniently diminishes the depth
to be drilled, but also serves as a countersink for the end of the nail to
be rivetted into. As a guide to the workmen, a lightly indented line
impressed in the casting above the longitudinal centre of the groove,
gives a central direction for the drilling of the hole. When, to save
unnecessary expenditure in the material thick wedges are cast concaved,
or to give some clasticity are made in that form of wrought iron, there
would be ample space for the ends of the split bolts to be rivetted by
blows struck against a resisting block of metal placed temporarily under
the arch to act as an anvil, see Figures 10, 13, 14. It is évident that
there is no strain whatever on the rivets. It is said that 20 of these
holes could be drilled by one man in an hour through a thickness of
four and a half inches; but, should 'the drilling be objected to, the
wedges could be cast with many holes in one central longitudinal line.
As a recess for the rivets they might be cast with an eliptical enlarge-
ment at the bottom of each hole, the part next to the concave surface.
In order not to have any metal abstracted from the thin partition which

page_text: separates the holes, the short axes of these eliptical enlargements would
lie in the direction of the line of the holes. It might be well to use
split bolts much similar to K, Figure 11. The stem, instead of issuing
from the centre of its head, is so placed that no two of the four sides
of the head are at the same distance from the stem. After years of
wear, on the wedge being retightened by being driven in further, it
might probably be conveniently retained there by the broadest side of
the rim of the head being made to abut against the side of the stationary
wedge, as represented in Figure 11. The width of the part of the head
of the nail which is in contact with the side of the chair shows that,
as represented, the wedge must have been retightened when the nail was
driven in.
Figure 16 shows how a wedge could be cast with, say, three longi-
tudinal rows of holes so disposed that as it is driven home they make
their appearance in succession beyond the side of the stationary wedge
at intervals, say, of roth of an inch. The diameter of each hole is
about th of an inch. When the sliding wedge is sufficiently home
a split bolt is driven into the hole which lies nearest to the stationary
wedge. With a wedge cast with several rows of holes a second bolt
could be used, were such an addition considered judicious.
It is obvious that were it deemed advisable, any two of the described
means for retaining the sliding wedge could be simultaneously adopted,
indeed all three, did any curious fancy or distrust lead to a wish to
employ such triplicate security..
No fastening whatever might be necessary were the sloping faces cut
with transverse small steps. On the sliding wedge being forcibly driven
home the short face of the steps of one wedge would abut against the
corresponding part in the steps of the other wedge.
The short faces would be at right angles to the exterior side of the
wedge, the long faces parallel to it. There might, however, be a difficulty
in removing wedges so locked together. It will be seen that the rounded
faces (which are in form exact portions of a cylinder cut parallel to the
longitudinal axis) have this great advantage that the wedges readily
adjust themselves to any irregularities or want of parallelism on the
inner sides of a chair.
G
As the only object in attaching E to the part of the chair marked G,
is to give G an oblique face parallel to the sloped face of the sliding

page_text: wedge, perfect immobility in E is not required. It would suffice were
it cast with a flange (or stop) on only one side, provided it were retained
in position in G by the head of a bolt driven in the other side through it
and the sliding wedge. This arrangement would give such great
latitude as to fitting of E that an entire absence of uniformity in the
shape of the chairs would be of no consequence. Indeed no flange at all
would be necessary were split bolts on both sides of G driven through
E and F, Figure 11. The plan, however, has this drawback, that when-
ever it might hereafter become advisable to re-tighten the wedges, two
fresh holes would be required in the sliding wedge, and probably holes
of increased diameter, as they might not be drilled in entirely fresli
ground.
Should it be required to move a rail, the head of any of the bolts could
be knocked off, and the wedges be easily removed, even when they were
united by a bolt driven through both, for they would then be of a
uniform thickness throughout their entire length.
Figure 17 is intended to show that when sleepers are not too far
apart the extremities of two contiguous rails could be fished on an
ordinary chair of the common width, whether the part G of the chair
was or was not cast parallel to the opposite part G'. This Figure is a
horizontal mid-section taken through an ordinary chair, the extremities
of two rails, the proposed stationary wedge, and the fish plate P. The
fish plate is simply the sliding wedge F, Figure 15, cast solid, and
produced from both ends with a uniform thickness of about an inch,
until it becomes, say, 15 inches long.
Figure 14 may be regarded, the concave hollow in the sliding wedge
excepted, as showing a vertical transverse section of the arrangement..
It will be seen that three of the sides of the fish plates conform to the
shape of the rails between the projecting rims. Greater or less thickness
than an inch could be given to it by diminishing or increasing the
thickness of the oblique face E of the stationary wedge. If desired, this
face could be made broader, so as to give it longer arms to press against.
1b fish plates.
The fish plate is shown as retained in position by the thin bar of
galvanized iron before described. The groove through which it is
inserted is taken out of the fish plate as it is cast solid.

page_text: Figure 18. There are serious objections to fishing with two chairs, but
Figure 18 shows how it could be done on a better principle than the one
generally adopted, for it could be effected without weakening the rails
by cutting holes or slots through their extremities. The Figure shows a
horizontal section of two chairs A and B, taken on the line L, L,
Figure 14. R, R¹, are the extremities of two contiguous rails securely
"fished" in the same planes. The chairs (fixed to their sleepers) are
placed side by side, with but little interval between them, in a plane
parallel to the gradient of the line. The end of one rail rests on one
chair, the end of the other rail on the other chair. The fish plate is
exactly what has just been described in the account of Figure 17, except
that it is longer, say 20 inches long. If half the plate be firmly fixed
against the side of one rail at its end, and the other half of the plate
against the side of the other rail at its end, neither end can shift either
vertically or laterally. This fixing may be easily effected in the
following manner :-The thin wedge O, which equals in dimensions the
addition to the bar of the fish plate which forms such part into a wedge,
is loosely seated within the chair A. The fish plate is pushed in through
B and A, and so well driven home that it becomes tightly wedged at P¹,
between the rail R¹ and the stationary wedge. Then the thin wedge O is
driven home. Both it and the fish plate are retained permanently in
position by any suitable means, three of which have been fully
explained

page_text: As no force is needed to drive home metal wedges, in all future
castings lighter chairs could be employed than those commonly
in use.
39
It is to be observed that all holes and recesses, both in the "kéying
and "
fishing" arrangements, are coned or cup-shaped, in order that
when the sliding wedge or fish plate is removed whatever part of a
retaining bolt remains may be readily shaken out.
It will be seen that the described plan for "keying" and "fishing"
is applicable in nearly every particular to single headed rails. It might,
however, be advisable to make the cylindrical recess in the stationary
wedge somewhat deeper, in order to give it a longer grasp of the sliding
wedge or fish plate.
It may be observed of the proposed method of "keying" and "fishing"
as compared with other plans,--
First. That in "fishing," by placing the ends of two rails in one chair,
not only is a greater support given to the ends of the rail, but fewer
sleepers and chairs are required.
Secondly. That the rails are not weakened, as is generally the case, by
having slots or holes cut into them, on the contrary, that much extra
strength and support is given, and where most required, viz., at the ends
of the rails, for all experience shows that the ends are the weakest parts,
and those most subject to wear.
Thirdly. That the fish plates and keys are fastened without bolts with
nuts, yet that under no reasonable circumstances can they become
loosened or displaced.
Fourthly. That should their close fitting in course of time become
slack, they could easily be quickly retightened, and at no expense, by
merely driving the sliding wedge further in.
Fifthly. That from such tightening and close fitting, the several parts,
as one body, rest on the wooden sleeper, which much diminishes vibra-
tion, and leads to a corresponding saving in the wear and tear of the
sleepers and rolling stock.
Sixthly. That the system is most economical, from its simplicity,
durability, facility of application, saving in superintendence, and little ·|

page_text: cost at starting; for the metal required for "fishing" only equals the
weight of the fish plates, bolts, and nuts usually employed; and so
simple is the arrangement, that many "keys" and "fish plates" could
be permanently fixed in position in less than an hour by one workman.
Seventhly. That the system is applicable to most of the existing lines
of railway, both at home and abroad, and could be at once adopted
without the removal of a chair or rail.
Eighthly. That as regards future castings of chairs, the system is yet
more simple and inexpensive, as they could, at no increase of cost, be so
cast that a part of each would become one of the wedges.
_ Figures 19 and 20 show a large locomotive with 48 driving wheels,
4 boilers, and 6 cylinders. As the connecting rods of each cylinder
travel in parallel planes, it will be seen that the cylinders can drive
wheels from both ends at the same moment without any catch or
slipping of a wheel. In former attempts to drive from both ends there
has been this detrimental catch owing to the connecting rods not working
in parallel planes. With the lengthened piston rod its slide is removed
further from the cylinder, as shewn in Figure 23.
The force exerted through the produced. piston rod at one of its ends
is exactly balanced by the force exerted at the opposite end, which gives :
a smoothness of action and precision of movement felt throughout the
whole engine. It is evident that this harmonious working of all the
parts, by diminishing jar and friction must lessen wear and save steam
power whether it be employed to drive a locomotive or machinery.
The steam generated in the four boilers flows through connecting
pipes into the main tube, whence it is distributed by means of branch
pipes to the 6 cylinders. If preferred these cylinders could be placed
between two rows of wheels, but the axles would lose their connection.
Figure 21 shows the longitudinal framing for the guide wheels; it is
fixed on the revolving axle of two contiguous driving wheels.
33
All the driving and supporting wheels numerous as they are revolve
in perfect unison on similar diameters, which is more than can be said for
the ordinary coned wheels though so few support a carriage. They
never can for any length of time work together with true mechanical
precision, for they cannot always revolve on precisely similar sections of a

page_text: their coned wheels. At times some of the sections even on the same
side of the carriage will be of larger diameters than the others which
more or less causes a "slip," and as regards opposite sides it constantly
happens that sections of the cones on which a carriage is running differ
much in diameter on one side from the sections of the cones on which
it is running on the other side. To make matters worse, they not only
differ in diameter but are constantly shifting from one diameter to another,
which is the principal cause of the great oscillation too painfully felt in
express trains.
It will be seen that every pound the engine weighs (including the
weight of both driving and guiding wheels) is usefully employed in.
giving adhesive power. Supposing only 7 tons to be placed on each of
the 48 driving wheels, the total weight for adhesion would be 336 tons.
Owing to the employment of cylindrical wheels instead of coned, so
much less need be deducted for friction than is usual, that the tractive
power of the locomotive may be taken roughly as 1400 tons after
making an allowance for the extra friction caused by a pace of 10 miles
per hour.
Were there no curves on the line so acute as to require extra rails at
such curves, taking the distance between the guide wheels as a chord on
the arc of the sharpest curve on the line, the width given to the tires of
the several driving wheels would be two ordinates reckoned from the
point of contact of the wheel with the chord, added to the width of the
rail, and an allowance for "play." By the word "ordinate" as hero
used is meant a line parallel to the versed sine intercepted between the'
chord and circumference on the same side of the chord as the versed
sine.
There are 8 inclined guiding wheels of 2 feet 8 inches diameter at
each end of the imaginary chord (the wheel base). They exactly'
resemble in form and action the guiding wheels on the ship's carriage'
shown in Figures 3 and 4.
The extreme gauge being 12 feet the furnaces have great capacity
which is much wanted where wood is the fuel chiefly employed.
When the locomotive is in motion a frame of sheet iron (not shewn in
the Drawing) for each furnace, which frame could be raised or lowered
by degrees, formed on the principle of a wind sail on board ship, drives.

page_text: whatever quantity of air may be required. into the furnaces. For
shunting this powerful ship locomotive at the termini the usual kind of
switches would be laid down, it would be shifted from each row in
succession until it was wholly removed to its siding formed of four
rows of rail.
As the general line is composed of six rows of rail, it is obvious that
they could be used as a double line for locomotives and carriages of the
ordinary type. There would be frequent sidings for shunting them that
the transport of ships might not be interrupted. The frequency of these
sidings would require their entrances to be curves of the acutest
character. The Patentee therefore thinks that all description of
carriages should be constructed on the principle he advocates, viz, that
the tires of the supporting wheels be made cylindrical, that at curves no
wheels should quit the row of rails on which it has been running without
finding the support of an extra row of rails laid down at the curve at an
interval between the rows equal to the width of the cylindrical tire less
the full width of the rail, and that the guide wheels should never quit
their own row of rails. The upper frame of the locomotives, carriages,
and trucks would not essentially differ from those of the usual type. As
none of the axles would radiate, the carriages would be built on the
strongest most durable principle ever devised, yet be able to run on a
curve whose radius would but little exceed the length of the carriage.
Notwithstanding the length of the ship carriage, any ordinary railway
could be converted into a ship railway by laying down additional rows
of rail at the same gauge.
Figure 22 is drawn as an extreme case to explain fully the principle
of construction here advocated. It shows a powerful locomotive on an
ordinary line of rails with 20 driving wheels of 4 feet diameter, and 4
guiding wheels of 3 feet 3 inches diameter, and four of smaller diameter
outside them. The gauge is 4 feet 8 inches. It might as easily be the.
gauge on the ship railway, viz., 4 feet. The rigid wheel base, that is
the space between the guide wheels, which, as before explained, may be
regarded as the chord of the curve, is, say 32 feet; the breadth of the
tire of the broadest wheel, 7 inches. The central wheels are so near
the centre of the chord that they may be practically considered as
standing on the versed sine. Say that the allowance to be made for the
breadth of the rail and for "play" comes to 3 inches. Then 2 inches
.

page_text: may be considered the allowance made for the versed sine in the breadth
given to the wheels, and, calculating by the rule before named, it is
clear that the locomotive will run on any curve whose radius is or is
greater than 768 feet.
If the radius be less than 768 feet an additional extra row of rails will
be laid down within the curve at an interval of 5 inches from the
ordinary line of rails, of course an extra row within the outer as well as
within the inner line. This will, speaking roughly, make the allowance
for the versed sine 7 inches besides the width of one rail, say 2 inches,
making a total of 9 inches. With that versed sine of 9½ inches the
radius of the curve will be roughly 162 feet, showing that with the aid
of one extra row of rails the locomotive will run on any curve whose
radius is or is greater than 162 feet.
If the radius be less than 162 feet a second row will be required
at same interval (5 inches). This five inches, with the width of 2
rails (5 inches), will make the versed sine 19½ inches, when the radius
of the curve will be not quite 80 feet. This shows that with two
extra rows of rail laid down within the curve (2 to each line of rails)
the locomotive will run on any curve whose radius is or is greater, than
80 feet.
It is obvious when extra rails are laid down at curves that all the
wheels, excepting possibly those next to the guide wheels, to be enabled
to run on the extra rails must be increased to the breadth of the
broadest.
To save intricacy in explanation the extra rails that might be
necessary outside the curve for the support of the wheels at the
extremities of the locomotives have not been referred to.
Great as is the wheel base (32 feet) were the central driving wheels
made 9 inches in the tire, and the rest only proportionate to their
ordinates, the locomotive without the aid of any extra row of rails would
travel in a curve of 342 feet radius, and not require such heavy rails as.
are usually laid down.
♪ As a rule, except on Fairlie's lines, no curve in this country has a
less radius than 330 feet (5 chairs).

page_text: rest on the same sleepers, which sleepers. would be cut proportionately
longer than the others.
The principle of construction which has been described is applicable
to locomotives and carriages of all sizes, and is suitable to the narrowest
as well as the broadest gauges. It is evident that the less is the chord
(the interval between the sets of guiding wheels) and the greater is the
width given to the tires of the wheels, the less is it necessary to lay
down extra rows of rails at curves. On most of the existing lines such
locomotives and carriages are wanted as could be built on a cheaper,
more durable, and less complicated system than the double bogie, and
yet, for branch lines especially be capable of rounding as sharp curves
as have great length of wheel base to secure steadiness at high velocities,
and have their weight borne on to many wheels that none could press
injuriously on light rails.
Figure 23 shows such a locomotive running on an ordinary line of
4 feet, 8 inch gauge. It has 8 unconed unflanged driving wheels of
4 feet diameter, and 4 guiding wheels, 3 feet 3 inches in diameter,
inclined at an angle of 45°. The connecting rods, which are deep and
narrow, work in parallel planes. The wheel base (the distance between
the guiding wheels where they come in contact with the rails) is 13 feet.
Were the under carriage of the locomotive about 24 feet long, there
would be no overhang, and it would run at the fastest express rate
without oscillation or jumping.
The cylindrical driving wheels are so close to their guiding wheels
that curves of great acuteness could be run over.
Figure 24 shows the same locomotive (Figure 23) running on a curve,
whose radius is 138 feet, measured from the inner rail, yet the tire of the
outer driving wheels (those beyond the chord) is no more than 6 inches
wide, a width which but little exceeds what is often given to coned and
flanged wheels, and the tire of the inner wheels need not have exceeded.
5 inches for their ordinate is only 1.08 inches. It is evident that this
locomotive could run on most of the existing lines without a single rail
being displaced or the line being in any way altered.
If extremely acute curves on a line of rail were numerous, instead of
having extra rails at such curves and narrow wheels, it might be better
to increase the width of the wheels and have no extra rails. Were the

page_text: four outer wheels to 12 inches, the same locomotive would travel in a
curve whose radius was as little as 50 feet, measured from the inner row
of rails. This increase to the width of tires of the outer wheels is
necessary as the exterior ordinate (if such a term may be used) exceeds
the corresponding interior ordinate by 1 inch.
Figure 25 shows the same locomotive (Fig. 23) running on a curve
whose radius is 41 feet, taken from the central rail of the three inner-
most rows. With this width of tire of only 6 inches it could not
travel on a curve of less radius than 138 feet were it not aided by extra
rails. These are laid down, as shewn, within four inches of the ordinary.
rail. With their aid the locomotive could travel on a curve of even less
radius than the one that is drawn.
.
A carriage or locomotive having a shorter wheel base than 13 feet,
could in this manner be made to travel round abrupt corners in a curve
whose radius would be less than the length of the carriage. It could be
made to travel round the corners of a street. The less the diameter of
the driving wheels the closer they could be placed to the guiding wheels,
the shorter therefore would be the ordinates springing from the point of
contact of the driving wheels with the rail, and therefore the less the
width that would be given to the tires of the wheels. Of courso the
cylinder could be placed in the usual position beyond the (probably)
6 wheels, it would be made to drive from one end only of the piston rod,
but this arrangement, besides wanting the usual counterbalancing action
exerted equally at both terminations of a produced piston rod, has this
disadvantage that the tire of the central wheels would necessarily be
very wide as it would stand on the versed sine of the chord instead of
an ordinate. The many wheels, the long wheel base, and great length
that could be given to every description of carriages having cylindrical
tires, ensure the utmost steadiness even at express pace, and it should be
borne in mind that the wear and tear of ordinary express trains has been
roughly computed to exceed that of slow trains as the square of their
respective velocities. Without any injury to the permanent way or
rolling stock goods trains could be made to travel at the usual passenger
rate, which rate would, on lines of the greatest traffic, effectually prevent
the accidents often arising from overcrowding and detention of trains.

page_text: It is believed that the adoption of the system would from the increased
pace at which all trains could run, and from the heavier loads which
could be borne on many wheels, double the carrying power of nearly
every railway in the kingdom, and enormously augment their dividends.
When once the plan was in full operation the usual outgoing expenses
would not be increased and wages might be decreased, for increase in
speed would be a saving of the time of all employed. Judging from the
many millions which have been subscribed for tunnelling and still
greater tunnelling efforts are contemplated, there ought to be no
difficulty in raising money for a ship railway across the most level part
of the Isthmus of Panama. The realization of the project would develop
such an immense trade that the whole commercial world would be
greatly benefited, and if the scheme were managed judiciously and
economically it would be attended with far more profitable results to
the promoters than have yet been secured by any railway or canal. Part
of the Honduras inter-oceanic railway has been constructed, but funds
are wanting for its completion. It could be converted into a ship railway
without affecting its efficiency for ordinary traffic. With cylindrical
wheels to the carriages and additional rails at curves, no curve on the
line would be too acute, and with powerful locomotives no gradient too'
severe.
Having thus described the nature of the said Invention, and the
manner in which I think the same may best be carried out, I wish it to
be understood that I do not confine myself to the precise details,
arrangements, proportions, and dimensions I have described or referred
to, as these may be considerably varied without deviating from the
principles or main features of the said Invention, but what I consider to
be novel and original and therefore claim is,-
First. The transport of ships or vessels (laden or unladen) across tracts
of land in the manner which I have described.
Secondly. In connection with carriages, trucks and locomotives having
cylindrical tires, or some cylindrical aided by a few coned and flanged,
I claim the novel principle, as described, of laying down additional rows
of rail at acute curves to enable the carriages and locomotives to pass
such curves, whether the railway be composed of several rows (lines) of
rail or only of two rows (lines).

page_text: Thirdly. I claim the system of "keying" and " fishing" by means
of what may be called "double wedging," as fully described, whatever
may be the metal, mixture of metals, materials, or union of materials
employed.
And, lastly. I claim the parallel working of the connecting rods of
engines, as set forth, as a means of preventing the slipping (or catch) of
their driving wheels when they are driven from both ends of one steam
cylinder, whether the engine be stationary or locomotive.
In witness whereof, I, the said William Nelson Hutchinson, have
hereunto set my hand and seal, this Sixteenth day of January,
One thousand eight hundred and seventy-three.
W. N. HUTCHINSON. (L.s.)
Lieut.-General.