IMPROVEMENTS IN THE MANU FACTURE OF RAILWAY WHEELS AND TYRES, AND IN SECURING TYRES TO WHEELS
Year: 1862

page_text: LETTERS PATENT to William Owen, of Rotherham, in the County of
York, Engineer, for the Invention of "IMPROVEMENTS IN THE MANU
FACTURE OF RAILWAY WHEELS AND TYRES, AND IN SECURING TYRES TO
WHEELS."
Şealed the 24th February 1863, and dated the 29th August 1862.
PROVISIONAL SPECIFICATION left by the said William Owen at the
Office of the Commissioners of Patents, with his Petition, on the 29th
August 1862.
I, WILLIAM OWEN, of Rotherham, in the County of York, Engineer,
do hereby declare the nature of the said Invention for "IMPROVEMENTS
THE MANUFACTURE OF RAILWAY WHEELS AND TYRES, AND IN SECURING TYRES
TO WHEELS," to be as follows:-
The first part of my Invention in the manufacture of railway wheels consists
in making the centres for wheels of wrought iron, by welding the inner ends of
the spokes between two washers, in such manner that plain rolled iron may be
bent for the spokes in the usual or any other form. I prefer, however, that
they shall be bent as shewn at Figure E, Sheet 3; eight or any other suitable
number of spokes are put together and held in a ring, clip, or other suitable
arrangement; their inner ends are then heated to a welding heat, say, to the
extent of 1 to 2 inches, three inches or more of the spoke ends being covered
by the nave. Two washers, Figure H, Sheet 4, indented to receive the ends
of the spokes, are formed in suitable dies, and are heated to a welding heat,
one of which is then placed in the lower die a of a steam or other hammer, see
IPrice 8d.1

page_text: Figure Lin Sheet 5; the spokes are then placed upon the said washer, and
upon the spokes the second washer is placed. The two washers and the inner
ends of the spokes being at a welding heat, the hammer containing the upper
die b is caused to descend, thus completing the operation of welding the nave.
I am aware there is nothing new in welding the ends of the spokes between
two washers, as that has been done, but the entire ends of the spokes which
are covered by the washers, and some portions of them in addition, have been
heated to a welding heat; this plan is attended with great inconvenience and
expense, inasmuch as the ends of the spokes have to be enlarged to make up
for the waste in welding, and each washer put on at a separate heat. Now, in
my present Invention, the smallest portion of the ends of the spokes is only
necessary to be heated to a welding heat, consequently there is no waste in those
parts of the spokes next the outer edge of the washers, and the part requisite
to be heated being so small the washers can be welded at one heat, as before
explained. The novelty in this part of my Invention consists in welding spokes
between two welding hot washers, a portion only of the inner ends of the
spokes being raised to a welding heat. In order to produce spokes with a
thickened & widened rim part, it has been customary to roll them, at two or
more operations, to the shape shewn by Figure 3, Sheet 1; this is attended
with considerable waste, cost, and inconvenience.
Now the second part of my Invention consists in making spokes from plain
bar iron bent, as shewn at b, Figure 4, Sheet 1, in adding to the rim part a
piece of suitable channel iron c to thicken and widen it, and in finishing them
and forming wheels, as hereafter described. When the spoke and the channel
iron together are heated to a welding heat they are placed between suitable
dies, as shewn in section, Figures A and B, and in plan, Figure C, Sheet 2.
When the spoke leaves the dies it has assumed the form shewn at Figure D,
Sheet 3; the spokes are shewn bent before being stamped, but they may be
stamped in a straight bar and bent afterwards. A suitable number of these
spokes being placed together to form a wheel, the nave is then put on as
previously described, the entire wheel will then assume the form shewn in
Figure F, Sheet 3; the projecting parts a on the rim are then heated to a
welding heat, and welded by compression or any other convenient mode.
The finished wheel then assumes the shape shewn in Figure 1, Sheet 1.1
Figure 2 shews another modification of this wheel, having the entire part of
the spoke enveloped in a socket d projecting from the nave, to give great
support and strength to the spoke. Figure 1 shews the spoke only partially
enveloped, viz., at front and back, as at E. I do not confine myself
to this particular shape of spoke, as any form can be produced.

page_text: In order to form the spokes of locomotive wheels, it has hitherto been the
custom to produce them of suitable form under a forge hammer, which
is not only tedious but costly.
Now the third part of my Invention consists in making them from plain,
rolled, and parallel iron, adding a taper strip a, Figure 5, Sheet 1, on one
edge; I heat it and the spoke to a weiding heat, and place the two pieces
together in that state in dies, and reduce them to the form and section
shewn by the dotted lines, Figures 5 and 5, or to any other shape required.
Naves of locomotive and other wheels have hitherto been formed from costly
forgings. Now another part of my Invention consists in forming them partly of
scraps of iron, as shewn by Figure G, Sheet 4, the outer form a being of plate
iron, and the inside filled up with scraps, turnings, or other pieces of iron. The
inside may also be formed of plate iron b, but that is not necessary in all cases.
The whole is then heated to a welding heat, and stamped and indented in dies to
the required form; I also make the naves of locomotive and other wheels as
shewn at Figure M. Sheet 6. The outer part a is formed of plate iron, which
previously to being bent has holes b punched in it to correspond with the
number of spokes. An inner lining piece e may in some cases be used, the
space between a and c being then filled with scrap or other pieces of iron, and
the spokes inserted of any suitable shape. The entire wheel is heated to a
welding heal and stamped in suitable dies, or the nave only is heated and
stamped. I have hitherto spoken of indenting the washers or parts of naves
of wheels with suitable indentations to receive the spokes; I do not find it
necessary on all occasions to form these indentations previous to welding the
two half naves when the spokes are laid between them. the two half naves
being in such case heated to a soft welding heat, and great pressure being
brought to act upon them the indentations are formed by the spoke ends
themselves, either when the spoke ends are cold or partially heated.
A further part of my Invention consists in stamping wheels in dies with
'hollow spokes and with naves partially hollow. I form the spokes by rolling
channel iron, and the form I prefer is shewn at Figure 1, Sheet 8; two pieces
of this channel iron put together, as shewn at Figure 1°. Sheet 8, are required
to form one spoke. Previous to being put together for the welding of the wheel
the pieces have one end formed with a flange in a suitable die, see Figure N,
Sheet 6. The nave is formed, as shewn at Figure O, Sheet 6, in suitable dies
in two parts. In making wheels with cast as well as wrought iron naves with
8 or any other number of bent spokes, it has hitherto been customary to join
such spokes together by welding in suitable pieces or gluts at their bends; this

page_text: has been done by hand. Now I perform the same operation in suitable dies
under a steam or other hammer.
Welding naves of wheels on to spokes. It has hitherto been the custom to
enlarge that end of the spoke which goes into the nave, as shewn at Figure 2,
Sheet 8, for a single spoke, or as shewn at Figure 3, Sheet 8, for a double
spoke, a proceeding attended with considerable expense. Eight or any other
number of these spokes are placed in a radial direction. and held together
in a hoop (the single spokes being previously welded on the inside of
a rim or felloe): the centre part is then heated to a welding heat on
one side, and a suitable plain washer or half nave welded thereto,
Now take plain bars for the said single and double spokes without
enlarged ends. and, in lieu of the plain washer above referred to, I use
washers with indentations corresponding with the number and form of the
spokes, which washer are heated to a high heat in a reverberatory or other
furnace. One of the washers is placed upon the inner ends of the spokes,
and the washer and the inner ends of the spokes being then placed logether
in a suitable smith's hearth, or other fire or furnace, and there raised to a
welding heal, the corresponding half of the nave is heated to a welding heat
in a separate fire or furnace, and is placed in a suitably formed dic, upon
which is placed the other half nave and spokes above referred to, and the
whole subjected to the blows of a hammer having a corresponding die attached
thereto. It will be evident that instead of placing the loose half nave in
the bottom die, and the other half nave with the spokes upon it as before
described, the operation may be reversed by placing the spoke and half nave
in the lower die, and putting the loose half nave upon them.
Another of my improvements in the manufacture of wrought-iron wheels is
as follows: I take pieces of plain, rolled, or hammered iron, and bend them
to any suitable shape for forming a wheel, then I saw or slit up the ends, so
that they can be widened out by any suitable means till they assume the form
shewn at Figure P, Sheet 7. I then stamp in suitable dies a nave, as seen at
Figure R. Sheet 7, with indentations to take the ends of the spokes. I have
shewn the nave made in one piece, but if found more convenient it may be
made in two. I then place the ends of the spokes into the indented nave. &
heat the ends of the spokes and the nave to a welding heat in a suitable fire
or furnace, and place them under a hamner containing suitable dies, and weld
the whole together into a solid wheel. The entire wheel, consisting of the
spokes as well as the nave, may be heated to a welding heat, and then stamped
in suitable dies under a hammer.

page_text: Manufacturing tyres.-I first form rings in the following manner from
puddled or first process iron or any other bar:-The puddled ball is ham-
mered or squeezed into a suitable shape, and rolled out into a bar, which is
bent into a coil, as shewn at Figure I, Sheet 4; it is then heated to a
welding heat and hammered into a ring. Figure K. Sheet 4, or any other
convenient form of ring, and may afterwards, if necessary. he rolled to any
particular size. Sufficient number of these rings being obtained to make up
the required weight of the pile. the pile is heated to a welding heat, and is
formed in suitable dies to a tyre blank. which is afterwards rolled to the
required dimensions. I convert old or worn out tyres into new ones in various
ways. some of which are as follows:-First. I heat the old tyre, and while in a
heated state I contract or decrease the diameter thereof in suitable rolls or by
other means: when rolled, the tyre may assume its original form with a flange,
or it may assume the form of a plain bar or any other form required. Second,
I stamp an old tyre in suitable dies with additional rings or pieces, as shewn at
Figure 4. Sheet 8. to make up the proper weight. I do not confine myself to any
peculiar form of iron for the pile, as a variety of other forms may be used.
Thirdly. I contract an old tyre by cutting a piece out of it, and then decreasing
its diameter by putting the ends together; I add other pieces to it to make up
the proper weight. and then stamp the whole in suitable dies into a tyre blank,
which may afterwards be rolled out to any required diameter.
Tyre fastenings.-Figure 5, Sheet 8, shews one of my improved means of
fastening tyres on to the rims of centres or skeletons. The tyre is made to
the section at Figure 6. Shect 8, which Figure shews it in the position it
would take when hot and a centre inside it, and before it is shrunk on to the
centre. The flange A after the tyre is cold is knocked down on the rim,
causing the tenon B to enter the mortice C, thus preventing the tyre from
coming off the centre sideways, the continuous dovetail D preventing any part
of the tyre from flying off the centre (by centrifugal action while running) in
case of breakage.
Figure 7, Sheet 8, shews another modification of the above, the rim F
being formed with an additional continuous dovetail E, the tyre having a
suitable groove to receive it, thus more effectually preventing the tyre from
flying off in case of breakage.
Figure 8, Sheet 8, shows another of my improved tyre fastenings. The
tyre in this case is made with a continuous lip A, which lip when the tyre is
shrunk on to the centre is knocked up into a groove B under the rim D, and
thus effectually prevents the tyre from moving sideways on the rim, or from
flying off the rim in case of breakage whilst running. The rim is shewn with
-

page_text: town&mprovements in the Danufacture of you w
a continuous dovetail C fitting into a corresponding groove in the tyre, which
will doubly prevent the tyre from flying off the centre, but, of course, this
The edge
extra dovetail may be omitted, and the rim may be made plain.
of the tyre at K may be knocked down on to the rim (either when the
rim has the extra dovetail C or without it), as shown by dotted lines, thus
giving an additional security from sideways motion.
Another of my fastenings is shewn in Figures 9 and 10, Sheet 8. The tyre
is made of the shape shown with a dovetail lip A at one side, and a dovetail
groove at the other: the edges of the rim are also dovetailed, as at B and C.
Before the tyre is put on to the centre a dovetail ring D is sprung into the
groove, and then another ring E sprung into the remaining part of the groove
to keep the ring D in its proper position. The tyre is now shrunk on to the
centre, the wheel appearing in section as shewn at Figure 9. Sheet 8. The
flange of the ring D is then knocked down over the edge of the rim till it
holds the dovetail B. as shewn at Figure 10. Sheet 8. These means provent
the tyre from flying off the centre radially or shifting sideways.
Figure H. Sheet 8. shews another imode of fastening tyres on to centres
.or skeletons. The tyre A is made with a hooked lip B on one side, and a
dovetailed groove on the other; the rim D is made. as shewn, with a pro-
jection E at one side for the lip B to catch, also a projection F for the hooked
ring G to catch. After the tyre is shrunk on to the centre, the ring G is
sprung into the dovetail C of the tyre. as shewn, and another ring H sprung
in to fill up the remaining part of the dovetail groove C, and the ring G is
prevented from shifting.
Figure 1, Sheet 9. shews another of my improved tyre fastenings applicable
to wheels having wooden skeletons or centres. The tyre A has a double
dovetail groove B in the inside, so as to admit of two rings C, C, being sprung
in. The rings C are put into their place, as shewn, before the wood D
composing the skeleton or centre is put in, and a third ring E is sprung in
between the rings C, so as to fasten them securely into the dovetails in the
groove B. The wooden centre D is then put into its place between the
rings C from the inside, it being made in segments; the last segment must be
parallel so as to allow of it being got into its place. Bolts or rivets J are then
put through the rings C and wood D, so as to secure them all firmly together.
The wrought or cast iron boss F is then forced into its place by pressure, thus
tightening the wood up to the inside of the tyre A. The washer or ring H is
then put on and fastened to the boss F by means of bolts or rivets, as shewn,
and thus secures the wood D. The washer H may be fastened to the boss F
by screwing it on instead of by bolts or rivets.

page_text: Figure 2, Sheet 9, shews another of my improved tyre fastenings for wooden
wheels. The tyre has a hooked lip A at one side, and a groove B at the
flanged side, as shewn. A ring C is first dropped into the hook A, and
then the wood D forced into its place, and afterwards secured by another
ring E with a dovetail hook made in segments. The position of the segments
of the ring E before being inserted in the groove B is shewn at Figure 3,
Sheet 9. After the segmental ring is in its place, as shewn, Figure 2, Sheet 9,
bolts or rivets are put through the two rings E and C and the wood D, thus
securely fastening the whole together.
Another form of tyre fastening for wooden wheels is shewn at Figure 4,
Sheet 9. After the wood D is put into the tyre the hooked rings A, A, are
sprung into suitable grooves B in the tyre. The rings A are held in their
proper places by other rings C, C, being sprung into the remaining part of
the grooves B. The rings A are secured to the wood by rivets or bolts, as
shewn.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Owen in the Great Seal Patent Office on the
28th February 1863.
TO ALL TO WHOM THESE PRESENTS SHALL COME. I, WILLIAM
OWEN, of Rotherham, in the County of York, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-ninth day of August, in the year of our
Lord One thousand eight hundred and sixty-two, in the twenty-sixth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said William Owen, Her special licence that I, the said William Owen,
my executors, administrators, and assigns, or such others as I, the said William
Owen, 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 THE
MANUFACTURE OF RAILWAY WHEELS AND TYRES, AND IN SECURING TYRES TO
WHEELS." upon the condition (amongst others) that I, the said William Owen,
my executors 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 Invention, and in what manner the same was to be.

page_text: 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.
NOW KNOW YE, that I, the said William Owen, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, 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 first part of my Invention in the manufacture of railway wheels consists
in making the centres for wheels of wrought iron, by welding the inner ends
of the spokes between two washers, in such manner that plain rolled iron may
be bent for the spokes in the usual or any other form. I prefer, however,
that they shall be bent as shewn at Figure 1; eight or any other suitable
number of spokes are put together and held in a ring, clip, or other suitable
arrangement; their inner ends are then heated to a welding heat, say, to the
extent of one to two inches, three inches or more of the spoke ends being
covered by the nave. Two washers, Figure 2, indented to receive the ends of
the spokes, are formed in suitable dies, and are heated to a welding heat, one
of which is then placed in the lower die a of a steam or other hammer, press,
or stamp, see Figure 3; the spokes are then placed upon the said washer, and
upon the spokes the second washer is placed. The two washers and the inner
ends of the spokes being at a welding heat, the hammer containing the upper
die bis caused to descend, thus completing the operation of welding the nave.
I am aware there is nothing new in welding the ends of the spokes
between two washers, as that has been done, but the entire ends of the spokes
which are covered by the washers, and some portions of them in addition, have
been heated to a welding heat; this plan is attended with great inconvenience
and expense, inasmuch as the ends of the spokes have to be enlarged to make
up for the waste in welding, and each washer put on at a separate heat. Now
in my present Invention the smallest portion of the ends of the spokes is only
necessary to be heated to a welding heat, consequently there is no waste in
those parts of the spokes next the outer edge of the washers, and the part
requisite to be heated being so small the washers can be welded at one heat.
as before explained. The novelty in this part of my Invention consists in
welding spokes between two welding hot washers, a portion only of the inner
ends of the spokes being raised to a welding heat. In order to produce spokes
with a thickened and widened rim part, it has been customary to roll them, at
two or more operations, to the shape shewn by Figure 4; this is attended with
considerable waste, cost, and inconvenience.

page_text: Now the second part of my Invention consists in making spokes from plain
bar iron bent, as shown at b. Figure 5, in adding to the rim part a piece of
suitable channel iron c to thicken and widen it, and in finishing them
and forming wheels, as hereafter described. When the spoke and the channel
iron together are heated to a welding heat they are placed between suitable
dies, as shewn in section. Figure 6, and in plan. Figure 7. When the spoke
leaves the dies has assumed the form shewn at Figure 8: the spokes are
shewn bent before being stamped, but they may be stamped in a straight bar
and bent afterwards. A suitable number of these spokes being placed
together to form a wheel, the nave is then put on as previously described, the
entire wheel will then assume the form shewn in Figure 9; the projecting
parts a on the rim are then heated to a welding heat, and welded by
compression or any other convenient mode. The finished wheel then assumes
the shape shewn in Figure 10. Figure 11 shews another modification of this
wheel, having the entire part of the spoke enveloped in a socket d projecting
from the nave, to give great support and strength to the spoke. Figure 10 shews
the spoke only partially enveloped, vizt., at front and back. as at E. 1 do not
confine myself to this particular shape of spoke. as any form can be produced.
In order to form the spokes of locomotive wheels, it has hitherto been the
custom to produce them of suitable form under a forge hammer, which is not
only tedious but costly...
Now the third part of my Invention consists in making them from plain,
rolled, and parallel iron by adding a taper strip a, Figure 12, on one edge;
I heat it and the spoke to a welding heat, and place the two pieces together
in that state in dies, and reduce them to the form and section shewn by the
dotted lines, or to any other shape required.
The
Naves of locomotive and other wheels have hitherto-been formed from costly
forgings. Now another part of my Invention consists in forming them partly of
scraps of iron, as shewn by Figure 13, the outer form a being of plate iron,
and the inside filled up with scraps, turnings, or other pieces of iron.
inside may also be formed of plate iron b, but that is not necessary in all cases.
The whole is then heated to a welding heat, and stamped and indented in dies
to the required form. I also make the naves of locomotive and other wheels
as shewn at Figure 14. The outer part is formed of plate iron, which
previously to being bent has holes punched in it to correspond with the
number of spokes. An inner lining piece c may in some cases be used, the
space between a and c being then filled with scrap or other pieces of iron, and
the spokes inserted of any suitable shape. The entire wheel is heated to a

page_text: welding heat and stamped in suitable dies, or the nave only is heated and
stamped. I have hitherto spoken of indenting the washers or parts of naves
of wheels with suitable indentations to receive the spokes; I do not find it
necessary on all occasions to form these indentations previous to welding the
two half naves when the spokes are laid between them, the two half naves
being in such case heated to a soft welding heat, and great pressure being
brought to act upon them the indentations are formed by the spoke ends
themselves, either when the spoke ends are cold or partially heated.
A further part of my Invention consists in stamping wheels in dies with
hollow spokes and with naves partially hollow. I form the spokes by rolling
channel iron, and the form I prefer is shewn at Figure 15; two pieces of this
channel iron put together, as shewn at Figure 16, are required to form one
spoke. Previous to being put together for the welding of the wheel the pieces
have one end formed with a flange in a suitable dic. see Figure 17. The nave
is formed, as shewn at Figure 18. in suitable dies in two parts. In making
wheels with cast as well as wrought iron naves with eight or any other number
of bent spokes, it has been customary to join such spokes together by welding
in suitable pieces or gluts at their bends: this has been done by hand. Now
I perform the same operation in suitable dies under a steam or other hammer,
press, or stamp.
Welding naves of wheels on to spokes.-It has hitherto been the custom to
enlarge that end of the spoke which goes into the nave. as shewn at Figure 19,
for a single spoke, or as shewn at Figure 20 for a double spoke, a proceeding
attended with considerable expense. Eight or any other number of these spokes
are placed in a radial direction, and held together in a hoop (the single spokes
being previously welded on the inside of a rim or felloe); the centre part is
then heated to a welding heat on one side, and a suitable plain washer or half
nave welded thereto. Now I take plain bars for the said single and doublo
spokes without enlarged ends. and. in lieu of the plain washer above referred
to, I use washers with indentations corresponding with the number and form
of the spokes, which washers are heated to a high heat in a reverberatory or
other furnace. One of the washers is placed upon the inner ends of the
spokes, and the washer and the inner ends of the spokes being then placed
together in a suitable smith's hearth. or other fire or furnace, and there raised
to a welding heat, the corresponding half of the nave is heated to a welding
heat in a separate fire or furnace, and is placed in a suitably formed die, upon
which are placed the other half nave and spokes above referred to, and the
whole subjected to the blows of a hammer, or to the action of a quick-acting

page_text: press having a corresponding die attached thereto. It will be evident that
instead of placing the loose half nave in the bottom die, and the other half
nave with the spokes upon it, as before described, the operation may be
reversed by placing the spokes and half nave in the lower die, and putting the
loose half nave upon them.
Another of my improvements in the manufacture of wrought-iron wheels is
as follows: I take pieces of plain, rolled, or hammered iron, and bend them
to any suitable shape for forming a wheel, then I saw or slit up the ends so
that they can be widened out by any suitable means till they assume the form
shewn at Figure 21. I then stamp in suitable dies a nave, as seen at
Figure 22, with indentations to take the ends of the spokes. I have shewn
the nave made in one piece, but if found more convenient it may be made in
two. I then place the ends of the spokes into the indented nave, and heat
the ends of the spokes and the nave to a welding heat in a suitable fire or
furnace, and place them under a hammer containing suitable dies, and weld
the whole together into a solid wheel. The entire wheel, consisting of the
spokes as well as the nave, may be heated to a welding heat, and then stamped
in suitable dies under a hammer. I also make naves of wheels in one piece,
as shewn in Figure 23. The recess B may be turned out to receive the ends
of the spokes C, or as many indentations as there are spokes may be stamped
in. To complete the nave and fasten in the spokes, the spokes are inserted
into the recess or indentations, and the nave being heated is knocked down
over the spoke ends in suitable dies.
At Figure 3 have shewn a method of stamping naves on to the spokes of
wrought-iron wheels. In this plan the hole in the nave is formed with two
tapers, that is to say, the hole is larger in diameter at the two sides of the
nave than in the centre. Now, I sometimes make this hole nearly parallel
through, as shown at Figure 24, so as to make the forged size of hole
nearer to the finished size required when bored to receive the axle, and thus
reduce the cost of boring.
Figure 24 shews the dies in which the nave is stamped on to the spokes,
the operation being the same as that described with reference to Figure 3.
After the nave is stamped the completed wheel is lifted out of the dies, and
the pin D with it, so that the pin can be knocked out of the nave, or the
pin D may be knocked out of the nave by the hammer in which the top die
is held, the wheel first having been raised out of the dic, so as to allow the
pin to leave.
Manufacturing tyres.-I first form rings in the following manner from
Duddled or first process iron, or any other bar: The puddled ball is hammered

page_text: or squeezed into a suitable shape, and rolled out into a bar, which is bent into
a coil, as shewn at Figure 25; it is then heated to a welding heat and hammered
or pressed into a ring, Figure 26, or any other convenient form of ring, and
may afterwards, if necessary, be rolled to any particular size. A sufficient
number of these rings being obtained to make up the required weight of the
pile, the pile is heated to a welding heat, and is formed in suitable dies to a
tyre blank, which is afterwards rolled to the required dimensions. I also
make a pile of rings of irregular section instead of plain. Several ways of
carrying out this are shown in Figure 41. Also, instead of making a pile for a
tyre of a number of rings of plain or irregular section, I propose to make one
bar of iron or steel of suitable size and weight to form the tyre required, and
then stamp the ends (as shewn at Figure 42) under a hammer, or form the
ends by any other convenient means; or the end may be plain, as shewn at
Figure 43. The bar is then bent into a circle to form the pile, heated to
welding heat, and stamped into a tyre in suitable dies. I convert old or
worn out tyres into new tyres in various ways, some of which are as
follows: 1st, 1 heat the old tyre. and while in a heated state I contract
or decrease the diameter thereof in suitable rolls or by other means:
when rolled,, the tyre may assume its original form with a flange, or it may
assume the form of a plain bar or any other form required. 2nd, I stamp an
old tyre in suitable dies with additional rings or pieces, as shewn at Figure 27,
to make up the proper weight. I do not confine myself to any particular
form of iron for the pile, as a variety of other forms may be used. Brdly, I
contract an old tyre by cutting a piece out of it, and then decrease its diameter
by pulling the ends together; I add other pieces to it to make up the proper
weight, and then stamp the whole in suitable dies into a tyre blank, which
may afterwards be rolled out to any required diameter.
Figure 28 shews one of my improved means of fastening tyres on to the
rims of centres or skeletons. The tyre is made to the section represented at
Figure 29, which Figure shews it in the position it would take when hot and
a centre inside it, and before it is shrunk on to the centre. The flange A
after the tyre is cold is knocked down on the rim, causing the tenon B to enter
the mortice C. thus preventing the tyre from coming off the centre sideways,
the continuous dovetail D preventing any part of the tyre from flying off the
centre by centrifugal action while running, in case of breakage.
Figure 30 shews another modification of the above, the rim F being formed
with an additional continuous dovetail E, the tyre having a suitable groove
to receive it, thus more effectually preventing the tyre from flying off in case
of breakage.

page_text: Figure 3 shews another of my improved tyre fastenings. The tyre in
this case is made with a continuous lip A, which lip when the tyre is shrunk
on to the centre is knocked up into a groove B under the rim D, and thus
effectually prevents the tyre from moving sideways on the rim, or from flying
off the rim in case of breakage whilst running. The rim is shewn with a
continuous dovetail fitting into a corresponding groove in the tyre, which
will doubly prevent the tyre from flying off the centre, but, of course, this extra
dovetail C may be omitted, and the rim may be made plain. The edge
of the tyre at K may be knocked down on to the rim (either when the rim
has the extra dovetail C or without it), as shewn by the dotted lines, thus
giving an additional security from sideways motion.
Another of my fastenings is shewn in Figure 32 and 33. The tyre is made
of the shape shown with a dovetail lip A at one side, and a dovetail groove at
the other: the edges of the rim are also dovetailed, as at B and C. Before the
tyre is put on to the centre a dovetail ring D is sprung into the groove, and
then another ring E sprung into the remaining part of the groove to keep the
ring D in its proper position. The tyre is now shrunk on to the centre, the
wheel appearing in section as shewn at Figure 32. The flange of the ring D
is then knocked down over the edge of the rim till it holds the dovetail B, as
shewn at Figure 33. These means prevent the tyre from flying off the centre
radially or shifting sideways.
Figure 34 shews another mode of fastening tyres on to centres or skeletons.
The tyre A is made with a hooked lip B on one side, and a dovetailed groove c
on the other the rim D is made, as shewn, with a projection E at one side for
the lip B' to catch, also a projection F for the hooked ring G to catch. After
the tyre is shrunk on to the centre, the ring G is sprung into the dovetail C
of the tyre, as shewn, and another ring H sprung in to fill up the remaining
part of the dovetail groove C, and thus the ring G is prevented from shifting.
Figure 35 shews another of my improved tyre fastenings applicable to
wheels having wooden skeletons or centres. The tyre A has a double dove-
tail groove B in the inside, so as to admit of two rings C, C. being sprung in.
The rings Care put into their place, as shewn, before the wood D composing
the skeleton or centre is put in, and a third ring E is sprung in between the
rings C, so as to fasten them securely into the dovetails into the groove B.
The wooden centre D is then put into its place between the rings C from the
inside; it. being made in segments; the last segment must be parallel so as to
allow of its being got into its place.
the rings C and wood D, so as to
Bolts or rivets J are then put through
secure them all firmly together. The

page_text: wrought or cast iron boss F is then forced into its place by pressure, thus
tightening the wood up to the inside of the tyre A. The washer or ring H
is then put on and fastened to the boss F by means of bolts or rivets, as shown.
and thus secures the wood D. The washer H may be fastened to the boss F
by screwing it on instead of by bolts or rivets.
Figure 36 shews another of my improved tyre fastenings for wooden wheels.
The tyre has a hooked lip A at one side, and a groove B at the flanged side.
as shewn. A ring C is first dropped into the hook A, and then the wood D
forced into its place, and afterwards secured by another ring E with a dove-
tail hook made in segments. The position of the segments of the ring E
before being inserted in the groove B is shewn at Figure 37. After the
segmental ring is in its place as shewn at Figure 36, bolts or rivets are put
through the two rings E, C, and the wood D. thus securely fastening the
whole together.
Another form of tyre fastening for wooden wheels is shewn at Figure 38.
After the wood D is put into the tyre the hooked rings A. A, arc sprung into
suitable grooves B in the tyre. The rings A are held in their proper places
by other rings C. C. being sprung into the remaining part of the grooves B.
The rings A are secured to the wood by rivets or bolts, as shown.
Figures 39 and 40 illustrate another method of fastening tyres. A is the
tyre. which is first made of the section shewn at Figure 40. Eight or any
other number of spokes B have then their dovetail ends inserted into the
groove D from the inside of the tyre, and the lip E is hammered down on to
the dovetail C till it assumes the form shewn at Figure 39. The wood F is then
placed at each side of the spokes, and is tightened up to the tyre by means of
the nave, which is in two parts, and forced together by great pressure. The
ends of the spokes at the nave are also dovetailed so as to be firmly held by
the nave. The whole is then securely fastened by bolts or rivets, as shown.
Figure 44 shows another plan of tyre fastening. The tyre A has two
double dovetail grooves turned in it at B and C'; D is the rim of the wheel;
E is a ring in two or more parts; this ring is first fixed into the groove C, and
is intended to remain a fixture. After the tyre has been shrunk on to the rim
it is fastened to it by means of another segmental ring F; or, instead of this
ring F, four or any other suitable number of short pieces or keys of the same
section may be used. The rings E and F are fixed into the tyre in a peculiar
manner. The section of them before fixing is shewn at Figure 45. The
edge G is heated to a red or white heat, and inserted into the dovetailed
grooves, and forced in by great pressure till the edge assumes the same shape

page_text: and fills the dovetail, as shewn; or wood may be inserted between the rim of
the wheel and the tyre, as shewn at Figure 46, in which A is the tyre; D, the
rim of the wheel; H, the wood. The two rings E and F are further secured
by means of bolts or rivets, as shown.
Figure 47 shews a modification of this fastening. The rings E and F are
secured by bolts or rivets J passing through them and the rim of the wheel.
This mode of fastening may be applied to wooden wheels. as shewn at
Figure 48. The ring E is fixed in the groove in the tyre: the wood is then
forced in by pressure, and is held in its place by the ring F, the whole being
secured by holts or rivets.
Figure 49 shews another modification of this tyre fastening. The ring E is
fixed into the tyre, as before described. The wheel centre and the wood
lining H are forced into the tyre. The rim D has a hooked part F. which
takes into a corresponding recess on the tyre. Rivets or bolts arc. then
put through the fixed ring E and the hook F, so as to secure the whole
together..
In witness whereof. I, the said William Owen, have hereunto set my hand
and seal, this Twenty-seventh day of February, One thousand eight
hundred and sixty-three.
WILLIAM OWEN. (L.S.)