AN IMPROVEMENT OR IMPROVEMENTS IN THE CONSTRUCTION OF RAIL WAYS OR TRAM ROADS, AND OF THE CARRIAGE OR CARRIAGES TO BE USED THEREON
Year: 1821

page_text: .&
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
ROBINSON PALMER, late of Hackney, in the County of Middlesex, Civil
Engineer, send greeting.
WHEREAS His present. Majest King George. the Fourth, in and by
His Letters Patent under the Great Seal of the United Kingdom of Great
Britain, and Ireland, bearing date at Westminster, the Twenty-second day
of November last, did give and grant unto me, the said Henry Robinson
Palmer, His special licence, full power, sole privilege and authority, that I,
the said Henry Robinson Palmer, my executors, administrators, and assigns,
or such others as I, the said Henry Robinson Palmer, my executors, admi-
nistrators, or assigns, should at any time agree with, and no others, from
time to time and at all times thereafter during the term of years therein
unexpired, should and lawfully might make, use, exercise, and vend, within
that part of the United Kingdom of Great Britain and Ireland called Eng-
land, the: Dominion of Wales, and Town of Berwick-upon-Tweed, and also
in all Colonies and Plantations abroad, my Invention of "AN IMPROVEMENT OR
IMPROVEMENTS IN THE CONSTRUCTION OF RAIL WAYS OR TRAM ROADS, AND OF THE
CARRIAGE OR CARRIAGES TO BE USED THEREON;" in which said Letters Patent
there is contained a proviso obliging me, the said Henry Robinson Palmer,
by an instrument in writing under my hand and seal, particularly to describe
and ascertain the nature of my said Invention, and in what manner the

page_text: same is to be performed, and to cause the same to be inrolled in His Majesty's
High Court of Chancery within six calendar months from the date of the
said recited Letters Patent, as in and by the same, reference being there-
unto had, will more fully appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Henry Robinson Palmer, do hereby declare that the nature of my said Inven-
tion, and the manner in which the same is to be performed, are particularly
described and ascertained in and by the following description thereof, to which
I have annexed Drawings for the more convenient explanation thereof, that
is to say-
The nature of my improvement or improvements consists in the substitu-
tion of a single line of rail instead of the double lines of rail commonly used,
supported at such a height from the surface of the ground as to allow of the
centre of gravity of the carriage or carriages to be used thereon (whether
loaded or empty) being below the upper surface of such line of rail. These
carriages have each two receptacles for the load to be carried in, viz', one
receptacle on each side of such elevated rail, and the carriages are so con-
structed as that the common centre of gravity thereof, whether loaded or
empty, shall be below the upper surface of the rail. The method of con-
structing such line of rail and of the carriages to be used thereon, is particu-
larly shewn in the following description, which contains, for the more convenient
and obvious explanation thereof, references to the annexed Drawings.
I firmly fix or set up, by any of the known means, a series or row of posts,
piles, or pillars, at the distance of about nine feet from each other, in the
course or line of the intended road, whose altitudes above the surface of the
ground are such as to terminate at their upper extremities in or nearly in a
plane paralel to the intended plane of the road (see 1, 2, 3, in Figure 2 in
Drawing). Those posts or pillars may be made of any material of which
such articles are usually composed, the choise thereof being to be governed by
the circumstances, localitics, or materials of the country through which the
rail may be erected, but in general I should prefer the constructing of them
with cast iron.
Figure 1: A, B, C, represents one of the pillars; and Figure 2: 1, 2, 3, side
views of similar pillars of various heights. That part of the pillar which is
supposed to be below the surface of the ground is not drawn in Figure 2,
because it should resemble B, C, in Figure 1. The transverse section of these
pillars appears generally in the form of a cross. Upon that part of it which is
to be even with the suface of the ground is made a flanch, which may be cir
cular as at B in Figure 1 and 4. From this flanch the ribs which form the

page_text: cross decrease in width as they approach each extremity, as at A and C. The
ribs of the part B, C, or that below the surface of the ground, are formed with
notches or recesses made in them, as shewn in the Drawing, the use whereof
will be hereafter explained. At the upper extremity A of the pillar a long
cleft or opening is formed to receive the rail (see D in Figure 1, 2, and 15)..
At the lower part of this cleft the pillar projects sideways beyond the sides of
the pillar (see a, a, Figure 2). In this cleft or opening two similar wedges
(b, b, Figures 1 and 2) of wood are laid in opposite directions. The rails are
placed so as to rest on the wedges (b, b,) in the clefts or openings, the wedges.
being so driven as to adjust the height of the said rails. The rail, as repre-
sented in the Drawing at D, in Figures 1 and 2, is composed of timber, which
should be well seasoned, having plates of cast or malleable iron fastened upon
the upper side, to resist the friction of the carriage wheels upon it. The
timber part consists of two planks, set side by side on their edges. The sec-
tion of them is seen at D, in Figures 1 and 15. These planks are about eleven.
inches deep and an inch and a half thick, and of such a length as to extend
over the distance from one pillar to the next but one, reckoning from the
centre of the pillars, and from one to three in Figure 2; but the two planks
do not commence or terminate in the same pillar, with the exception of the
first and last of any continued series, so that the joint of the one plank at its
extremity takes place at the centre of the plank adjacent. The rail is secured
to the pillar by a screwed bolt and nut (c, Figure 15). The top rails or iron
plates, which I call the plates, are of a length equal to the distance from the
centre of one pillar to the centre of the next, and are laid upon the rails or
planks, and fastened to them (see d, e, d, Figures 11 and 12); and in the-
sections of those parts of the rails in Figures 13, 14 and 15, the form
of the top rail or plate may be varied, but I recommend a flat one
(see E, Figures 11, 12, and 13, or with it's upper surface slighty rounded
(see the section at Figure 16). The screws d, e, d, have circular heads,
which drop into countersunk recesses formed in the plates, and rest with lialf
their heads in each end of the plates, about two inches from the top of the
rail or plate (f, Figures 12 and 13) is let into the wood, having a hole in it;
tapped to receive the screw. The screw has a groove made in its head to.
turn it by. The screw in the centre of the plate e, Figures 12 and 14, is,
longer than the end ones d or d, as it passes both through the rail and through
a plate g, which is turned up (on each side at its lower end to clamp the
planks together, and is secured by a nut h. The dimensions of the several
parts of the rail may be varied according to circumstances. The manner
fixing the posts, piles, or pillars must of course vary with circumstances,
of

page_text: but the general method which I have adopted and recommend is as follows:-
A hole is made to about two thirds the depth to which the pillar is to be
inserted, and as near as possible of a conical shape, with the point downwards,
the broadest part being about double the diameter of the flanch of the pillar.
By means of a machine like a pile engine a weight of a conical shape, the
point being downwards, is raised and let fall into the hole, the operation being
repeated until the conical weight has forced the hole to a sufficient depth, or
about nine inches below the intended place of the bottom of the pillar, and
sufficiently. compressed.the sides of the hole. Some flint stones or other hard
substance, being broken in such.a. manner as is now commonly done upon
the roads, are then thrown into the hole and rammed by any known' means
until the hole is filled to the, height intended for the bottom of the pillar to.
rest upon. The pillar is then to be inserted, and more of the hard materials
thrown in around it, and rammed hard until the hole is filled. It may now
be conceived that the flanch B, see Figure 1, and the notches in the ribs of
the pillars, take such hold of the broken stones or other hard materials that
the pillar cannot descend without conveying most part of them with it. If
the materials be so broken as to have flat sides and sharpe angles,, and be well
rammed, they will form an almost solid mass, which may be considered as a
sort of circular wedge, and if the sides of the hole have besides been well
compressed, the mass thus formed will not sink by any moderate weight.
3
The construction of the carriages is as follows: -The wheels, which are of
cast iron, are placed one before the other, the only peculiarity to adapt them
to the improvement being, in the form of the rims, which should correspond
with the form of the plates on the rail over which they are to pass, namely:
if the surface of the plates be flat, the rims of the wheels should be cylindrical;
if the surface of the plates be curved or of any other shape, the rims of the
wheels should be so shaped as to coinside with it. But although I approve
of the rims of the wheels corresponding with the surface of the plates, yet
such correspondence is not essential to the Invention. The form of the wheels
may be according to the judgment of the maker of them, but it is necessary
that they should be secured from getting off the rail either by the shape of
the rims being concave for a convex plate, or being convex for a concave plate,
or being cylindrical, with flanches on each side, projecting over the sides of the
plates if such plates be flat. I do not intend hereby to limit myself from
employing any number of wheels; but two are sufficient to each carriage for
most purposes (see Figures 1, 2, and 4, F, F, &c.) The armis, beams, or.
axles on which the wheels revolve extend so far on each side as to allow of
the receptacles being suspended therefrom (see Figures 1 and 4,.G, G, &c.)

page_text: A fulcrum or bent bar of iron is placed over each wheels, with its extremities
resting upon the arm near the sides of the wheels, over the arched. part of
which fulcum or bar passes an iron strap or brace, which is fastened or con-
nected at each end with the arm (see Figures 1 and 5, H, H, I, I, i, 2). The
intention of this fulcum and strap is to prevent the beam or axle from bending
when. weights, may be hung upon it. The receptacles of the load are two
troughs, trunks, or. boxes. These are shewn as composed of plates of iron
rivetted together, see K, K, but they may be formed of wood or other mate-
rials. These troughs are suspended to the beams by means of four rods to
each (see L, L, &c.). These rods are formed with hooks at their lower ends,
to connect with loops (M, M), which are rivetted to the troughs. Paralel rods
with diagonal braces connect the extremities of the axles with each other,
which altogether preserve the paralelism of the beams (see N, N, O, 0,
Figure 4). A chain is hooked on to a ring upon the beam, about one foot
from the side of the wheel, and passing through a loop rivetted on the end of
the trough, and connected in any convenient manner with a line or rope attached
to the horse or other animal after the usual manner of a towing rope used in
drawing boats, &c., the length of which may be according to the judgment
of the user (see P, Q, k, &c.)
The general arrangement being understood, I shall now proceed to explain
more particularly the several parts. In Figure 5, G, G, represents one of
the arms or axles with it's appendages. That part of it, l, on which the
wheel revolves, is cylindrical; m is a fixed shoulder to retain the wheel in it's
place; and n loose ring or washer to defend the fulcrum H, H, from any action
of the wheels upon it. The dimensions of the arms lessen towards it's extre-
mities, but those parts of it which receive the ends of the strap I, I, as at i,
are increased in diameter to make up for the deficiency of strength which
would otherwise be occasioned by the holes made through it to receive the
ends of the strap. The fulcruni H, H, is a square bar of wrought iron bent
into the form represented, with it's extremities forked, as shewn in Figure 6.
These fored ends clasp that part of the shaft on which they are placed, and
each part of the fork are mortised to receive a wedge or key, as at o. These
wedges pass also through notches made in the arm to prevent the fulcrum
from moving about upon it. The arched part of the fulcrum is grooved
on the upper side, as shewn at p, Figure 6, to retain the strap in its
place. The strap is a round bar or rod of iron I, I, bent in the form repre-.
sented, the ends of which are tapped or screwed to receive the nuts q, q.
These straps have also shoulders to limit the the depth they should
penetrate the arm. L'; L², &c. are the suspending rods to support the

page_text: troughs. The rods at the extremities of the arm L, L', have simply an
eye or look to connect them with the arm, see in Figure 8. The inner
suspending rods are forked to connect them with the arm in the manner
already mentioned in describing the extremities of the fulcrum, but in
reversed positions, as shewn in Figure 7. The suspending rods are all hooked
alike at their lower extremities, as shewn in Figure 8 at S, M. Figure 5 is
one of eight loops of wrought iron, made of a round bar bent into the form
represented in Figures 5 and 8, and flatted towards it's extremities, to attach
close to the trough, and receive the rivets. These loopes are rivetted to the:
troughs, their ends being placed on opposite sides of that part of the trough
to which they are connected. Figures 9 and 10 shew one of the parrellel
rods N, which is made of round iron, excepting those parts near the extremi-
ties, which are flat, being formed into loopes or rings to connect them with the
arms, and near the said rings are perforations to receive the ends of the
diagonal rods O, O. These diagonal rods have also shoulders to limit the
depth to which they shall penetrate the paralel bars, and are tapped to
receive the screwed nuts t, t, which confine them to the paralel bars. K, K, in
Figures 1, 2, 3, 4, represent the troughs. They are formed of plates of iron
rivetted together in the manner of steam engines boilers. One end of each is
made to open in the following manner:-A small arm, U, Figures 2 and 3, is
rivetted on each side the trough, and at a short distance from the end. These
arms have each an eye at the top to receive a round rod V, Figure 3, on which
is hung the moveable ends of the trough, by means of the hinges W, W,
which are rivetted to them, and have each an eye at their upper ends turning
upon the bar V. It will be understood that the joint or centre of motion of
the moveable end of the trough is placed in the position represented for the
purpose of keeping the rod V clear of any matter which may be shot out of
the trough, and to allow the weight of the moveable end to incline it again to
fall into its place. X, X, are latches rivetted to the sides of the trough in
reversed positions. Y is a bar or double latch turning upon a rivet which
confines it to the moveable end of the trougli, as at Z in Figures 1 and 3.
This bar acts after the manner of such as are sometimes used to confine or
keep shut doors and window shutters, each extremity falling into one of the
latches before described. I have now shewn the nature of said Invention, and
how the same is to be performed, reserving to myself, however, the liberty of
constructing a single elevated rail, to be used as berein described, and also
of connecting, and forming the parts of the carriages heretofore described,
so as to establish the position of the receptacles, with or without their
load, in regard to the rail, as before described, in any other form and

page_text: with any other materials than those described, so that such railway
and carriage, when constructed in any other form or with any other
materials, shall have the relative positions of their parts as herein-before
mentioned.
I shall now proceed to describe some contrivances which in the appli-
cation of this plan may in some cases be found convenient; but I do not
hereby claim the exclusive right of using such contrivances. It may be
required to have a branch line of railway leading from the general line. In
railways on the old construction a turning plate is made use of for such
purpose. This is a plate generally made of cast iron, turning on its centre, so
that when a carriage is brought upon it the carriage is turned with it in the
direction required. After the same principle the turning is accomplished on
my railway. R, Figure 18; is an upright pillar of cast iron, that part of it
above ground being a hollow cylinder firmly fixed in the place of one of the
pillars before described. The top of this pillar is solid, with the exception of
the space cast in it of the form usual for the reception of the ends of upright
shafts in mills, to rest in. S is a cap which drops over the top of the pillar, this
cap having a pin made hemispherical at the lower end, and firmly fixed in the
cap at the upper. On the top of this cap are cast two ears, one being on each
side of the rail at S, and bolted to it. T, T, are two brackets or stays of cast
iron, firmly bolted to the rail, and also to a cast-iron ring U, with a cleft on
each side to receive the ends of the brackets, and the bolts to fix them. V is
the rail and top plate terminating at W, W, in the general line of rail repre-
sented. This rail, it may be conceived, by resting in the cap over the pillar,
is supported on the step pin, and it's horizontal position retained by the brackets.
If a loaded carriage be brought over this pillar, it may be turned on the
centre with case. This part of the the rail, which I call the turning rail, should
not be made of two planks, as in the stationary part of the line, but of one
piece of sound timber, with the top plate screwed to it by large common wood
screws, having their heads countersunk into the plate. There should not be
less that five screws used in the length represented. At each end of the swing
rail and on opposite sides are screwed the iron or steel plates X, X, which
project beyond the junction of the swing rail with the stationary rail, prevent
its opening in more than one direction, and as these plates are screwed near
: one extremity to the rail they will yield if the swing rail be shut with too
much force, and thereby prevent injury to the rail. That part of the rail
against which these plates press should be faced with iron, to defend it from
injury. Y is a flanch on the pillar, to support the weight of the moveable rail
and load jointly with the step pin. Z is the flanch of the pillar, to preserve, it

page_text: In
from sinking. This flanch I should recommend to be at least double the dia-
meter of those of the ordinary pillars; the the length to which the swing rail
pillar is inserted in the ground should also be eighteen inches or two feet
longer than those described; the other proportions may be the same.
Figure 19 is shewn the two positions of the swing rail. 5, 5, are parts of the
general line, and 6, 6, the swing rail connecting them. 7 is a branch rail at
right angles with 5, 5; and 7, 8 shew the position of the swing rail by dotted
lines when presented to that branch, and supposing a carriage to be resting
upon it, its direction may be communicated on the branch. In order to cross
a public road, the rail being at such a height that carriages could not pass
under it, I should form that part of the rail which is intended to cross the
said public road in the manner of a turnpike gate. Let 9, 9, be a section of
a turnpike road or other highway. 10%, 10%, are two iron posts. or pillars,
made and fixed on the usual manner for such purposes, but having brackets
11, 12, which resemble those on other pillars for supporting the end of the
rail which is against 11. 13 is the gate frame of wood, having a brace, 14, of
wrought iron, connected by keys to the strap 15, which strap or plate of iron
is bent round the lower end of the gate frame, so as to come on cach side of
the end of the brace, and is screwed to the gate frame; at the other end of
the brace is also a strap keyed to the brace at 16, passing on each side the
gate frame and round an upright pin fixed firmly into the top of the post, and
thus the weight of the gate is partly supported by the said upright pin. 17
is a wooden stay to assist in supporting the weight of the gate, and resting
on the base of the pillar forms the support to the gate. The pillar 10" is
nearly similar to 10%. The step at the bottom in part supports that end of
the gate when the gate is upon it. This step is merely a lump cast on the
pillar at the base. The top of this pillar is continued above the moulding,
to support the end of the top plate of the rail, which is secured to it by a
screw whose head is countersunk therein. The top rail of the gate is screwed
to the upper piece of the frame by large common wood screws, at least four
in number, having their heads countersunk. The top rail of the gate is
continued over the post 10%, and extending about five inches over the end
of the next rail, and that end is curved to a portion of a circle with a radius
of its distance from the centre round which the gate moves, and hence
the gate may open either way. At 19, a piece of iron, the width of the rail, a
is placed under the end of the top plate, reaching nearly to the strap 16.
This piece of iron rests at one end on the top of the post, and forms a bearing
for that part of the top plate of the gate which projects over the end of the
strap. 20 is an upright part of the gate frame, with an iron socket 21, which

page_text: has a foot fast to the bottom of it. This socket is screwed or bolted to the
frame, having a boss at the under side to receive the upper end of the foot.
When the gate plate is shut this foot rests on an iron plate, which is let into
a stone of about twe feet six inches diameter and six inches thick, of any
suitable shape. This stone, being well bedded, receives part of the weight
of a carriage which may be passing over the gate. The gate has a latch to
keep it shut, of any ordinary description. It may be easily conceived, that by
the gate standing oven generally, no interruption will be offered to the traffic
on the public road. When the driver of a railway. carriage is approaching
such public road it becomes his duty to hasten- forward and shut the gate,
and thus fill up the breach in the railway, and allow his carriages to pass.
The railway carriages having passed, the driver of them should re-open the
gate, and, considering the slow rate at which horses walk with a heavy
load, the driver has plenty time for such work. These railways may be
double or single, as with all others, i. e., one course for each direction. But
I have shewn how two carriages may pass by what is called a siding or passing
place in a single railway, in this, as in other kinds, the principle being the
same. At certain places the line is rendered double for a short distance,
the same rules which determine the length of such double part being used in
this as in other railways. Figures 20, N° 22, 23, are parts of a line of
railway. 24, 25 are two paralel parts of the like railway of such a length
as to receive as many carriages at one time as usually join each other in the
railway. The distance of these paralel parts from each other must rather
exceed the width of one carriage with two receptacles. From 26, 26, &c.,
the lines of railway are curved until they approach each other to a distance
rather exceeding half the width of a carriage. At 27, 27, are gate posts, such
as those described for the gates used in crossing a public road. 28, 28, are
gates exactly similar to that described, but the length or radius greater; about
12 feet is sufficient. These gates may be in position 28 or 29, as shewn by
dotted lines. It is evident that if a carriage be at 22 or 23 it may pass on
to whichever rail the gate may direct to. Loads passing in opposite directions,
by meeting in this double part of the line, will not interrupt each other any
more than with the old plan. To ease the angle, the top rail on the gate
terminates at 30, and a short piece of such rail is then applied, which extended
equally over the centre of the post in the direction of the rail. This short piece
of rail is curved at the ends with the radius of half its width, and is moveable
about the screws which fasten it down to the timber. The whole 30
is a chace mortice which allows the gate to take either positions shewn,
without impediment from the short rail, or turning about a different centre.

page_text: I have now only to observe, that I recommend the rail to have its upper
surface curved like Figure 16, and of less width, in all bent or irregular lines
of rail, to allow of the carriages turning; also that in all bends the pillars be
nearer together than in the straight line; also that in curved lines the rail
be fast to the forms intended, instead of the bends being made up of straight
lines, as is usual. The object of my improvement is to lessen the first expence
of railways, and reduce the friction on their surface, and render them workable
in all weathers.
In witness whereof, the said Henry Robinson Palmer hath hereunto
set his hand and seal, this Twenty-second day of May, in the year
of our Lord One thousand eight hundred and twenty-two.
Signed, sealed, and delivered, by the
within-named Henry Robinson
Palmer (being first duly stamped),
in the presence of
.
HENRY R. (L.s.) PALMER.