IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY ROLLING STOCK AND IN THE LUBRICATION THEREOF, AND OTHER MOVING PARTS OF MACHINERY
Year: 1858

page_text: LETTERS PATENT to Paul François Aerts, of Brussels, in the Kingdom
of Belgium, Mechanical Engineer, for the Invention of "IMPROVEMENTS
IN THE CONSTRUCTION OF RAILWAY ROLLING STOCK AND IN THE LUBRICATION
THEREOF, AND OTHER MOVING PARTS OF MACHINERY,"
Sealed the 17th September 1858, and dated the 19th March 1858.
PROVISIONAL SPECIFICATION left by the said Paul François Aerts
at the Office of the Commissioners of Patents, with his Petition, on
the 19th March 1858.
I, PAUL FRANÇOIS AERTS, of Brussels, in the Kingdom of Belgium,
Mechanical Engineer, do hereby declare the nature of the said Invention
for IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY ROLLING STOCK. AND IN THE
LUBRICATION THEREOF, AND OTHER MOVING PARTS OF MACHINERY," to be as
follows:-
For the greater security of passengers, for the better carriage of timber, and
other lengthy materials, and to obviate the lateral shocks or rubbings of wheel
against rail, and to secure trains from the possibility of running off the rails;
I propose to construct in three parts an under metallic framing to railway
carriages in such wise that when a train enters upon a curve the curvature of
the rails shall bring into action the centre part of said under framing, which
working by hinged levers in circular sweep shall impart its peculiar motion to
the two other parts, all being made to allow sufficient play to the axles and
wheels, always forcing them as it were in the direction of the centre between
Prica 8d1

page_text: the rails. Stays and plates will be used to prevent these under framings from
moving in any other than the desired direction. For the better prevention of
those fearful accidents caused by the breakage of axles of railway rolling stock,
I propose to make the inner portion of the boss or nave of the wheel of greater
length than as at present used, say, perhaps, four to five inches, and almost im-
mediately above the said inner portion of the boss to place a horse-shoe shaped
piece of metal of sufficient strength, such piece to be securely attached to the
under framing of the vehicle. When fracture of the axle takes place (and not
till then), the piece above mentioned will come into operation, and by its
impingement on the upper part and partly around the inner portion of the boss
will prevent the wheel deviating from the right course. No shock or other
inconvenience will be felt by passengers, and beyond the usual acute sound
produced by two ungreased metallic surfaces rubbing sharply together, they
will be unconscious that anything unusual has occurred. I also propose to
lubricate the journals of railway wheels and other enclosed moving parts of
machinery with water. Taking, for example, an axle box: in the lower portion
of the box will be a reservoir for water, on or attached to the end of the journal
will be a circular plate (or wheel), as the axle rotates, the water in which this
plate will work will be drawn up and over (the greater the speed of the train the
greater the quantity of water drawn up and over). In order to throw the
water out of its circular course and cause it to enter all parts of the upper
portion of the axle box, I intend to introduce a piece made of metal, wood, or
other adaptable substance, which I call a divergent, and which I prefer to
make moveable. This will receive the water on its face, and by its form
cause the liquid to flow or be injected into the superior portion of the axle box,
whence, after saturating the journal, bearers, and other parts, it will descend
again into the reservoir. With some modifications, this arrangement will be
applicable to other moving parts of machinery. The springs as now used for
railway rolling stock admit of much improvement, and I propose to effect it
by dispensing with those formed of steel plates as now used, and in lieu thereof
I propose that a piece or pieces of india-rubber ofcylindrical or other convenient
form should work within or immediately under the framing of a railway
'vehicle and directly over the axlo box; from this centre piece a rod or rods
will diverge right and left, to and passing through similar pieces of india-rubber
which will be securely attached to the under part of the said framing. The
centre piece will be supported by an iron framing resting in part upon and
affixed to the top of the axle box. The apparatus will be brought into play
by the greater or less pressure of the carriage (as in ordinary springs), but the
advantage to be derived from the use of my improvements will be economy of

page_text: cost, reduced wear and tear, and amore easy and silent riding of the carriage;
the lateral and other shocks railway trains are subject to, will, when my pro-
posed india-rubber springs are used, be unfelt. The india-rubber springs will
be encased by or with metallic cylinders.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Panl François Aerts in the Great Seal Patent Office
on the 18th September 1858.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, PAUL
FRANÇOIS AERTS, of Brussels, in the Kingdom of Belgium, Mechanical
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Nineteeuth day of March, in the year of our Lord
One thousand eight hundred and fifty-eight, in the twenty-first year of
Her reign, did, for Herself. Her heirs and successors, give, and grant
unto me, the said Paul François Aerts, Her special licence that I, the said
Paul François Aerts, my executors, administrators, and assigns, or such
others as I, the said Paul François Aerts, 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 CONSTRUCTION OF RAILWAY ROLLING STOCK, AND IN THE
LUBRICATION THEREOF, AND OTHER MOVING PARTS OF MACHINERY," upon the con-
dition (amongst others) that I, the said Paul François Aerts, my executors or
administrators, by an instrument in writing under ny, 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 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 Paul François Aerts, do hereby declare
the nature of my said Inveution, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement, reference being had to the accompanying Sheet of Drawing and to
the Figures and Diagrams marked thereon, similar letters of reference being
placed upon and denoting similar parts, where such parts appear or can be
seen at each of the Figures respectively.

page_text: The first part of my Invention consists in a novel construction of railway
carriage peculiarly suitable for lines with severe curves, and for the easier
and safer conveyance of timber and other lengthy material. The plan of
construction I prefer is shewn by the annexed -Drawing, in which Figures 1
and 2 represent a side elevation of one carriage, part thereof (Figure 1) being
in longitudinal section, and Figure 2 in elevation only, constructed according
to my plan; Figure 3 being a plan view, Figure 4 front section, and Figure 5
a frout view of such carriage, or rather the under framing thereof. It will be
seen that the carriage framework is mounted on or attached to an under
metallic framing in three moveable parts, each part supported by and working
with two coupled wheels. The middle is the guiding part, and by means of
the stays E, E, E¹, E¹, Figures 1 and 3, and the other arrangements shewn,
it is prevented from moving or being displaced except in the direction from
A to B, or from B to A, (Figure 3,) and it is connected with the two end
parts by means of the levers or plates C, C, C1, C1, Figures 1, 2, and 3, to
admit of lateral motion only in circular direction around their respective
pivots D, D, Figures 1, 4, and 5, and their movements are governed by that
of the centre part, as before mentioned. It may be observed that the same
result may be obtained by connecting the several parts with each other by
means of diagonal bars, or by other mechanical contrivance, but I prefer to
use the levers or plates described and shewn in the Drawing, which I think
the most simple, and in all respects the most advantageous. By this arrange-
ment, so soon as the carriage enters on a curve, the curvature of the rails
displaces the centre part by the action of the rails on the wheels, which in
its turn forces the two end parts to incline in the direction of the centre
between the rails. Where this mechanism is used it is scarcely possible for
trains to run off the line, since, however great may be its curvature, the
direction of the carriages is forced toward the direction of the centre of the
road. In addition to the greater safety of this system, it will be found that
the rails and the rolling stock will be more durable, being in great measure
freed from the lateral jerks and friction of the flange of the wheels against
the rails, and increased drawing or tractive capacity being ensured.
My second improvement has for its object to prevent those fearful accidents
so frequently resulting in loss of life and destruction of rolling stock caused
by the breakage of axles. It is well known that all axles, however solid
must ultimately fail on account of the continual strain they sustain in working
To avoid the serious consequences ordinarily resulting from the breakage o
axles, I lengthen or construct the inner boss or nave of the wheel one and
a half to two inches longer than as now used (or more if required), and

page_text: fix in suspension, almost immediately above and over the inner end of the.
boss a strong horse-shoe shaped plate of iron, which I call a safety plate,
(see F, F, F, Figures 1, 2, 3, and 6,) and which is securely attached to the.
under framing of the carriage. When fracture of an axle occurs (and not
till then), this safety plate will come into operation, and by its impingement
on the top and partly round the sides of the nave of the wheels will prevent
them leaving the rail. No shock or other inconvenience will be felt by the
passengers, and beyond the usual acute sound produced by two ungreased
metallic surfaces rubbing sharply together they will be unconscious that
anything unusual has occurred.
My third improvement has for its object the substitution for the usual
metallic springs of railway carriages of a system of suspension which shall
diminish the ordinary wear and tear, and effect a more easy and silent riding
of the carriage. For this purpose I place three blocks of india-rubber or
other suitable elastic material, of cylindrical or other convenient form (see
M, M, M, Figure 1,) in three cast-iron cylinders, N, N, Figures 1, 3, and 4.
One of these blocks I place directly over the grease box, and the two others
right and left of it. Strong iron rods or braces 0, 0, Figures 1 and 3, connect
together the three cylinders passing through the two lateral blocks of india-;
rubber,and actuating them by means of plates and adjusting nuts and screws,
as shewn in the Drawing; or, instead of blocks or solid rings of india-rubber,
I use rings of that material, either with thin wooden or metallic plates or
rings between them, or the india-rubber rings only. It will be observed that
the india-rubber in the centre cylinder is moveable only in a perpendicular
direction, whilst the india-rubber in the lower or side cylinders is securely.
fixed to the frame of the carriage. According to this arrangement the shock
which is communicated to the centre block can only act on the carriage after
having successively passed through the two lateral blocks, whereby it will be
entirely deadened before reaching the carriage. A portion of wire spring of
moderate strength might sometimes be introduced into the cylinders or
into the centre or the two lateral ones, which, being compressed by the
ordinary weight of the carriage, would expand and follow the block of india-
rubber when it became compressed by action, and by its resistance more
completely prevent any inconvenience from the recoil of elastic substances. I
would observe that in carrying out my system, combinations of india-.
rubber with other substances, or any preparations of india-rubber, may be
used.
My fourth improvement consists in a novel mode of lubricating the axles of
railway rolling stock and the journals or bearings of machinery. The

page_text: lubricator I prefer is water, and the arrangements described are more
especially adapted for water lubrication, but are applicable with unimportant
variations to oil, or a mixture of oil and water, or other liquid.
The mode of applying my system to the axles of railway carriages will be
understood by reference to Figures 3, 7, and 8 in the annexed Drawing, in
which G is a circular plate or wheel of cast iron securely fixed to the end of
the axletree, and dipping into a reservoir of water H, H', at the lower part
of the axle box. As soon as the carriage is in motion this wheel turns with
the axle, and by means of the centrifugal force produced by such rotation it
carries a portion of the water to the upper part of the axle box, where it is
discharged against the double-fronted piece I, Figures 7 and 8, which I call a
divergent,and by which it is conducted (whichever way the wheel may rotate)
in a continuous stream over the journal of the axle. The divergent may be
made of zinc or other suitable material, and either placed so as to be free to
move up and down or fixed a short distance above the rim of the said wheel,
and connected therewith by means of light moveable flaps. By this arrange-
ment lubrification commences so soon as the carriage is in motion, and the
supply of water is in direct relation to the demand, for the quicker the rotation
the more abundant will be the supply of water carried up by the wheel and
delivered by means of the divergent. It will be observed that the water
which has acted as a lubricator falls again into the reservoir, from whence
it is continuously carried over the journal without other waste than such as
arises from insensible evaporation. Any dirt or grit which might reach the
journal, and which underthe ordinary system is the great cause of the heating
of axles is immediately washed off, and falls to the bottom of the reservoir.
As a protection against the escape of the water from accident or from neglect
to renew the supply at proper intervals, I prefer to retain above the axle the
grease box in ordinary use, K, K, Figures 4 and 7, in which the grease will
remain unaffected so long as there is water in the reservoir, but be ready to
come into action so soon as the axle becomes warmed by friction. For the
purpose of cleaning the boxes the plug or screw L, L, is to be removed,
when the dirty water will escape, and by means of a syringe the box
may be thoroughly cleaned, and the plug or screw replaced. The water
can be supplied from an opening with close-fitting lid in the upper part of
the box.
The mode in which this system of lubrication may be conveniently applied
to the bearings of machinery will be understood by reference to Figures 9,
10, and 11. Figures 9 and 10 shew cross and longitudinal sections of a
shaft, such as is in ordinary use in factories, with one of its supports and

page_text: bearings P, P; Figure 10 is a zinc box affixed to the support of the shaft,
and entirely enclosing the bearing. A cast-iron wheel is securely fixed to the
shaft at the side of the bearing, and rotating with it carries a copious stream
of water into the hollow cylinder or divergent, from whence it flows or is
conducted over the bearing. For all bearings, except such as are at the ends
of shafts, the wheel must be made in two parts, and united together at the
time of fixing it to the shaft. A convenient mode of making such union
is shewn in Figure 11. When water is employed as a lubricator it will be
found advantageous to grease the bearings before applying the system, and
except in case of neglect to renew the supply of water when evaporated, no
further greasing will be required. The principle of the system consisting in
causing the flow of water or other lubricating liquid over the axle or bearing
in quantities proportioned to the varying demand for lubrication, it will be
readily understood that the mode of carrying it out may be greatly varied,
either by changing the material used in construction, or by varying the
form of the wheel or of the divergent, or by the use of any other mechanical
contrivance.
Having now described the nature of my said Invention and the means by
which the same is or may be carried into practical effect, I desire it to be
distinctly understood that I do not confine or restrict myself to the precise
details or arrangements which I have had occasion to describe or refer
to, as many variations may be made therefrom without deviating from the
main characteristics of my Invention; and, further, I lay no claim to the
exclusive use of any of the parts of mechanism or other parts used by me in
working out my improvements in the construction of railway rolling stock,
in the lubrication thereof, or of other parts of machinery when such are
considered and used only as parts and not in combination or for the p purposes
of my Invention, which I declare to be, and I claim,—
Firstly, the exclusive use of the arrangements herein described in the
construction of the framework of railway vehicles, whereby they are enabled
to pass round curves without deviating from the normal line of the road.
Secondly, I claim the exclusive use of the arrangements, hereiu-before
described, for preventing the destruction of lives aud rolling stock consequent
on the breakage of the axles of railway vehicles.
Thirdly, I claim the exclusive use of the arrangement of india-rubber
springs, as herein-before described, to be substituted for the springs usually
used.
Lastly, I claim the exclusive use of each and all of the arrangements,
herein-before described, for lubricating the journals of the axles of railway

page_text: rolling stock, or the bearers or other moving parts of machinery by means of
water or other liquid.
In witness whereof, I, the said Paul François Aerts, have hereunto set
my hand and seal, this First day of September, in the year of our
Lord One thousand eight hundred and fifty-eight.
Witness,
W. E. GEDGE,
4, Danes Inn, Strand.
T. XMILD.
.8.)