IMPROVEMENTS IN WHEELS FOR USE ON RAILWAYS AND TRAMWAYS."
Year: 1879

page_text: LETTERS PATENT to James Cleminson, of Westminster Chambers, Victoria
Street, in the City of Westminster, Civil Engineer, for the Invention of
"IMPROVEMENTS IN WHEELS FOR USE ON RAILWAYS AND TRAMWAYS."
PROVISIONAL SPECIFICATION left by the said James Cleminson at the
Office of the Commissioners of Patents on the 17th, May 1879.
JAMES CLEMINSON, of Westminster Chambers, Victoria Street, in the City of
Westminster, Civil Engineer. "IMPROVEMENTS IN WHEELS FOR USE ON RAILWAYS
AND TRAMWAYS."
This Invention relates to composite wheels composed of iron or steel in com-
bination with wood or other material of a similar or analogous character, such as is
used in wheels as a cushion, and my improvements are designed to render such
wheels more efficient, strong, reliable, and durable, and better able to resist strains
to which composite wheels are subject in working upon railways and tramways
than composite wheels of constructions heretofore usually employed.
One construction of wheel according to my Invention is as follows:-
The nave, which may be of steel, cast iron, annealed or wrought iron, is made
without flanges but with long radial arms solidly formed in one with the nave, and
extending nearly to the inner circumference of the tyre. This nave is at both its
sides turned or faced up accurately, and the radial arms formed with it, as described,
are faced up to an uniform width harmonising with the thickness of the wood or
other material to be used for filling the sockets formed by the aforesaid arms, and
suitable washer plates, of which I use one on each side of the nave, and which are
bored, faced, and turned to fit the sides of the nave and radial arms. The bolts
which secure the washer plates in place I pass through the radial arms so as to
bind the nave and the said washer plates firmly together; or the said bolts may
pass through the wood or other material filling the said sockets. The extremities
of the radial arms are embraced between suitable tyre retaining rings, the bolts for
securing which I pass through the said arms so as to firmly bind the said arms and
retaining rings together with actual contact; or the said bolts may pass through at

page_text: any point intervening between the said arms. My improved construction, as just
described, relieves the wood or other material filling the socket of torsional strain
throughout the depth of the said wood or other filling material from the nave to
the tyre, and enables such wood or other filling material to be fitted in place with
great accuracy, the faces with which it is in contact being true, and the binding of
the arms to and in contact with the retaining rings, as described, imparts great
additional strength and stability to the compound structure. In some cases, to
prevent the tyre slipping round upon the centre of the wheel, I modify the con-
struction above described by forming a notch or recess, or notches or recesses in
the tyre on its inner face upon either side thereof, and of the full depth of the
grooves formed for the retaining rings. Or I form a groove or grooves across the
tyre upon its inner face, and into the said notch or recess, notches or recesses,
groove or grooves I fit the end or ends of one or more of the radial arms, or a
portion or portions thereof; or such arms may be secured to an internal flange on
the tyre. With existing methods of securing tyres on composite wheels, the tyres
frequently move or shift laterally.
This I prevent by accurately fitting the retaining rings in their grooves in the
tyres, and securing them firmly to and against or in contact with the arins radially
extending from the nave, as before described. I sometimes construct a modifica-
tion of the above described wheel as follows:-
I make the nave without flanges but with radial arms solidly formed in one with
the nave, and of sufficient length to extend beyond the middle of the radial
length of the segments of wood or other filling material, but not to the tyre
retaining rings. I accurately turn or face up both sides of the nave and face up its
radial arms to an uniform width harmonizing with the thickness of the wood or
other material to be used for filling the sockets formed by the arms and suitable
washer plates, of which I use one on each side of the nave, as already described.
By the use of long arms formed solidly in one with the nave, and extending beyond
the middle of the radial length of the segments, as described, I impart to the wood
or other filling material strength such as is requisite to enable it to resist twisting
strains. The segments increase in strength as they increase in sectional area.
They acquire both these qualities as the distance from the centre increases, the
least sectional area being at the end abutting on the nave, the greatest sectional
area and strength at the outer end or that next the tyre, and the mean of the two
at the middle of the radial length of the segment, beyond which I extend the radial
arins, as described, for the purpose specified.
In some cases, wheels according to my Invention may have naves of ordinary
cast iron, constructed with a flange formed solid with the nave, and upon one
side thereof, which flange I make of a usual diameter common to wood filled wheels;
but the radial arms formed with the nave, as above explained, I construct so as to
extend beyond the middle of the length of the filling segments or material, as
before described, and I secure a suitable ring at the other side of the nave against
and in contact with the arms radiating from the nave.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said James Cleminson in the Great Seal Patent Office on the 17th
November 1879.
"
JAMES CLEMINSON, of Westminster Chambers, Victoria Street, in the City of
Westminster, Civil Engineer. 'IMPROVEMENTS IN WHEELS FOR USE ON RAILWAYS
AND TRAMWAYS."
This Invention relates to composite wheels composed of iron or steel in com-
bination with wood or other meterial of a similar or analogous character, such as is
used in wheels as a cushion, and my improvements are designed to render such
wheels more efficient, strong, reliable, and durable, and better able to resist strains
to which composite wheels are subject in working upon railways and tramways
than composite wheels of constructions heretofore usually employed.
One construction of wheel according to my Invention is as follows:-
The nave, which may be of steel, cast iron, annealed or wrought iron, is made
without flanges, but with long radial arms solidly formed in one with the nave, and
extending nearly to the inner circumference of the tyre. This nave is, at both its
sites, turned or faced up accurately, and the radial arms formed with it, as described,
are faced up to an uniform width harmonising with the thickness of the wood or
other material to be used for filling the sockets formed by the aforesaid arms and
suitable washer plates, of which I use one on each side of the nave, and which are
bored, faced, and turned to fit the sides of the nave and radial arms. The bolts
which secure the washer plates in place I pass through the radial arms so as to bend
the nave and the said washer plates firmly together; or the said bolts may pass
through the wood or other material filling the said sockets.
The extremities of the radial arms are embraced between suitable tyre retaining
rings, the bolts for securing which I pass through the said arms so as to firmly bind
the said arms and retaining rings together with actual contact; or the said bolts
may pass through at any point intervening between the said arms.
Figs. 1 to 4 inclusive of the accompanying Drawings illustrate this construction
of wheel, Figs. 1 and 2 shewing the nave a and long arms b formed solidly in one
piece, and Figs. 3 and 4 shewing part of a wheel, respectively in side view and in
cross section. In Fig. 3, a portion of the washer plate c is left out to more clearly
show the wood segments or other filling material d bedded in place between the
arm b and the tyre g, and in the same Figure a part of the retaining ring f is also
omitted to show the extremity of one of the arms b, the position of which is like-
wise very clearly shewn in Fig. 4. On reference to these Figures it will be seen
that the filling material d bears against the inner circumferential face of the tyre g,
but the arms do not abut against the tyre. Moreover, the holes formed in the
arms b for the passage of the bolts i (which tightly fit the holes in the retaining
rings f) are made larger than the said bolts so as to leave a certain amount of play
all round the bolts, as indicated at i*. Thus the elasticity or cushioning action or
effect of the filling material d is not neutralized or counteracted, nor is the tyre
strained, as it might be with arms abutting against its inner circumference.
The arms are shewn parallel in thickness and width, but they may be taper when
desirable, and lozenge shaped or somewhat oval in cross section
My improved construction, as just described, relieves the wood or other material
filling the sockets of torsional strain throughout the depth of the said wood or other
filling material from the nave to the tyre, and enables such wood or other filling
material from the nave to the tyre to be fitted in place with great accuracy, the
faces with which it is in contact being true, and the binding of the arms to and in
contact with the retaining rings, as described,, imparts great additional strength and
stability to the compound structure.

page_text: In some cases, to prevent the tyre slipping round upon the centre of the
wheel, and to also prevent lateral displacement of the tyre, I modify the
construction above described by forming a notch or recess, or notches or recesses
in the tyre on its inner circumferential face, upon either side thereof, and of the
full depth of the groove formed for the retaining ring, and into such notch or
recess, or notches or recesses, I fit a portion or portions of the end or ends of one
or more of the radial arms, but in such manner, nevertheless, that the said end or
ends shall not abut against the inner circumferential face of the tyre, or otherwise
neutralize or counteract the elasticity or cushioning action or effect of the filling
material. This method of preventing the tyre slipping round upon the centre of
the wheel and of also preventing lateral displacement of the tyre without destroying
or neutralising the elasticity or cushioning action or effect of the filling material is
illustrated in Figs. 5 and 6 of the accompanying Drawings, Fig. 5 being a cross sec-
tion of part of a wheel on this plan, and Fig. 6 a side elevation. The lip g* of the
tyre g is removed for a distance corresponding to the thickness of the arm b, and
the portion bx of the said arm is fitted into the recess thus formed.
The tyre g
bears laterally against the portion or part 6x of the arm b and is thereby prevented
from slipping or being forced laterally out of its proper position on the wheel.
Figs. 7 and 8 shew a modification in which the retaining rings f have grooves
formed therein for the reception of the lips g* of the tyre g. In the inner circum-
ferential face of the tyre g there are formed recesses for the reception of the
portions bx of the arms b, as shewn, which portions b* of the arms. prevent lateral
displacement of the tyre, as already explained. Figs. 9 and 10 show a modification
of the same method of preventing the tyre slipping round upon the wheel centre.
In this case the tyre is formed with an internal flange or inwardly projecting
part g2, in which are formed the notches or recesses to receive a part of each (or some
of) the arms b, as shewn. Lateral displacement of the tyre is in this arrangement
prevented by accurately fitting the retaining rings f in their grooves in the tyre g
and securing them firmly to and against or in contact with the arms b, formed in one
with and radially extending from the nave a, as before described. Figs. 11 and 12
shew another modification. This combines not only the above described method of
preventing the tyre g slipping round upon the wheel centre by parts of the arms b
entering recesses in the internal flange or inwardly projecting part g2 of the tyre g
but also the method of preventing lateral displacement of the tyre by opposing
the parts bx of the arms b to the side of the said internal flange or inwardly pro-
jecting part g2 of the tyre g, as shewn.
Figs. 13 and 14 shew a modification embracing the same methods of preventing
the tyre slipping round on the wheel centre and preventing lateral displacement of
the tyre by parts bx of the arms b entering recesses in the side of the tyre g. In
this case there are recesses also in the other side of the tyre g, and keys or parts h
formed with notches to receive the ends of the arms bare interposed between them
and the tyre, as shewn.
Figs. 15 and 16 shew a wheel in which the outer extremities of the arms b
formed in one with a boss a enter grooves formed in the tyre g across its inner
circumferential face, but the said arms do not at their outer ends bear against the
tyre or bottom of the grooves, spaces being provided so as to leave the elasticity
or cushioning action or effect of the filling material d available to prevent or
deaden shocks. Lateral displacement of the tyre g is in this arrangement prevented
by accurately fitting the retaining rings f in their grooves in the tyre g and securing
them firmly to and against or in contact with the arms b.
Figs. 17 and 18 shew an arrangement in which long arms b formed with the
nave, as already described, are at their extremities secured to an internal flange g*
on the tyre g. The bolts i tightly fit the holes in the retaining rings f and the
holes in the arms b, but the holes g² in the internal flange g* are of larger diaineter
than the bolts i so as to leave a certain amount of play all round, as indicated at 92,
and preserve the elasticity of the wheel.

page_text: Figs. 19 and 20 shew a modified construction of a wheel made as follows :-
The nave a is made without flanges but with radial arms b solidly formed in one
with the nave a, and of sufficient length to extend beyond the middle of the radial
length of the segments of wood or other filling material d and between the tyre
retaining rings f. I accurately turn or face up both sides of the nave a, and I also
face up its radial arms b to an uniform width harmonising with the thickness of
the wood or other material d to be used for filling the sockets formed by the arms b
and suitable washer plates c, of which I use one on each side of the nave a, as
already described with reference to preceding construction of wheel.
By the use of long arms b formed solidly in one with the nave a and extending
beyond the middle of the radial length of the segments d, as described, I impart to
the wood or other filling material & strength, such as is requisite to enable it to
resist twisting strains. The seginents & increase in strength as they increase in
sectional area. They acquire both these qualities as the distance from the centre a
increases, the least sectional area, being at the end abutting on the nave a, the
greatest sectional area and strength at the outer end or that next the tyre g, and
the mean of the two at the middle of the radial length of the segment d, beyond
which I extend the radial arms b, as described, for the purpose specified. It is also
to be remarked that by extending the said radial arms beyond the inner peripheries
of the retaining rings of so that the said rings shall embrace the ends of the said
arms, as shewn, the arms assist in giving lateral rigidity to the wheel, and they
also assist in preventing lateral displacement of the tyre without impairing the
elasticity of the wheel.
Figs. 21 and 22 shew part of a wheel according to my Invention, in which the
nave a is of ordinary cast iron, constructed with a flange a* formed solidly with
the nave a and upon one side thereof, which flange I make of a usual diameter
common to wood-filled wheels, but the radial arms b formed with the nave a, as
above explained with reference to preceding arrangements, I construct so as to
extend beyond the middle of the length of the filling segments or material d, as
before described, and I secure a suitable ring c at the other side of the nave a
against and in contact with the arms b radiating from the said nave.
Having thus particularly described and ascertained the nature of my said
Invention, and explained in what manner the same is to be or may be performed
or carried into practical effect, I hereby declare that what I consider to be novel
and original, and therefore claim as the Invention secured to me under the Letters
Patent herein before in part recited is,―
1. The method, substantially as herein before described, of taking torsional strain
from the wood or other filling material in a "composite" wheel without neutralising
or counteracting the cushioning action or effect of the said wood or other filling
material by the use of long arms formed with the nave and secured to the tyre
without any part of such arms abutting endwise against the inner circumferential
face of the said tyre.
2. The method, substantially as hereinbefore described, of preventing tyres slipping
round upon the centres of wheels without neutralising or counteracting the elas-
ticity or cushioning action of the filling material, by causing portions of the ends of
arms formed with the naves to fit into notches or recesses in the inner circum-
ferential faces of the tyres without any part of such arms abutting endwise against
the inner circumferential faces of the said tyres.
3. The method, substantially as hereinbefore described, of preventing both
slipping of the tyre around the wheel body and also lateral movement of the tyre
by means of arms formed solidly with the nave, and parts of which arms enter
recesses in the tyre, and also form lateral stops or abutments for the tyre without
destroying or neutralising the elasticity of the wheel.
4. The improved wheels, constructed as hereinbefore severally described with
reference to Figs 1, 2, 3, and 4, to Figs. 5 and 6, to Figs. 7 and 8, to Figs. 9 and
10, to Figs. 11 and 12, to Figs. 12 and 14, to Figs. 15 and 16, to Figs. 17 and

page_text: 18, to Figs. 19 and 20, to Figs. 21 and 22 respectively of the accompanying
Drawings.
In witness whereof, I, the said James Cleminson, have hereunto set my hand
and seal, this Thirteenth day of November, in the year of our Lord One
thousand eight hundred and seventy nine.
JAS. CLEMINSON. (L.S.)