IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS, IN RAILWAY ROLLING STOCK, AND IN THE MACHINERY FOR MANUFACTURING THE SAME
Year: 1852

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME OR BE
MADE KNOWN, I, RICHARD CHRISTOPHER MANSELL, of Ashford, in the
County of Kent, Civil Engineer, send greeting.
WHEREAS Her present most. Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Twenty-fourth day of
April, in the fifteenth year of Her said Majesty's reign, did, for Herself, Her
heirs and successors, give and grant unto me, the said Richard Christopher
Mansell, my exors, adiñors, and assigns, Her especial licence, full power,
sole privilege and authority, that I, the said Richard Christopher Mansell,
my exors, adiiors, and assigns, and such others as I, the said Richard
Christopher Mansell, my exors, adiñors, and assigns, should at any time agree
with, and no others, from time to time and at all times during the term of
years therein expressed, should and lawfully might make, use, exercise, and
vend, within England, Wales, and the Town of Berwick-upon-Tweed, the
Islands of Guernsey, Jersey, Alderney, Sark, and Man, and in all Her said
Majesty's Colonies and Plantations abroad, my Invention of "IMPROVEMENTS
IN THE CONSTRUCTION OF RAILWAYS, IN RAILWAY ROLLING STOCK, AND IN THE
MACHINERY FOR MANUFACTURING THE SAME;" in which said Letters Patent is
contained a proviso that I, the said Richard Christopher Mansell, should
particularly describe and ascertain the nature of the said Invention, and in
what manner the same is to be performed, by an instrument in writing

page_text: under my hand and seal, to be enrolled in Her Majesty's High Court of
Chancery within six calendar months next and immediately after the date of
the said Letters Patent, as in and by the same, reference being had thereto,
will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Richard Christopher Mansell, do hereby declare that the nature of my said
Invention of Improvements in the Construction of Railways, in Railway
Rolling Stock, and in the Machinery for Manufacturing the same, are fully
described and ascertained in and by the following statement thereof, reference
being had to the illustrative sheets of Drawings hereunto annexed, and to
the figures and letters of reference marked thereon.
The first part of my Invention, which refers to improvements in the con-
struction of railways, I divide into and arrange under four heads; namely,
improvements in the construction of rails, improvements in the construction of
chairs for rails, improvements in the construction of sleepers for rails, and
improvements in the formation of joints at the ends of rails.
My improvements in the construction of rails consist in making them of or
in several new forms, combinations, and peculiar manufacture, and so .to
construct them, that when arranged and combined together their ends or.
joints will be supported.
My improvements in the construction of chairs are two in number, one
being constructed on the truss principal, by tension on one portion and
compression on the other portions; the other being composed of two parts
clamping the sides of the rails, and both descriptions being arranged for the
better supporting rails at their joints.
My improvements in the construction of sleepers consist in two descriptions
thereof; one of which is formed by an iron box or dish casting, filled up with
timber, to serve as a bearing and cushion for supporting rails. The other
description admits of various modifications, and is constructed of timber in
combination with iron; the timber being arranged in a novel position by
having its grain or fibres placed vertically, or approaching thereto, and thus
presenting itself in its most incompressible position for supporting the rails,
and its strongest form for retaining them when said rails are inserted. This
improved plan is also arranged so as to support the joints of rails, and will
tend to subdue or deaden the effects of concussion between the railway and the
stock rolling thereon.
My improvements in the formation of joints at the ends of rails consist in
several new methods of supporting them by means of clamps and other
ironwork, some of which supports are secured at one or both sides of, and

page_text: others below, the rails; some also are in combination with sleepers and others
with tie rods and distance pieces between the rails.
My new forms, combinations, and peculiar manufacture of rails are repre-
sented by the Figures 1 to 18, Sheet 1. Figure 1 represents the cross section
of an improved description of rail, formed by the combination of two bridge
rails with their feet placed together, and attached in that position by means of
bolts, as shewn, or other proper fastenings; the upper portion "a," and the
lower portion "b," being arranged so as to overlap or break joint with each
other, as shewn in side elevation by the vertical lines a and b, Figure 2. The
joints of each portion of the rail may be made on any intermediate portion of
the other. This plan or combination is also further improved by introducing
a short bar of iron fitting tightly into the internal space at each end of these
rails, as represented by B in cross section at Figure 3. When this bar is
introduced, the half rails or upper and lower portions may have their joints
opposite each other. The bar may be about twenty-four inches long, or any
length sufficient to enable it to act as an internal girder for supporting the
joints of the rails; one half of it may be secured to an end of each rail (if
considered desirable) to prevent its sliding within the internal space of the
rails, the other half to be left projecting beyond for the purpose of entering
the inner space of the adjoining rail. Care must be taken to have this bar
sufficiently deep to fill the internal space of the rail, in order that after it is
fixed, and the upper and lower portions of the rail are bolted or otherwise
fastened together, it may have a firm bearing on its top and bottom edges
throughout its length. Figure 4 represents the cross section of an improved
description of rail, formed by combining two foot rails together, in like manner
as described in reference to Figure 1; these have their feet secured to each
other by bolts or other fastenings, and the joints of their top and bottom
portions overlapped in like manner as those previously described and shewn at
Figure 2. Another combination for an improved rail is shewn at Figure 5,
and the same inverted at Figure 6, where a bridge rail a is connected by bolts
or other fastenings to a foot rail b, in liko manner as those previously
described, taking care that one portion overlaps the joints of the other.
Figure 7 also shews another improvement in rails by combining a
single Trail 6 with a bridge rail a, and securing the same together by bolts
or other fastenings passing through them in the direction shewn from c to c,
and making the joints of each of the portions a and b to overlap each other in
like manner as those previously described; and it will be perceived that these
combinations will effect an improvement on the ordinary rails by reason of
their ends mutually supporting each other; and in cases where it is not

page_text: necessary to carry the double or top and bottom portions throughout the
whole length of the railway, I make each of the previously mentioned descrip-
tions double only at one of their ends, and allow them in their double or
combined parts to overlap and attach to the single ended part of the adjoining
rails, as shewn inside elevation by Figure 8; A representing a rail with its
double end a, a, attached to the single end B of a rail B, b, b. In all these
attachments of the ends of rails together, I prefer making slot holes for the
bolts or other fastenings, in order to afford provision for the expansion or
contraction in the lengths of the rails under different temperatures.
One of my new forms of rails is also represented in cross section at Figure 9,
having its web B formed at one side of the centre of its table bearings A, A,
in order that the ends of these rails may be so manufactured as to enable
them to side lap and splice together. Figure 10 represents a side elevation
of the same, with its ends so manufactured by having a portion of its table or
bearing surfaces cut off for a short distance, in order that the projecting parts
of the web shewn at b may side lap the end of the adjoining rails, and be
bolted, keyed, or otherwise securely attached thereto, and so form a continuous
line of rail, each piece supporting the other at its joints or splicings. To manu-
facture this description of rail correctly, it is necessary to make one side of the
web B exactly in the centre of the tables or bearing surface A, A, and also to
carry the angular lines represented by a, a, Figure 10%, onward, to give sufficient
strength in depth of section to resist the leverage on that side of the rail
having the deepest channel. In forming the splicing ends of these rails
(which may be from 9 to 12 inches long, or any length desirable to make a
firm splicing), it is necessary to be particular in cutting away the table portions
for the length of the splice to suit the exact size and section of the deep
channel of the adjoining rails, in order that such projecting web ends may fit
tightly therein, particularly between the angles shewn at a, a, Figure 10%.
For splicing the ends of these rails, I prefer making long or slotted holes to
accommodate the expansion or contraction of the metals at different degrees
of temperature; and when putting them together, I place them alternately right
and left handed, in order that their tables or bearing surfaces may correspond
with each other and be kept in a direct line when the projecting webs are laid
within the deeper channel at the end of the rails and attached thereto.
Another of my new forms of rails is represented by R in cross section at
Figure 11, such having the inner lines of its table bearings shewn at a, a, a, a,
approaching each other as they project outwards, and so making the channels
of the rails to form the "she" portion of a dovetail. Into the dovetailed
channels at the ends of these rails I drive short bars of iron of the "he"

page_text: portion of a dovetailed figure, such being made sufficiently long and strong to
act as clamps for supporting the joints of the rails and to fit tightly within
their channels, as shewn in cross section at 6, 6; and in fixing these rails I
drive one of the short bars or clamps into and along the channels of each of
their sides until it is level with their ends, when, after placing the same against
the end of another of these rails, I drive half the length of the bar or clamp
back into the channels of the adjoining rail for the purpose of supporting such
at their joints.
Six other of my new and improved forms and description of rails are repre-
sented in cross section at Figures 12, 13, 14, 15, 16, 17, all of which are
tubular or hollow, and may be manufactured from wrought-iron tubes of a
circular or oblong figure, which, after being heated, may be pressed or ham-
mered between dies of the proper shape to produce the form required; they
may also be formed by passing a wrought-iron tube through rollers to produce
the intended figure, both of which systems, as well as the methods of manu-
facturing wrought-iron tubes, are well known to engineers or manufacturers of
iron work. For a short distance into one end of each of these rails I drive a
bar of iron or internal filling piece, which is of the same size and figure in
section as the internal space or hollow portion of each rail, and is made to fit
tightly therein in order to form an internal girder for supporting such at their
joints, one half of its length being fixed in the interior at one end of each rail,
and the other half left projecting for the purpose of entering the internal space
of the adjoining rail, as shewn in side elevation at B, Figure 18; or in place of
fixing these internal girders or filling pieces of iron at one end of each rail, they
may be fixed in both ends of every other rail, leaving the intermediate rails
hollow at both ends to receive the projecting ends of the internal filling pieces,
which are driven into the adjoining rails. At the joints of three or four lengths
of these rails, I make holes in the middle of the internal girder at about
three inches apart, and I also slot both ends of the rails at one side for the
purpose of forming a groove, which may be about four and a half or six inches
long, to enable me to place a bar of iron into the holes of the internal girder,
and drive it wholly into the hollow of either rail, and so enable me to release
them at their joints. These rails can be attached to ordinary sleepers by an
arrangement of chairs made suitable for the purpose, or they may be fixed to
timber sleepers without chairs in the modes herein-after described.
Figure 19 represents the cross section, and Figure 20 a plan of one of my
new descriptions of chairs for suspending and supporting rails either at their
joints or at intermediate intervals. A, Figure 19, represents a section of the
rail; B, B, two cast-iron struts, having bosses c, c, with holes through them to.

page_text: receive the vertical bolts d, d. f represents a thin wrought-iron base and
tension plate, about of an inch thick, and which may be as wide as the
sleeper, having its ends g, g, turned up to form abutments for the feet of tho
struts. The upper parts of the struts are made to fit between the side channels
of the rail, and are sufficiently long to clamp and support the ends of the rails
when fixed at their joints. To fix this chair I attach the tension plate to the
sleepers by spikes or screws at a proper distance to suit the guage of tho
railway. I then place the abutting or lower ends of the struts against or
within the turned-up ends of the tension plate, and elevate their upper ends
to receive the rail. I then pass the bolts, one at each side, through the holes
in the tension plate, and those in the bosses of the struts. (The bolts may
also pass through the sleepers). These bolts are then screwed up, which forco
the struts tightly into the channel at each side of the rails and the turned-up
ends of the tension base plate, and thereby suspend, clamp, and support the
rails.
Figure 21 represents a plan, and Figure 22 a cross section, through the
middle of my other description of improved chair for clamping and supporting
the joints of rails, such being made in two parts, as shewn by the letters a, a.
To manufacture this chair, I make the jaw of each, half shewn by a, a, to fit
the side channels of the rail, and of a sufficient length to extend so far beyond
each end of a short distance piece placed between the ends of the rails that
will enable them to firmly gird or clamp the channels at each side of the joints
of the rails when fixed as shewn in plan at Figure 23 and side elevation at
Figure 24, the rails in both those Figures being represented by C, C, the
distance piece between the rails by d, the jaw clamp or girders of the chair by
a, a, and its feet by f, f. The distance piece is made about 3 inches long, and
is precisely of the same section as the ends of the rails which it is placed
between; it has a hole transversely through its centre, and a corresponding
hole is made through the middle of the jaw of each portion or half of the
chair, in order to admit a screwed or cottered bolt, or other fastening, to pass
through the clamp jaws of each half chair, and the distance piece for the
purpose of tightening each side or clamped jaw of the chair firmly into the
channels at each side of the ends of the rails and to the distance piece between.
The feet of this chair are constructed with sufficient bearing surface for resting
upon sleepers, and are provided with holes, as in the ordinary chairs, for the
purpose of attaching them with bolts, trenails, or otherwise thereto; and in
reference to the distance piece used with this chair between the ends of the
rails, such may not be a distinct or seperate piece, but may be formed in the
solid on one side of the chair, or it may be divided, and one half of its thick-

page_text: ness formed in the solid on each side or clamp jaw of the chair, and it will be
seen that this improved chair provides the means of clamping and securing the
end of rails at their joints without the necessity of having holes pierced through
the rails, and admits also of their expansion and the contraction at different
temperatures. To fix this chair I place the ends of the rails apart just
sufficient to admit of the distance piece, which I place between. I then place.
each jaw or clamp of the chair at each side of the ends of the rails, and pass.
a strong bolt or other fastening through the hole provided in the middle of the
jaws of the chair and the distance piece, and secure the same tightly together
within the channel at the sides of the rails, and afterwards secure the feet of
the chair to the sleepers in the ordinary manner.
One of my new descriptions of sleepers is represented in side elevation at
Figure 25, and in plan by Figure 26, corresponding letters being used on each
in reference to the corresponding parts shewn. A represents a cast-iron box
or dish open at the top and strenghtened underneath by webs, shewn a, a, a.
B represents the rail, and c a chair supporting the rail and resting upon a
block of timber, shewn in plan at d, d, which is fitted within and fills the open
part of the box casting, and to which the chair is attached either by
bolts or in the ordinary way of attaching chairs to sleepers. This cushion
of timber may or may not be secured to the iron box casting. These box
sleepers may also be constructed with a chair for supporting the rail formed at
each end in the solid, as shewn in end elevation at Figure 27. When I use
the latter method I allow the lower surface of the rail to rest upon the timber
only, and prefer placing the grain of the latter in a direction transverse to the
rail. I, however, do not confine myself to placing the grain of the timber in
any particular direction; and it will be seen that this combination will cushion
and relieve the evil effects consequent upon the use of cast iron only, and tend
to prevent breakage of the same.
Figures 28, 29, and 30, represent an arrangement of my other description
of improved sleepers, which are formed by timber in combination with iron.
The modes of application of this description of sleeper may be varied so as to
suit the description or form of rail used therewith, its leading feature, prin-
ciple of novelty, and improvement, consisting in its supporting the rails by
blocks of timber, with their grain or fibres placed vertically, or at a slant or
angle approaching thereto; I, however, prefer placing them as near a vertical
position as may be found practicable. These timber blocks or sleepers are
formed either in one piece, bound with iron, or in parts connected together by
iron bars, bolts, or tension bars, with wedges or keys.
Figure 28 represents the end elevation of one mode of applying then to suit

page_text: a double-headed rail. A represents the rail. S, S, two parts of a timber
block or sleeper, divided at the line X, and having its fibres in a vertical
position. Before these blocks are united together they are rebated and
grooved at the inside of their upper ends in a suitable form to receive and fit
the rail in the manner shewn on the Drawing, taking care to admit the rail
into one or both halves or parts of the block only as far as will allow a space
of not less than of an inch between each part for a distance under the rail
to admit of draught to tighten up upon when such are placed together, with
the rail therein. These parts, with the rail, are secured together by means of
wrought-iron tension bars or plates, one of which passes transversely across
each end of the sleeper and through the washer plates that extend along each
of its sides, or in any other suitable manner. One of the tension plates is
shewn at P, Figure 28, and the ends of the washer plates are seen in cross
section at W, W. The washer and tension plates are to be made sufficiently
strong to resist the keying or tightening up of the two parts or sides of the
block sleeper firmly together, and with compression against the sides of the
rails. The tension plates are provided with slot holes; and the parts of the
blocks, with the rails inserted, are tightened up by the wedges, shewn at K, K,
Figure 28, which pass through the tension plates and key against the washer
plates. The tension rods or plates are also to be extended in length across
the road from line to line, or rather from one sleeper to a corresponding
sleeper on the other side with the opposite rail in all places where it is neces-
sary to tie the road together for maintaining the guage, in like manner as
represented in plan at Figure 30; and nevertheless screwed bolts may be used, if
desirable, in lieu of the tension plates or bars and wedges previously described.
Another modification of this plan is shewn in end elevation at Figure 31,
where one side or half of the timber block only has a groove to admit the
table edge of the rail, and the other half is merely rebated to receive a key or
wedge, as shewn at W, to be used for tightening up the rails when inserted
therein, the blocks or sleepers being bound together with iron, as previously
described; or in place of rebating and grooving one part, and only rebating
the other, both parts may be rebated only, so as to admit a key or wedge on
each side of the rail for the purpose of securing the same within the groove at
the top of the blocks or sleepers; and I may here remark, that when wedges
are used for tightening the rails within the sleepers, there is no necessity for
any space being left between the parts of the block under the rail for draught,
as in such cases the joints of the blocks, shewn by the line B, Figure 31, are
better in close contact and tightly compressed together by the iron-work pre-
viously described. Any of the hollow rails, represented by Figures 12, 13, 14,

page_text: 15, 16, and 17, may be used with this my new description of sleeper without
the use of chairs, by rebating, grooving, or otherwise forming the upper parts
or jaws of the sleepers to suit the particular form or figure of the rail to be
used therein, as before described.
One of my improvements in the formation of the joints of rails, and sup-
porting the same, in combination with sleepers, is shewn in side elevation at
Figure 32, and in end elevation at Figure 33, where two of my new descrip-
tions of sleepers A, A, are brought near to the joint at the ends of the rails,
each being provided with a groove for their admission, and also to allow two
iron side clamps c, c, to fit and enter within each side channel of the rails.
These side clamps are required to be of sufficient strength to support the
joints of the rails, when such clamps are pressed and held tightly within their
respective channels. To secure these clamps within the channel of the rails,
and the rails within the sleepers, I use any of the methods previously described
in reference to the fastening of the rails to sleepers, to wit, either by screwed
bolts, tension bars, and washer plates of iron passing across the outside of the
sleepers, and close underneath the rails, or by keys or wedges in combination
with such ironwork, thus securely clamping and supporting the joints without
the necessity of piercing the rails; or, in place of using two side clamps, one
only may be used, and secured by any of the previously described methods for
securing rails to these chairs; or these iron clamps may form portion of the
sleepers themselves by being attached thereto, by screw bolts or otherwise, in
their respective places to enter the channels of the rails.
a, a,
Another of my combined improvements for supporting the joints of rails is
shewn in end elevation at Figure 34, and side elevation at Figure 35.
represents two of my improved sleepers, previously described. b, b, the ends
of the rails. K, a wedge or key for securing them. c, an iron girder, let into
and resting upon each sleeper, for the purpose of supporting the rails at their
joint. These sleepers are formed in parts and combined together, as pre-
viously described. Care should be taken to make the bottom surface of the
rail to bear throughout the upper surface of the girder. Slot holes are required
through the web of this girder at W, Figure 35, to allow the tension plates to
pass through the same. The girder may be about two feet six inches long;
but that will depend upon the distance of the sleepers apart. I prefer bringing
them close together.
A further improvement on the last combination is shewn at Figure 36, the
only difference being in the form of the girder, which in this case is carried up
to bear against and fit within the channel at one side of the rail, as shewn by
c on the Drawing, and thereby better support the same.

page_text: Another improvement in the formation of joints of rails is shewn in side
elevation at Figure 37, and in end elevation at Figure 38, where a bridge rail
is used in combination with a girder and two of my improved descriptions of
sleepers. A, Figure 38, represents the bridge rail; c, the girder in the form
of a cross; b, b, the improved wooden sleeper, with its grain vertical; d, d,
two short flat bars or washer splicing plates placed over the feet of the rails at
their joint, in order to give a bearing to the nuts of the bolts which pass
through it, the feet of the rail, and the arms of the girder, as shewn. In
forming this combination I secure the arms of the girder c to the feet at the
ends of the rails, and place its lower web into a groove formed in the upper
parts of the wooden sleeper to receive the same. I then key or wedge it
'tightly within in the manner previously described in reference to attaching
rails to this description of sleeper.
Another improvement in joints of rails (which is effected in connexion with
tie rods and distance pieces), is shewn in half-cross section at Figure 39, the
distance piece being represented as broken in length. A represents the rail;
b, b, the improved sleeper, with its grain vertical; c, c, two side clamps (which
may be about sixteen or eighteen inches long), fitting in the channels of the
rail and between its table projections, each having an arm projecting over the
sleeper to get an additional surface bearing for supporting the rail. E repre-
sents a distance piece of timber, with its grain in a longitudinal position. d, a
strong bolt, screwed at one or both ends, one of which passes across the rail-
way at each end of the sleepers; and W, a washer plate at the outside of
each sleeper. To effect this combination I make the upper parts of each
sleeper suitable for receiving the clamps in the form shewn. I then cut the
timber distance piece to a proper length to suit the guage of the railway, and
abut its ends against the inner sides of the improved sleepers, which are fixed
opposite each other on each side of the railway. I then pass the strong bolts
or other fastenings through the washer plates at the outside of the sleepers,
and across the railway from outside to outside, and connect the whole tightly
together.
Another of my improved modes of supporting the joints of rails is shewn in
plan at Figure 40, which is precisely the same mode of connecting the ends
of rails and clamping them together as previously shewn and described in
reference to the improved description of chair, having a short distance piece
between the ends of the rails, and shewn at Figures 21, 22, 23, and 24, the
only difference consisting in arranging the two parts forming the side clamps
without feet. A, A, Figure 40, represents the ends of the rails. b, b, the side
clamps. c, the distance piece, which has a hole transversely through its centre

page_text: to receive a bolt or other fastenings passing through it and the side clamps, for
the purpose of tightening the latter firmly within the channels of the rails
and thereby supporting their joints. The distance piece may be formed in the
solid on either one or both of the side clamps, if considered desirable.
Another mode of supporting joints is by means of an iron clamp fitting the
inside channel of the rails, with a socket distance piece formed in the solid in
the middle of its length, for the purpose of admitting a wedge-shaped clamp
to be driven through and along the channels at the outside of the ends of the
rails. Figure 41 represents a plan, and Figure 42 a side elevation, of the
inner clamp, with its armis represented at b, b, and its socket distance piece at
a, the latter being intended to be placed between the ends of the rails, as
shewn by Figures 43 and 44, where R, Figure 43, represents a cross section of
the rail; b an end view of the inner side clamp a, and end view of the outer side
of the socket distance piece, and c one end of the wedge-formed clamp to be
driven in the channel at the outer side of the rails for the purpose of tightening
the whole together, and thereby supporting the joint.
Another mode of securing the joints of rails is represented in cross section
at Figure 45, and in side elevation at Figure 46. A, Figure 45, represents
the end section of a double-headed Trail, with its upper head or table bearing
cut off for a distance of about nine inches or a foot, to admit of a piece of
bridge rail, shewn at b, fitting thereon, with its bearing surface level with the
top of the rails. The piece of bridge rail, after being fitted on the ends of
the double Trails, as before described, is secured thereto by means of a plate
of iron (shewn at c in both Figures) passing underneath and across the
bottom of the ends of the rails, and tightened by bolts or otherwise to the
feet of the bridge rail. These lower plates may be made sufficiently large to
suit as sleepers, if desirable.
The second part of my Invention relates to improvements in the construc-
tion of railway rolling stock. I divide and arrange it under two distinct heads,
namely, improvements in the inside linings and fittings of passenger carriages,
commonly called "trimmings," and improvements in wheels, axles, axle boxes,
and bearings used on railway rolling stock.
My improvements in the inside linings and fittings of passenger carriages
refer to the use of springs in connection with framework and slides to allow of
linings being easily removed in parts, and for the purpose of providing ease
and comfort to passengers while travelling.
My improvements in wheels, axles, axle boxes, and bearings refer to distinct
improvements in wheels, and also to several improvements of each in various
combinations with each other.

page_text: My improvements in wheels refer more particularly to various new forms,
applications, and combinations of tyres to be attached thereto. Some of
them will be used in combination with, and also without, retaining rings,
and others will be composed of two or more parts, the whole being applied or
attached to the bodies of wheels without the necessity of having holes pierced
through their treads, and consequently reducing the risk of breakage of tyres
and mischief arising therefrom. One improvement is in the application of
plain retaining rings to prevent any lateral movement of tyres on the bodies
of wheels, and another is in the application of a new and improved description
of tyre to wheels, such being a peculiar arrangement of wrought with cast
iron for forming and strengthening the same.
Another improvement in wheels consists in the application of a new
description of boss or nave to be fitted to such as run loose on their axle, which
is formed with a chamber to contain the lubricating material required, and has
its ends arranged as stuffing boxes for the retention of the same, the whole
being arranged in connection with its axle.
My improvement in axles is in a peculiar manufacture at the ends of their
journals for the purpose of securing wheels that run loose thereon, and also to
prevent the mischievous lateral movement of boxes or bearings on their journals;
such improvements being arranged in combination with wheels, axle boxes,
and bearings, will be more fully described in connection with the same.
My improvement in axle boxes and bearings consists in certain new
arrangements in connection with their wheels and axles, or axles only, for
the purpose of making them oil or grease tight; and another improvement
is in making and arranging axle bearings in such a manner as to enable them
to support vehicles direct from the journal of the axle, and independant of
any support from the axle box itself, thus relieving the axle box from any
weight, excepting its own, and consequently allowing it to remain stationary,
and grease or oil tight during the wear of the bearings; and another
improvement is in a new arrangement of axle boxes and axle bearings in
connection with wheels and axles, or axles only, to prevent or relieve the
unpleasant and mischievous lateral movement so often experienced on the axle
journals.
A further improvement in wheels, axles, axle boxes, and bearings, is in their
combination with loose wheels, providing and keeping tight the means of
lubrication throughout the nave of wheel and axle box, and allowing either the
wheels to revolve round their axles or the axles and wheels to revolve together
in the axle bearings, as the amount of friction in either case may determine.
To effect my improvements in the linings of passenger carriages, I make an

page_text: iron or timber seat frame, and cross lace the same with webbing, upon which
I place an ordinary cushion. At each side of this frame I form a pivot or
bearing to rest upon a spring, which will be placed at each side under the
frame of seat, as shewn in elevation at Figure 47. A represents the usual
framing for supporting carriage seats; W one side of the iron or timber
framed seat itself, with a pivot at N; and S one of the springs supporting the
same. I do not, however, confine myself to the description of springs shewn
for the purpose, as spiral or other springs may be used, and a spring may be
used under each corner of the seat frame, if desirable. I then fix, at a
suitable height on the back or partition board of each compartment and at
each seat, two vertical slides a, a, and one cross batten piece B, both being
shewn in front elevation at Figure 48, for the purpose of placing a thin
wooden frame therein, as shewn by C, and allowing the same to slide freely
up and down. On the top of the cross batten piece I place any description
of spring, one being seen at d, for the purpose of supporting the thin wooden
frame. To enable this frame to be put into or taken out of the slides
readily, recesses are cut in the inside edge of the slides to the depth
of the rebate or V groove, as shewn by the cross lines, and correspond-
ing notches are made in the sliding frame in order that when such.
notches are raised to suit the recesses they may pass through with ease;
I then attach a strong piece of canvass to the sliding frame at the
back partition, and connect the same to the iron or wooden seat frame. Over
this canvass I afterwards attach the ordinary description of cloth or other
material paddled in the usual way, and the whole is completed; and it will be
seen that such an arrangement provides the means of removing each seat and
back lining at pleasure, and by reason of the springs and slides, is made to
relieve the vibratory motion consequent upon travelling; and I may remark,
that I do not confine myself to combining the seats with the back linings, as
the improvement may be confined to the application of springs supporting
the seat frames, only in the manner previously described, when such is neces-
sary or thought desirable.
My various improvements in wheels, and the new forms and combinations
of tyres to be used thereon, are represented by Figures 49 to 65, both
inclusive.
5 Figure 49 represents the side elevation of one of my new and improved.
descriptions of tyres to be used in the construction of wheels, which I call a
bossed tyre; this may be made of wrought or cast iron, and is provided with a
series of bosses formed on its internal periphery, as shewn by the letters a,
for the purpose of attaching the same to the bodies of wheels. Each of these

page_text: Dosses is provided with a hole passing through it in a transverse direction to
the tyre.
Figure 50 represents the cross section of a new description of iron disc
wheel, cut through one of the bosses of its tyre. To construct this wheel,
I make the nave either of wrought or cast iron, in accordance with the form
shown in cross section at a, Figure 51, having a recessed diameter or rebate
round each end, as shown at d, d, d, d. I then make two iron washer plates
or discs, with an outside diameter fitting the internal periphery of the tyre, and
a circular hole in their centres to fit the rabited or recessed diameter at each
end of the nave. I then make holes through the disc plates to correspond
with the holes in the bosses of the tyre, and others corresponding with holes
passing transversely through the outer or rebated portion of the nave. I then
place one of the discs in connection with the nave and tyre, and fit filling or
abutment pieces of timber with their fibres in a radial direction, or length-
ways, between the nave and the tyre, for the purpose of reducing noise and
supporting the latter. These timbers, however, may be dispensed with, as the
disc plates themselves support the tyre; after securing these pieces of timber to
the disc plate by screws or otherwise, I place the other disc plate on the other
side of the boss and tyre, and bolt or rivet the whole firmly together, which
completes the manufacture of the wheel. The number of bosses to be formed
on each tyre will vary with its size and the tenacity of the metal used. I
prefer making twelve bosses to each chilled cast-iron tyre, three feet six inches
in diameter.
Another of my improvements in wheels is represented in side elevation
by Figure 52, where a bossed tyre is used in combination with the body of
an ordinary iron-spoked wheel. The internal bosses of the tyre in this case
are made to fit, and pass between wrought-iron spokes, as shewn at the letters a.
Each spoke at that part where the bosses of the tyre pass between is provided
with a hole, and a corresponding hole is made through each boss of the tyre
for the purpose of attaching the two together by bolts or rivets passing
through in the direction from b, b, and thus securing the tyre to the body
of the wheel without piercing its tread.
Another of my improvements in wheels is represented by Figures 53 and 54,
where my bossed tyre is used on a wooden wheel in combination with retaining
rings. A, Figure 53, represents the timber body with half of the front retaining s
ring removed, B the tyre, and C one half of the front retaining ring. After
making the timber disc or body of this wheel by any of the ordinary methods,
and fitting the same to suit the size of the tyre, I cut recesses at intervals
upon its periphery to fit and admit the internal bosses of the tyre, as seen

page_text: in half section at Figure 53. I then make a pair of iron rings (which may be
made of flat iron 2½ inches deep by ths of an inch thick), with their outer
periphery fitting the rebate made on each side of the tyre, as shewn in cross
section by b, b, Figure 54. Holes are made in these rings to correspond with
and be opposite to those which pass through the bosses of the tyre. The tyres
can then be fixed tightly on the bodies by any of the ordinary methods; after
which I arrange the retaining rings one at each side, and pass screwed bolts
or other fastenings through them and the bosses of the tyre, and connect them
tightly together round the body of the wheel, which is then completed, with
its tyre secured without any holes passing through its tread. And in reference
to this combination and that shown in cross section at Figure 50, I may
remark, that I do not confine myself to the tyres having internal bosses, as
they may be made sufficiently thick to admit of holes passing transversely
through them with a plain inner periphery, and used in connection with the
retaining rings or other plates connected to or forming the body of the wheel,
or the boss portions may stand inverted and within the tyre itself by cham-
bering out a thick tyre at intervals between the holes passing transversely
through it, as shewn by a portion of a tyre at Figure 55. In such case I prefer
leaving one side of the tyre the full depth by not carrying the chambers
completely across; but although the principle of this combination may be
carried out without the use of a bossed tyre, yet such would not be beneficial.
And the novelty is the connecting of tyres to wheels by means of bolts or
other fastenings passing through them at intervals from side to side in com-
bination with retaining rings or other plates, which may be connected with or
form the bodies of wheels.
Another improvement in wheels is represented in cross section at Figure 56,
whore a cast-iron tyre, chilled on its wearing surface, is divided longitudinally,
or rather made in two parts or pieces, as shown by A, A. Each of these
parts is provided with bosses at intervals throughout their internal periphery,
those on one part corresponding and being opposite to those on the other,
and also with a flange for embracing the timber body of the wheel, as shewn
at a, a. The inner periphery of each half or part of the tyre has to be formed
with a slight bevil at b, b, b, b, in order that the same may tighten on the
body of the wheel as they approach each other, while being bolted or other-
wise attached to it with their flanges secured tightly against each side. In
the intervals between the bosses of these tyres I make holes through their
flanges in order that they may be also secured to the sides of the timber body
of the wheel on which these tyres may be applied, such parts of tyres being
attached by bolts or other fastenings, as shewn at d. And it will be seen
that such a combination affords additional strength and safety in the use of

page_text: cast-iron tyres to wheels, by reason of their double flanges, and being se
cured in connection with the wheels without any holes through their treads.
And a further improvement on the last-mentioned combination is shown
at Figure 57, whero a double-flanged cast-iron tyre A, A, is fitted with a
wrought-iron or steel wearing piece or band, shewn at B. In this case cach
part of the tyre is formed with a recess suitable for receiving and retaining
the wearing piece, which I make of a dovetailed form in section, as shewn on
the Drawing. I prefer making it in one piece, but it may be composed of
several pieces. In fitting this band or wearing piece within the groove of the
tyre, care must be taken that its bevilled sides are well fit and brought into
close contact with the rebates or groove of the tyre, when such has its flanges
bolted or otherwise secured to the body of the wheel, in order that the wearing
piece or band may be securely retained in its place.
And another improvement is represented in side elevation at Figure 58,
where a timber wheel is fitted with a cast-iron tyre, in combination with dove-
tailed retaining rings, for the purpose of securing it to the body of the wheel.
To effect this improvement, I cast the tyre in the solid, with dovetailed
recesses for a certain depth at each of its sides, the depth of these recesses
being made to suit the thickness of the body of the wheel, so that the retaining
rings, whose dovetails enter each side of the tyre, may also be in contact with
the timber periphery of the wheel when applied. Figure 59 represents, in
side elevation, one half of a tyre with its dovetailed recesses; and Figure
60 one half of a retaining ring, shewing its dovetails, which are to cor-
respond and fit into the dovetailed recesses at each side of the tyre.
After such are properly fit, I fix the tyre tightly round the body of the wheel,
and then place the dovetails of the outer periphery of the retaining rings into
the corresponding dovetailed recesses of the tyre, and bolt or otherwise
attach them, one at each side, to the body of the wheel in the ordinary
manner; and I may remark, that one of the rings may be laid in the mould,
and remain within the casting after the metal has been poured, and so produce
the tyre with one of the rings attached to it.
Another of my improvements in wheels is represented in cross section by
Figure 61. A represents the timber body, B the tyre rolled with a rebate at
each side. and C, C, two plain retaining rings, which are fitted therein and
fixed to the body of the wheel, one at each side, by means of bolts or other s
fastenings passing through them, as shewn at d, and thereby receiving the
lateral blows communicated to the tyre and preventing it from moving laterally
on the body of the wheel.
Figure 62, another of my improvements in wheels, is in a new description
of tyre to be applied thereto, which is formed of cast iron, and strengthened 4

page_text: by a bar of malleable iron, which is made of a dovetailed figure in section,
as shewn at a, Figure 62. This bar, or dovetailed ring, is made sufficiently
strong to admit of its being pierced with holes and tapped at intervals for the
admission of nut-headed or other screws to secure the tyre between the spokes
when such is used on ordinary wheels. To manufacture this improved tyre I
lay the bar or dovetailed ring carefully in the mould and cast the tyre about
its three sides, as shewn; and it will be seen that should a fracture occur across
the cast-iron portion of these tyres, that the dovetailed malleable iron rings
would hold and tend to keep the broken piece in connection with the remainder
and the wheel. This improved tyre can be applied by any of the usual
methods to any of the ordinary descriptions of wheels.
Another arrangement of the above principle, in combination with wooden
wheels and flanged tyres made in parts, is shewn in cross section at Figure 63,
in which case the tyre may be considered as formed by three pieces of metal.
a, a, represents each of two parts of the tyre, formed of cast iron, divided at
the line C; and 6 represents the maleable iron dovetailed ring; the latter in
this case requires no holes through it. To fix this tyre correctly I take care
that the bevilled sides of the dovetailed ring are in close contact with the cast-
iron parts of the tyre, and allow a space of about one-sixteenth of an inch at
the longitudinal parting line C, which I fill up by applying a strip of leather
or other compressible material between, in order that perfect joints may be
made throughout its parts.
And another improvement is represented in cross section by Figure 64, such
being an improvement on the section of retaining rings in combination. with
tyres, for which Letters Patent were granted me, in June One thousand eight
hundred and forty-eight. This consists in making the retaining rings out of
common flat or other section in lieu of flanched iron, and bending them through-
out their outer periphery to suit an endless V-groove formed on each side of the
tyre. A represents the tyre, and b, b, the improved retaining rings to be
attached to wheels in the usual manner.
My new description of boss or nave, with a stuffing box at each end to be
applied to loose wheels, is shewn arranged in combination with an axle at
Figure 65. A represents part of an axle turned conical to receive the boss
of the wheel; this part of the axle is also provided with one or more grooves
or channels to allow a flow of material for lubrication. B, a metal collar
attached thereto, such being for the purpose of maintaining the proper guage
or distance of the wheels. At the front end of the axle, from 6 to c, I cut a
screw and fit thereon a flanged circular nut d, correctly turned on its outside,
B

page_text: for the purpose of retaining the wheel upon the axle; this nut is to be locked
in its place after the wheel is adjusted by means of a pin or otherwise. The
wheel boss F is cast with an interior chamber to contain lubricating material,
and is provided with an oil hole for the purpose, which is secured by a set screw;
it is also formed with a circular recess fat each of its ends, surrounded with a
flange, as shewn at e, e; these recesses are bored perfectly cylindrical, and the
metal glands shewn at G, G, are fit therein, one of which also fits upon the
collar at the back, and the other on the circular nut at the front end of the
boss. I then place platted cotton, spun yarn, or any proper description of
packing into the recess at each end of the boss, and attach the glands, one at
each end, by bolts or screws, to the flanges of the boss, and so press the
packing into the recess, and cause the same to press on all sides, and prevent
an escape of the material used within for the purpose of lubricating when the
wheel is in motion. The arrangement for retaining the wheel on the axle may
vary according to circumstances, but the novelty consists in manufacturing
bosses for loose wheels with interior chambers and stuffing boxes with glands
at either of their ends.
The box d is made
Figure 66 represents a longitudinal section of one of my new descriptions
of grease or oil tight axle boxes, provided with my improved description of
axle bearings, such being in connection with an axle. A represents the axle
journal. B, a metal bearing for supporting the vehicle direct from the axle.
C, a wrought-iron stud fastened in and projecting from the end of the axle for
the purpose of passing through and supporting the front end of the axle box,
and preventing any lateral movement of the box upon the journal of the axle.
This stud is screwed at its outer end and fitted with nuts and pins for locking
the same, and may be made in the solid with the axle.
open at the top, in order that the bearing may be passed through and seated
upon the axle journal, and provided with a hole at each end, the front one
fitting the projecting stud, and the back one fitting that part of the axle upon
which it is supported. The inner end or back of this box is also formed with
a circular recess to contain packing, as shewn at e, and has a flange pro-
vided with holes for the purpose of attaching the gland or plate f thereto.
This box is covered with a plate of iron having a hole admitting the upright
part of the bearing passing through it. A portion of this plate may be formed
into a lid or opening to supply the box with lubricating material. After fixing
the box in its place, I make good the opening at the back by filling the
recess with cotton or other packing, and pressing the same within the groove
tightly round the axle by means of the back plate, which is attached to the

page_text: flange of the axle box, and after adjusting the box by the screw at the end of
the axle, I screw a flanged cap 9, with leather washer, on to the front end of the
box, and make a tight joint therewith, when the same is complete.
And another mode of adapting these boxes to a confined space between the
journal of the axle and the boss of the wheel, is by making the latter form the
gland or plate to compress the packing within the groove of the axle box, such
being accomplished by means of the screw at the front end of the axle. Or
in place of the boss of the wheel forming the gland or compression plate,.
the arrangement may be reversed by making the groove in the boss of the
wheel and the gland on the back of the axle box; or a modification may be
used similar to that shewn in longitudinal section at Figure 67, cross section
at Figure 68, and plan of top at Figure 69, corresponding letters being used
in each Figure to represent the same parts. In this case the boss of the
wheel, as well as the axle box, is grooved to receive packing, and a metal
washer or gland is placed against the packing in each groove, and com-
pressed within by means of a spiral spring in connection with the screw
arrangement at the end of the axle. A represents the axle. B, the screwed
stud projection at its end. C, the axle box. D, the wearing part of the
bearing. E, a saddle striding the latter, and raised sufficiently high to receive
the weight and support the vehicle independent of the axle box. F, a circular
metal hoop acting as a gland to press the packing into the grooves of the axle
box and wheel boss, as represented. G, a spiral spring placed against the end
of the axle box. H, a washer against the spring, which is compressed by the
nut N, which compression forces the body tightly against the circular hoop at
the back, and makes therewith a joint for retaining lubricating material within
the box; the front end of the box is covered and made tight by means of the
metal cap O, which is secured with a leather washer between the joint by
screws or otherwise; and in place of cotton or other packing, leather washers
may be substituted within the before-mentioned grooves. And I would observe
that the before-mentioned arrangement of a spiral spring in connection with a
screwed projection at the end of the axle, and the improved bearing, as pre-
viously described, may be applied to the first described or any other axle box
made suitable to receive the same.
My improvement in adapting axle boxes to journals to prevent the end wear
of their bearings is shewn at Figure 71. A represents the axle box with its
back end faced true to the seat of its bearing, and its front end provided with
a hole to clear the projecting stud of the axle. B, an ordinary description of
bearing made a little shorter than the journal. C, the improved axle, having its
end furnished with the screwed stud previously described. D, the boss of a

page_text: wheel, with its front faced true to the axle. E, a metal or timber washer,
which may be lined with leather, filling the space between the boss of the
wheel and the axle box. To fix this arrangement I place the washer against
the face of the boss of the wheel, and then fix the axle box with its bearing on
the axle, and adjust the same against the washer and face of the boss of the
wheel by means of the screw at the end of the axle, after which I fix a lock
nut and safety pin to secure the same; and it will be seen that the ends of the
bearing are relieved from lateral wear, and that the lateral shocks and friction
is against the wheel boss or washer on one side, and the nuts and collars of
the axle projection at the other side, and that any play that
time take place is easily taken up by readjustment.
may in process of
And another improvement of loose wheels in combination with axles and
axle boxes is shown at Figure 70. To effect this I take an axle with its
journal formed in the usual way, and turn it, with a slight taper from the
back shoulder of the journal towards the centre for a sufficient distance to
form the wheel bearing, and groove or channel the same to admit the lubri-
cating material that may be used to pass to and from the axle box and wheel
boss. I then fix the metal collar C at a proper distance to suit the gauge of
the wheels, or it may be formed in the solid with the axles. I then make
one of my improved naves or bosses A, with stuffing boxes, same as
previously described in reference to Figure 65, excepting that I make the
gland in the stuffing box and its front end to fit over the circular projection B
at the back of the axle box, the end of which projection comes in contact
with a friction washer between it and the wheel, as shewn by f. I prefer
making the front gland in two halves, in order to attach the same readily.
The axle box and independent bearing is arranged by another modification
on like principle to that described at Figure 66, and similar, excepting the
circular flange at its back end being substituted in the place of a stuffing box and
gland. To fix this arrangement I place the wheel and axle box upon the axle,
as shewn, and adjust them by the screw at its end to the proper amount of
ease in their working parts, so as to allow of the wheel moving independently
of the axle, or of the axle and wheel revolving together, after which I fix on
the lock nut, and secure the same with a safety pin to prevent any shifting
from the previous adjustment. I then pack the stuffing boxes and screw up
the glands, after which I attach the front cap, as before described in reference
to axle boxes, and the whole is complete. And I would remark, that when I
use hollow axles for the purpose of containing the material used for lubricating
wheels or axle journals, a similar projecting stud must be formed in their ends
for the purpose of filling them up and preventing lateral movement of loose

page_text: wheels or axle boxes and bearings on their journals, as before described;
or in place of the studs a long tie rod or bolt, screwed at each end, may be
used, passing through the same with its ends projecting. And it will be seen
that the previously described arrangements provides improved methods of
retaining the material used in lubricating loose wheels and axle journals, and
that such arrangements of axle boxes, in combination with their improved
axles and bearings, will overcome the difficulty hitherto experienced in keeping
them oil or grease tight by reason of the axle box being relieved from the
weight of the vehicle.
The third part of my Invention, which refers to improvements in machinery,
is in the construction of a machine capable of performing vertical, angular, and
circular sawing, as well as the boring of timber, which machine is generally
useful in the manufacture of rolling stock, and more particularly in that of
making the timber bodies of their wheels.
My improved machine is represented by Figures 72 and 73, corresponding
letters being used in each to denote the same parts; to construct which I cast
a pair of side standards A, and fix the two stretcher bolts B, and attach to
them the two cross heads C, fitted with guides to support the working saw
frame. I then fix the crank shaft D into its bearings at E, with its fly wheel
and speed pulleys attached thereto, after which I fix the working frame F into
its guides in cross heads, and then attach the connecting rod G to the crank
shaft and the saw frame. I then arrange the feed motion for circular sawing
by means of an eccentric II fixed on the crank shaft, and working into the
ratchet wheel I means of an excentric rod J, and the bell crank lever K,
which works the pall L into the teeth of the ratchet wheel, and makes the
same partially revolve at every up-stroke of the working frame. To the
spindle M with the ratchet wheel I place another small pulley N for com-
municating motion to the wheel plate O for sawing circular. The latter is
made of cast iron, and fixed on the hinged frame P, which is attached to the
standard by means of hinge joints and pins. Under the wheel plate, and on
the top of the hinged table, I make a horizontal slide to be worked by the
screw and handle Q, which provides the means of adjusting the diameter of
the timber to be sawn. I then fix the endless chain in a groove round the
wheel plate, and against the guide pulley on the spindle, and round the driving
and friction pullies, and tighten the same with the weighted compound lever R
to drive the wheel plate at such speed as may be required, that being adjusted
by the excentric rod and sliding joint. When it is required for angular
sawing I raise the hinged table to the required angle by means of the vertical
screw, worked by the hand wheel nut S, that being supported by the column T,

page_text: and the arrangement is completed for sawing. The body of a wheel is repre-
sented fixed on the hinged frame of the machine by means of the conical
collar U being thrust into a hole in its centre, and tightened down by the
four-handled nut V, as shewn, and ready for being sawn. To make the boring
part of this machine I fix two brackets W, into which I fit the guides to
support the boring. bar X. To give motion to the latter, and to support the
coned pulley and the bevil wheel which works into the bevil pinion fixed on
the drill bar, I fix two other brackets Y, and it will be seen that by communi-
cating motion to the coned pulley the boring bar will revolve. The pressure
required for the purpose of boring is arranged by means of the long lever Z,
and vibrating fulcrum joint, admitting the handle being pulled down by the
attendant of the machine.
Having now described the whole of my Invention of Improvements in the
Construction of Railways, in Railway Rolling Stock; and in the Machinery for
Manufacturing the same, in compliance with the proviso before mentioned
contained in the herein in part recited Letters Patent, I desire it to be under-
stood that wherever I have described a combination of parts in any of my
rails, chairs, sleepers, wheels, machinery, or otherwise, that I lay no claim to
the parts taken separately, or to the material or materials of which such part
or parts is or may be composed, except in such case as I may have reserved
and claimed the same. And I would also observe, that although I have
endeavoured, where sizes or proportions are given, to give as nearly as possible
those most correct, yet I do not confine myself to them as set down, as it is
evident that under various circumstances such proportions or sizes may, or, in
fact, must be varied to suit or apply to such circumstances. And, further,
where I speak of iron or other metal or timber or other material, without
exactly specifying the kind or sort to be used, I desire it to be understood
that I intend the sort, kind, or description to be employed that may be
found most applicable to the purpose by practical experience; but what I do
claim as of my Invention, and as protected by Letters Patent as aforesaid,
is,―
Firstly, I claim the rails for railways as herein described, and shewn or
illustrated in the Drawings hereunto annexed, from, at, or by the Figures 1 to
18, both inclusive, in Sheet 1 thereof.
Secondly, I claim the various combinations of parts forming railway chairs,
as herein described and shewn in the annexed Drawings, from, at, or by the
Figures 19 to 24, both inclusive, in Sheet 1 thereof.
Thirdly, I claim the various combinations of parts forming sleepers or
chairs and sleepers combined for use on railways, as herein described, and

page_text: shewn or illustrated in the Drawings, from, at, or by the Figures 25 to 31,
both inclusive, in Sheet 1 thereof.
Fourthly, I claim the various combinations of parts herein described,
forming or used for supporting and improving joints of rails on railways,
either in combination with sleepers, or otherwise combined, as herein described
and shewn in the Drawings from, at, or by the Figures 32 to 46, both inclusive,
in Sheets 1 and 2 thereof.
Fifthly, I claim the combination of parts for improving the seats of vehicles
used on railways, herein described and shewn in the Drawing from, at, or by
the Figures 47 and 48, both inclusive, in Sheet 3 thereof.
Sixthly, I claim the various combinations and arrangements of parts for
forming or making wheels for railway rolling stock, as herein described, and
illustrated or shewn in the Drawing hereunto annexed, from, at, or by the
Figures 49 to 65, both inclusive, in Sheets 2 and 3 thereof.
Seventhly, I claim the various combinations of parts for forming, combining,
and adapting axles, axle boxes, and bearings for or to rolling stock, whether
such are dependant on or independant of each other, or in connection with
wheels, as herein-before described and illustrated, or shown from, at, or by
Figures 66 to 71, both inclusive.
Lastly, I claim the arrangement of the table appertaining to the sawing
and boring machine in connection with the upright pillar and standard, as
herein described.
In witness whereof, I, the said Richard Christopher Mansell, have here-
unto set my hand and seal, this Twenty-third day of October, in the
year of our Lord One thousand eight hundred and fifty-two.