CERTAIN IMPROVEMENTS IN RAILWAYS, AND IN THE MACHINERY OR APPARATUS EMPLOYED THEREON
Year: 1843

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EDWARD
EYRE, late of Poole's Hotel, but now of Thavies' Inn, Holborn, both in the City
of London, Gentleman, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent, under the Great Seal of Great Britain, bearing date
at Westminster, the Twenty-sixth day of July, in the seventh year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Edward Eyre, Her especial licence, full power, sole privilege and authority,
that I, the said Edward Eyre, my executors, administrators, and assigns, and
such others as I, the said Edward Eyre, my executors, administrators, or
assigns, should at any time agree with, and no others, from time to time and
at all times during the term of years therein mentioned, should and lawfully
might make, use, exercise, and vend, within England, Wales, the Town of
Berwick-upon-Tweed, and in all Her Majesty's Colonies and Plantations
abroad, and in the Islands of Jersey, Guernsey, Alderney, Sark, and Man, an
Invention of "CERTAIN IMPROVEMENTS IN RAILWAYS, AND IN THE MACHINERY
OR APPARATUS EMPLOYED THEREON," being a communication from a foreigner
residing abroad; in which said Letters Patent is contained a proviso, obliging
me, the said Edward Eyre, by an instrument in writing under my hand and
seal, particularly to describe and ascertain the nature of the said Invention,
and in what manner the same is to be performed, and to cause the same to
be enrolled in Her Majesty's High Court of Chancery within six calendar
months next and immediately after the date of the said in part recited Letters

page_text: Patent, as in and by the same, reference being thereunto had, will more fully
and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Edward Eyre, do hereby declare that the nature of the said Invention, and
the manner in which the same is to be performed, is particularly described
and ascertained in and by the following description thereof, reference being had
to the Drawings hereunto annexed, and to the letters and figures marked
thereon, that is to say:-
The Invention which has been communicated to me by my correspondent
abroad consists, in the first place, in an improved system of constructing rail-
ways and forming the embankments; and, secondly, in improvements in the
construction and arrangement of the carriages, engines, and other apparatus to
be employed thercon. The first part of the Invention relates to the formation
of embankments by a cheaper and quicker method than now practised, and
also to constructing the railway upon a different plan than that usually adopted,
namely, by employing an additional or centre rail, upon which the driving
wheel of the engine runs.
I will now proceed to describe the improvements connected with forming
the embankments; but that part of the Invention which consists in the em-
ployment of a centre rail is so interwoven and connected with the machinery or
apparatus to be employed on the railway that in order to prevent useless repeti-
tion, I shall defer any particular description of this part until I come to explain
the second part of the Invention, namely, the machinery or apparatus.
The improvements consist in the novel application of an ordinary counter-
balance crane, mounted on a wheel carriage or truck such as are in ordinary
use for loading and unloading goods on established railways. The method I
adopt is as follows:-I lay down the temporary rails and spurrings as usual,
which are shewn in Fig. 1, A, which represents the plan of a railway embank-
ment in progress.
I place the crane at the extremity of the embankment on
the centre track at A (supposing three roads only to be laid down), and in this
case use the roads B and C for tipping. After each waggon discharges its
contents, it is hoisted off the line B or C to the line A, in which the crane is
situated, by means of the crane before mentioned, when it is ready to be taken
back again to the excavation without delay. By this process much time and
expence is saved, as much valuable time is expended in the ordinary method of
hauling back each waggon after delivering its contents at B or C to the shunt
road 1), E, before another loaded waggon can be brought forward to be tipped.
The saving effected by the operation here set forth is of great importance,
inasmuch as the time of executing any embankment depends on the facility

page_text: with which the waggons can be delivered of their contents at the tipping place.
When it is necessary to tip earth on the road A, to allow the rails to be laid
for the travelling crane to advance equally with the tipping points B and C, as
well as to keep all parts of the bank-head in an equal state of forwardness, the
crane is drawn to the shunts at D, and from thence to the point B or C, where
it is employed in removing each waggon at it is tipped from the road A on to
the road B or C, as the case may be, ready to be taken back to the cutting,
without impeding the delivery of the remaining waggons. When the road A
is advanced equally with the roads B and C, the crane is taken back again to
A, and the operations resumed which I have previously described. When
four roads are employed, two travelling cranes will be found necessary to do
the work efficiently, in which case the points of delivery for each train of full
waggons alternates with the cranes. In constructing embankments in the
manner herein set forth, I do not confine myself to the particular description of
crane described, or, in fact, to a crane at all, but claim lifting the waggons
from one line to another after being tipped, in the manner and for the purposes
which I have recited. The advantages of such a contrivance will also be expe-
rienced in various ways in expediting the formation of earthworks, as when
waggons run over the bank-head, or get off the rails at any part of the line;
such accidents may be speedily rectified by the use of a travelling crane, or
such other method as may be employed to facilitate the operation of tipping at
the bank-head.
The second part of the Invention, namely, improvements in the machinery
and apparatus to be employed on railways, is clearly represented in the
accompanying Drawings, in which Fig. 1 represents an elevation of a train of
carriages, with the locomotive engine, boiler, and tender. Fig. 2 is a plan of
the same; Figures 3, 4, and 5, represent an elevation, cross section, and plan on
an enlarged scale of that part of the carriage to which this part of the im-
provements are applied. A 1, A 2, and A 3, Fig. 4, are the three rails keyed
into chains fixed to sleepers in any convenient manner, the centre rail being
serrated, fluted, or rasped transversely, as shewn at Fig. 10, or laid down plain
according to circumstances. On this centre rail the driving wheel A of the
locomotive engine runs, as seen in Figures 1 and 2. This wheel is shewn in
enlarged section at Fig. 9, and consists of a cast or wrought-iron double rim or
flange, supported from the boss or nave by ordinary radial arms, and between
these two flanges wood felloes are placed with the fibres perpendicular or
slightly inclined to the periphery of the wheel, and secured thereto by means of
tree-nails, bolts, screw bolts and nuts, or any other suitable contrivance. These
wood felloes form the working tyre of the wheel, the projecting rims forming

page_text: flanges for preventing its quitting the rail. This wheel A, Figures 1 and 2, is
keyed on to an axle B, on which are also fixed two toothed wheels C and D
of different diameters, having chains X and Y passing round them as
also round similar wheels E and F, also of different diameters, placed
on the main crank shaft I of the engine, the small wheel on one shaft being
placed opposite and working into the large wheel on the other. The wheels
E and F on the shaft I are provided with clutch boxes for putting either one
or the other of the wheels into gear, and so varying the power and speed of
the driving wheel. At the ends of the axle B are placed two wheels G and H
running loose thereon, which assist in keeping the driving wheel with the
engine in a vertical position. The method of compensating for the wear of
these wheels on the axle, is shewn at Fig. 4, and more fully described here-
after. On the shaft I are fixed two cranks, at right angles to each other, to
which motion is given by connecting rods from the piston in the ordinary
manner, and it is proposed to work the same by the expansive gearing invented
and patented by Mr. Percival Moses Parsons, in December, One thousand
eight hundred and forty-two, or by such other method as may be found
advisable. By this method of working the steam expansively, combined with
the great adhesion obtainable from the wooden tyre and serrated rail, inclines
on railroads may be worked over of much greater steepness than those in
present use. In some cases I propose constructing the centre driving wheel
wholly of iron, or other metal, either cast or wrought, and to substitute for the
centre iron rail one of wood, with the fibres laid longitudinal, vertical, or
inclined to the direction of the road. In the two latter cases, the centre rail
would be formed of blocks of wood fastened down to longitudinal timbers
running the whole length of the road, either by tree-nails or any other
ordinary method. In consequence of these advantages, the engine and boiler
may be mounted on separate carriages, as shewn at K and L, the connection
for the steam being effected by a union joint M, or other well-known
contrivance. By thus distributing the weight of the engine and boiler, much
lighter rails may be employed in the formation of the road. It will be seen
by inspection of Figures 1 and 2 that each carriage in a train is mounted on
two wheels, and the whole connected together as follows:-The carriages are
first joined vertically in pairs by ordinary eyes and pins, as shewn at N and O
Figures 1 and 2; and each pair of carriages is then further connected by
a drawing, buffing, and brake apparatus, as shewn at P, P, Figures 1 and 2,
and on an enlarged scale at Figures 3 and 5, the action of which is as follows:
A, Figures 3 and 5, is a square rod terminating in a clip and link, carrying the
elliptic spring B which buffs against plates on the frame of the carriage M, M

page_text: This rod is furnished with stops G and H, and work through sockets C and D;
the stop F is forked and is connected with a lever G which is fixed into a
shaft II, at the end of which two other levers I, I, are also fixed, which by
means of the links K, K, connected with the brakes J, J, act upon the wheels
L, L, when the momentum of the carriage is checked by the stopping of the
engine or any other obstruction. In some cases I propose to make use of a
friction band of iron made to act in the same manner from the buffing springs
as the wood brake J, J, but instead of being pressed on the tyre of the wheel
by a compressive force it would be tensile, the bands being placed on the oppo-
site side of the wheel with a reverse action of the cranks and shafts from that
shewn in the Drawing. The wheels are mounted loosely on their axles as shewn
in section, at Fig. 4; A is the axle which has a free vertical motion between
the guides; B, B, the end of the axle which receives the wheel, is formed
partly conical and partly cylindrical and is accurately fitted to the boss of the
wheel E which is kept in its position by a conical washer C and a nut D, by
screwing up which the accurate bearing and running of the wheel is preserved.
The carriage is supported by a transverse spring F, attached to the axle A of
each carriage. By the preceding arrangement a train of carriages can pass
round a curve of very small radius with a minimum degree of friction. Fig. 8
is a plan, Fig. 7 a cross section, and Fig. 6 a longitudinal section on the line
A, B; in Fig. 7 of another arrangement for effecting the same object. The
axle C, C, is divided into two parts and maintained in its position by a frame
work D, made of plate-iron, into the centre of the ends of which are fitted
brasses E, E, E, E, and F, F, which are kept tight by the keys G, G, G, G,
so that the centre line of the axle is kept true, while each wheel is allowed to
turn independent of the other. A framework with wheels and axles of this
description is placed between all the carriages, and of necessity adjusts itself to
a line at right angles to the rails, both on curves and straight lines by means
of the following contrivance. Between the plates at each end of the frame
are rivetted two studs H, I, which act as a seat for the brasses E, E, and also
as a guide to the slots I, I, on each side of which are attached links K, K, K, K,
the other ends of these links being attached by pins to the frame of the
carriage L, L, allowing a free motion about the points of connection
M, M, M, M, M, M, M, M. In the centre of each frame is rivetted another
stud N, terminating in a round pin, which serves to support the brass F, and
acts also as a guide to the two brackets O and P, each of which terminates in
a slot, admitting of a free sliding and turning or circular motion independently
of each other, and is attached to the main frame of the carriage; Q, Q, are
two buffer springs working against the iron frame D and plates L, L, on the

page_text: framing of the carriage, and are supported by the square rods R, R, which
pass through guides S, S, and communicate with the breaks in the same
manner as described in Figs. 3 and 5. On the under side of the iron frame
D two clips T, T, are bolted which carry the springs U, U, furnished with
antifriction rollers V, V, on which the end of each carriage bears. It will
be seen from this description and upon referring to Fig. 8, that the four
links K, K, K, K, will form a kind of parallel motion to the frame D, so that
whatever angle the carriage may form in passing round a curve, the framing
D, carrying the divided axle, will always be kept at right angles to the line of
railway, while the brackets O and P prevent the carriage from moving to
either side, without impeding the free action of the buffer springs.
Having now described the Invention, that has been communicated to me as
aforesaid, and shewn the manner of carrying the same into effect, I wish it to
be understood, that I do not mean or intend to confine myself to the precise
arrangement of parts herein set forth as the same may perhaps be varied
without departing from the nature of the Invention, nor do I intend to claim
any of the parts herein described and set forth, and which may have been
known or used prior to the date of my Patent; but I claim as the Invention
secured to me by the herein-before in part recited Letters Patent, first, the
method described of expediting and more economically forming railway embank-
ments by means of cranes or other contrivances to facilitate the operation of
tipping, as shewn and described in reference to Fig. 1, A; second, the
application of a locomotive engine with a centre driving wheel working on a
middle rail, which is placed between and made separate from the carriage
track, whether the said driving wheel and centre rail be formed of wood, iron,
or other material; as also the method of working the driving wheels by means
of chain bands and toothed wheels of different diameters, as herein set forth;
third, the arrangement of apparatus herein set forth, and described as consti-
tuting a self-acting brake and buffing apparatus or any modification thereof, to
effect a like object; fourth, the self-adjusting mode of working two-wheeled
carriages in connection, as shewn in Figures 6, 7, and 8 with the method of
applying and working a divided or jointed axle, as therein shewn, also the
method of mounting the running wheels loosely on their axles, together with
the arrangement of springing, shewn and described in reference to Fig. 4.
In witness whereof, I, the said Edward Eyre, have hereunto set my
hand and seal, this Twenty-sixth day of January, in the year of our
Lord One thousand eight hundred and forty-four.
EDWAR D (L.8.) EYRE.

page_text: AND BE IT REMEMBERED, that on the same Twenty-sixth day of
January, in the year above mentioned, the aforesaid Edward Eyre came before
our Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained, in form above written.
And also the Specification aforesaid was stamped according to the tenor of the
Statute in that case made and provided.
Inrolled the same Twenty-sixth day of January, in the year above
written.