CERTAIN IMPROVEMENTS APPLICABLE TO RAILWAYS, AND IN THE CONSTRUCTION AND MANUFACTURE OF WHEELS, ENGINES, AND MACHINERY TO BE USED THEREON, PART OR PARTS OF WHICH ARE APPLICABLE TO OTHER ENGINES, AND WHICH WHEELS WITHOUT A FLANGE ARE ALSO APPLICABLE FOR USE ON TURN- PIKE ROADS
Year: 1839

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, ISAAC
DODDS, of Masbrough, and WILLIAM OWEN, of Rotheram, both in the County
of York, Civil Engineers, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Sixteenth day of September, in the third year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto us, the said
Isaac Dodds and William Owen, Her especial license, full power, sole privilege
and authority, that we, the said Isaac Dodds and William Owen, our exe;
cutors, administrators, and assigns, or such others as we, the said Isaac Dodds
and William Owen, our executors, administrators, or assigns, should at any
time agree with; and no others, from time to time and at all times during
the term of years therein mentioned, should and lawfully might make, use,
exercise, and vend, within England, Wales, and the Town of Berwick-upon-
Tweed, our Invention of "CERTAIN IMPROVEMENTS APPLICABLE TO RAILWAYS, AND
IN THE CONSTRUCTION AND MANUFACTURE OF WHEELS, ENGINES, AND MACHINERY TO
BE USED THEREON, PART OR PARTS OF WHICH ARE APPLICABLE TO OTHER ENGINES,
AND WHICH WHEELS WITHOUT A FLANGE ARE ALSO APPLICABLE FOR USE ON TURN-
PIKE ROADS;" in which said Letters Patent is contained a proviso obliging
us, the said Isaac Dodds and William Owen, by an instrument in writing
under our hands and seals, or under the hand and seal of one of us, parti-
cularly to describe and ascertain the nature of our said Invention, and in what
manner the same is to be performed, and to cause the same to be-inrolled

page_text: in Her Majesty's High Court of Chancery within six calendar months next
and immediately after the date of the said in part recited Letters Patent, as in
and by the same, reference being thereunto had, will more fully and at large
appear.
NOW KNOW YE, that in compliance with the said proviso, we, the said
Isaac Dodds and William Owen, do hereby declare that the nature of our
said Invention, and the manner in which the same is to be performed, are
particularly described and ascertained in and by the following description
thereof, reference being had to the Drawings hereunto annexed, and to the
figures and letters marked thereon (that is to say) :-
Our improvements consist,―
First, in certain novel constructions of metallic wheels applicable to locomo-
tive engines and carriages to be moved on railways and also on ordinary
roads.
Second, in an improved method of forming cranks and crank axles.
Third, in a new mode of connecting the carriages together in a train, by
means of which any one of the carriages will be immediately disconnected from
the train in the event of its passing off the rails.
Fourth, in a novel method of applying springs to the buffers of railway
carriages, and also for the elastic supports of such carriages, and also for
preventing the lateral motion of the wheels or axles being communicated
direct to the carriages.
Fifthly, in the construction of some of the working parts of steam engines,
which are applicable both to locomotive, marine, and stationary engines. And,
Sixthly, in novel constructions and modes of working the shunts or
switches for conducting the carriages from one line of rails on to another.
We proceed first to describe our improved wheels, which are to be made
principally, if not entirely, of wrought iron. The modes of constructing the
wheels will be seen by the several Figures in the accompanying Drawing.
Referring particularly to which, Sheet 1, Fig. 1, is a side view of one of our
improved wheels complete; Fig. 2 is a section of the same taken vertically
through the middle of the wheel; Fig. 3 represents in perspective a long
bar a, a, formed by rolling or otherwise, which is made smooth on the upper
surface, but has certain indentations and recesses on the under surface for the
reception of the peculiarly formed spokes; and Fig. 4 shews one of these
spokes in perspective. The bar a is to be cut into suitable lengths, as at
Fig. 3*, and two of the spokes b, b, are to be welded to it in the manner
shewn in that Figure. When that has been done, this piece of the bar a is
to be bent into the form of a segment of the felloe, and
the spokes set truly

page_text: in radial directions, as shewn at Fig. 5. So many of these portions of the
bar a and spokes 6 as will constitute an entire wheel are then put together
in a mould, and the nave or box of the wheel cast on to the inner ends of the
spokes. The wheel having been thus formed, the junctions between the
pieces or portions of the felloe are then to be welded together, and the wheel
is complete, or the welding or uniting of the portions of the felloe may be
done before the nave or box is cast on to it. If it should be necessary to put
a tire upon this wheel, that may be done by rolling a long bar in the ordinary
way, with such a flange, if required, as will suit the particular railway on
which it is to be used. And when this tire bar has been bended and welded
into a correct circular form, the tire hoop so made must be heated and then
shrunk on to the felloe of the wheel, and it may be further secured by one or
more small studs on the inside of the tire let into the outer periphery of the
felloe. In order to give greater security to the tire so attached, it may be of
advantage to turn the outer periphery of the felloe to a slightly bevelled form,
and to roll or turn the tire iron to a corresponding bevel with a shoulder, as
seen in Fig. 2, the tire being then shrunk on, it will be imposible for it to be
loosened from its place by any vibratory action when in use.
Another construction of wheel is represented at Fig. 6, which exhibits a
complete wheel, Fig. 7 being a section taken vertically through the centre of
the same. In forming these wheels we first provide bars of iron of suitable
lengths and thickness for the spokes, and having tapered one end of each bar
and enlarged the other end, we then produce in their enlarged parts certain
indentations, as shewn in the two views of such bar at Fig. 8. We then
provide three cylindrical collars or rings, which when combined are to produce
a nave or box for the central part of the wheel. These collers or rings and
the taper ends of as many bars as there are to be spokes in the wheel, are
then heated to a welding heat for the purpose of connecting them together.
One of the collars in its heated state is to be placed upon a block, as at c,
Fig. 9, and then a series of the bars b, b, are to be ranged around it in radial
positions from the centre at equal distances apart, their taper ends resting
upon the face of the ring or collar c; the second ring d is then in its heated
state laid upon the ends of these rods 6 in coincidence with the first-mentioned
ring c, and upon the upper face of this second ring d the taper ends of
another series of bars b, b, in like manner to be placed radially round the
centre, and then the third ring or collar e in its heated state is put upon these
in the way shewn at Fig. 9. The whole are then forced into close contact by
pressure from above, by which means the collars and ends of the spokes
become welded into one solid mass. The spokes so fastened into the nave.

page_text: in radial positions are then to be set or bent into the inclined form shewn at
Fig. 7, ready for attachment to the felloe or tire. The felloe or tire a, a, a, is to
be made from a long bar rolled either with or without a flange on the outside,
and with certain snugs or projections f, f, f. on the inside, having a longitudinal
groove in each snug for the reception of the outer ends g, g, of the spokes.
This bar a being then bent into a hoop or correct circular form and welded at
the joint, the intended ends g, g, of all the spokes are to be introduced into
the grooves of the snugs f, f, the hoop being in a heated state, and then a
key i inserted in the notch or recess between each couple of spokes, as seen
in Fig. 7, which will force up the ends of the spokes laterally against the sides
of the snugs, and renders them tight and secure. The security may be still
further promoted by punching or indenting the sides of the snugs into the
other notches or recesses in the ends g of the spokes. In some instances we
make the two opposite spokes of this construction of wheel in one piece, as
shewn at Fig. 10, combining them with the nave between collars in the way
above described. We also, under some circumstances, weld the outer ends
of the spokes to the tire or felloe, which may be done in the manner shewn at
Fig. 11, where it will be seen that a small nib or tenon formed at the end
of the spoke is inserted into a small hole in the tire, and wedge pieces are
'heated and placed at the sides for the purpose of welding the spokes and tires
securely together. On the parts may be formed and connected, as shewn at
Fig. 11. The spokes may also be welded to the tire or felloe by forming
their ends and the tire in the way shewn in Fig. 12, or without wedges, as
shewn in Fig. 13.
Another niode of fastening the spokes into the nave of the wheel is shewn
in Figures 14 and 15. The nave h is produced by binding a portion of a
rolled bar with a flange on each side into a cylindrical shape, and inserting the
spokes (having dovetailed crutch ends) into the groove between the flanges,
as at Fig. 14, where they are made fast by heating in the sides of the flanges,
or they may be welded. The sides of the crutch ends are bevelled to fit each
other, as shewn by dots in Fig. 15, and they may be prevented from slipping
round upon the nave by one of the crutch ends being inserted deeper into
the nave than the other crutch ends, or by a bolt passed through the flanges.
Another variation in the method of constructing a wheel is shewn at
Fig. 16, in which the nave is of wrought iron, formed with one flange k; the
spokes are bars of iron b, b, being bént at right angles, and made to meet on
the periphery of the nave at 1, 1; these are held fast by a ring of iron m, m,
shrunk upon them, and further confined by a nave hoop o, o, also shrunk
'on. The outer end of the spokes are passed through mortice holes in the

page_text: felloe p, p, and welded thereto, after which the tire is shrunk on, which
confines all the parts securely together. The wheel shewn at Fig. 17 is
constructed of segmental plates of iron bent up or having flanges round their
edges to give them strength and to afford the means of their attachment to
the nave and felloc. The nave is of wrought iron, having a groove round its
periphery, into which the smaller end of each segment piece is inserted, and
the segment pieces are all held to the nave by a hoop of hot iron shrunk on,
as shewn in the section at Fig. 18. The outer flange of each segment piece
is grooved for the purpose of fitting a rib q, q, on the inside of the tire hoop,
which is to be likewise heated and shrunk on to it, in order to confine all the
segment pieces, and render the wheel firm. If it should be required to lighten
this construction of wheel, that may be done by piercing out portions of the
segment plates, as shewn by dots in Fig. 17.
Instead of a series of segment
pieces connected together in the way shewn at Figs. 17 and 18, we some-
times, attach segment pieces to the naves and felloes in the manner represented
at Figs. 19 and 20. The segments a, a, a, are cut out of plate, and a flange
turned up at their outer edge for attaching them to the felloe, and at their
inner edges for connecting them to the nave. The nave is of wrought iron
bent round to the cylindrical form; but not welded at the joint. A flange is
formed on one end of the nave at k, and the segment pieces being placed
round it are held fast to the nave by a ring or hoop m shrunk into the turned-
up inner edges of the segment pieces, and they are further secured by a
collar r.
The felloe is a ring of iron s, s, placed between the turned-up outer
It has notches formed
edges of the segment pieces, and shewn at Fig. 20.
to receive the edges of the segment pieces, and it is introduced in a cold state.
The tire iron is afterwards shrunk on, which completes the wheel.
Figs. 21 and 22 shews another construction of wheel formed by segment
pieces or plates, but differently connected to the former. The nave is made
of four segmental blocks or pieces of iron t, t, t, t, put together but not
attached. In the outer periphery of the nave grooves are made for the
reception of the turned-up edges of the segmental plates, and they are made
fast in the situations shewn by outside collars v, v.
The felloe is a hoop
of iron u, having internal grooves for the reception of the outer edges of the
segmental plates. When the edges of the segment plates have been inserted
into the felloe, keys w, w, are to be driven in between the segmental blocks
forming the nave for the purpose of expanding the nave and fixing the
segment plates firmly to the felloe. The rings v, v, are then shrunk on to
the sides of the nave, which will confine the segment plates securely. The
tire iron is then attached by shrinking it on, and it may be further secured

page_text: by bolts and rivets.
Another modification of the same kind of wheel is
shewn at Figs. 23 and 24. In this instance the nave is welded into the form
of a cylinder, and has a rib y, y, round its middle, against which the inner edges
of the segment plates are shouldered and made fast by outer rings z, z. The
outer edges of the segment pieces are inserted into grooves in the felloe,
which is to be heated and shrunk on to them, and the sides of the segment
pieces are supported and secured by sockets and bolts, as shewn. Figures 25
and 26 represent the same construction of wheel, but in which the inner edges
of the segment pieces have the nave cast on to them.
Our improved mode of forming cranks and crank axles is shewn at
Figures 27 and 28. In order to produce great strength and a more perfect
tenacity of the iron, as well as facility of manufacture, we cut out from plates
of iron, by a stamping press or other convenient means, any number of pieces
to the form or figure of the article wanted, and then, having combined these
pieces, weld them all together into a solid mass, as shewn in the Figures.
The improved apparatus by which we connect the carriages one to another
upon the lines of railway is shewn in a horizontal view at Fig. 1, Sheet 2,
and in elevation at Fig. 2. The attachment is formed by a tumbler and key
within the box a, a. A lug or projection b at the back of the box a receives
the joint pin c of the connecting rod d (as seen in Figures 1 and 2), which is
attached to one of the carriages. The connecting rode of the other carriage
is attached by the joint f to the socket g of the tumbler h, seen detached in
Fig. 3. The box a has a recess opening in front, into which the socket g of
the tumbler is inserted when the carriages are connected, as shewn by dots in
Figures 1 and 2. The key i is affixed to an axle k, k, turning in stationary
bearings i, j, in the box, but seen detached at Fig. 4, which key, when the
socket g is inserted into the box, falls into the opening in the tumbler h, and
on being turned round carries the tumbler round with it, as shewn in Fig. 5,
and thereby locks and prevents the parts being separated. The axle k on
which the key i is fixed may be turned by hand for ordinary connection, but
we have adapted an apparatus which will be self-acting, and disengage the
connection if the forward carriage should happen by accident to run off the
road. To the joint-piece f two plates 1, 1, are firmly attached, having their
inner edges curved; and to the axle k two levers m, m, are afixed, which rest
upon
the plates 1, 1, when the key and tumbler have turned round and have
locked the socket g and box a together. From the under side of each lever m
a horn or bent arm n extends, which is so curved that its edge may act against
the curve of the plate 1. When the carriages are locked together and are pro-
ceeding forward upon the rails, the levers m remain quiescent, as shewn in

page_text: Fig. 2; but in the event of the forward carriage running off the lines of rails,
the connecting rod e-will be drawn out of its straight direction, as shewn by
dots in Fig. 1, and the curved surface of the plate l, then acting as an inclined
plane against the edge of the horn n, causes the lever m to be raised, and by
that means the axle k to be turned so as to bring the key i and the opening
of the tumbler h exactly opposite to the opening in the socket g, when the
socket will be free to slide out of the box a, which it will be made to do by
the draft of the locomotive engine; and the hinder part of the train of carriages
will be instantly disengaged from the forward part of the train, and any further
ill consequences prevented.
of
In our
Our improvements in the application of elastic springs to buffers of loco-
motive engines and carriages are shewn at Figures 1, 2, and 3 in Sheet 4;
and consist in the novel arrangement of coiled or helical springs to produce a
more sensitive elasticity in buffers than can be obtained in the ordinary way
constructing buffers with coiled or helical springs, where they are all of nearly
equal power and equal capability of expansion and contraction.
improved buffers we use helical or coiled springs of wire of much less strength
than are ordinarily used, and therefore employ a greater number of them in
each buffer; and in order to produce greater sensibility in the buffers, we use
springs of different lengths or degrees of inclination of coil. This we effect by
placing springs of different lengths abutting upon different steps or stages in
the extreme ends or parts of the buffers, the longest springs being placed
between the two steps or abutments furthest apart, and the shorter between
those nearest to each other; by this means we get springs of different elastic
force acting in conjunction at one time. The Figures will suffice to explain
this improved mode of applying coiled or helical springs to buffers. Fig. 1 is
an outside view of one of our improved buffers, Fig. 2 is a longitudinal
a is the
section, and Fig. 3 is a transverse section taken through the same.
outer end or extremity of the buffer; 6 is a part of the carriage or engine
framing, or a solid piece attached thereto; c, c, d, d, are coiled or. helical
springs of wire or rod steel placed around guide rods e, e, which are attached
at one end to the piece a, and are passed and slide freely through holes in the
piece b, and are connected together by a plate f at the other end. The coiled
springs c, c, have their abutments against the end piece a and step 9, and the
5 springs d also abut against the end piece a, and have their other resistance
against the step h. In these Figures only two sets of springs, having two
different abutments, are shewn, but we intend to use three or more sets of
springs, all with different abutments, in cases where it may be found desirable.
The above-described Figures will suffice to shew our improvement, which

page_text: consists in having different sets of springs of different lengths and different
distance between the abutments of each set of springs. The whole may be
inclosed in a leather or other elastic casing i, i, secured by rings and rivets at
k, k, in any convenient manner. We would here remark, that these springs or
buffers may be used as means of traction to the hinder carriage by connecting
a rod to the plate f, which is to be passed under the carriage to the coupling in
front of the next carriage, and so on through the whole train.
The improved arrangement of springs upon which we suspend the loco-
motive carriages and give them steadiness will be seen by referring to the
following Figures:-Fig 1, Sheet 5, is an external elevation of the frame in
which the springs are mounted; Fig. 2 is a vertical section taken through
the middle; Fig. 3 is a horizontal section taken through the lower part of the
frame; and Fig. 4 is a similar section taken higher up. The axle of the
carriage is represented at a, and the frame at b, b, b. The axles turn in
plummer blocks c, c, which plummer blocks are mounted in a slider d, d, that
moves up and down in the frame. On the upper part of the slider a series of
helical springs e, e; (of different elasticity) are mounted, bearing upwards
against the top plate of the frame, so that as the weight of the carriage
increases; or as the wheels pass over any inequalities in the line of road, the
slider will move up and down in the frame; the collection of springs on which
the framing of the engine bears will, by their elasticity, tend to neutralize this
action or effect. The several coiled springs are placed upon and confined by
conical nibs f, f, at top and bottom, as will be seen by the Drawings, or they
guides. The springs to prevent the lateral motion of the
wheels and axles being communicated to the carriages, are shewn at g, g.
In order to gain this effect the axle must be mounted in a frame or box
capable of sliding laterally within the vertical slider d, and this lateral
sliding frame must, of course, carry the plummer boxes c, c. The frame
having this lateral movement is shewn at h, h, and contains the brasses or
boxes c, c, which are confined to the axle by collars, and they are in like
manner confined to the sliding box h, h. The springs g, g, press on their s
centre part against the end of the box h, and their ends are connected by
link pieces i, i, to ears or lugs on the vertical sliding frame d, as is clearly.
shewn in the Drawings. It will be evident to all practical men that the
vertical sliding frame d, d, will admit of any up-and-down motion of the
carriage or engine, and the box h, h, sliding laterally, will admit of any lateral s
motion of the wheels or axles without its being directly communicated to the
carriage; or the same effect may be produced by coiled or helical springs in
place of the bent springs, as shewn in the Drawings.
may be secured

page_text: PURPOSES.
Our improvements in locomotive engines consist in an improved manner of
applying the power of the engine to the running wheels; and as regards
engines generally, in improved arrangements and constructions of mechanism
for cutting off the steam at any required portion of the stroke, and for work-
ing the same expansively; in improved constructions of apparatus for reversing
the motions of engines, and in the constructions of pistons used therein; and,
lastly, as regards engines and carriages, in the novel or peculiar application of
springs to the axles and wheels of engines and carriages to prevent any lateral
or sideway motion of the axles or wheels being communicated to the body of
the carriage; and in improved construction of springs for the vertical motion
of the carriages and engines.
+
Our first improvement, as regards locomotive or railway engines, consists in
applying the power of two or more engines direct to two or more différent
shafts or axles of the wheels, thereby making all these wheels "driving
wheels," and doing away with the necessity of the couplings and connecting
rods usually employed to communicate motion from the one pair of crank or
driving wheels to the others on ordinary running wheels. In this improve-
ment two or more cylinders may be used, but we prefer using three. The
several Figures in the accompanying Drawings, Sheet 3, shew one modifica-"
tion of the application of this number as applied to a locomotive steam engine."
Fig. 1, Sheet 3, is a side elevation; and Fig. 2 a plan view of a locomotive
engine, drawn in outline, the framework and engines situated on the outsides,"
together with their parts or mechanism, being drawn in black lines, the wheels,
axles, and the interior engine and its parts are drawn in red lines, the situation
of the boiler and furnace casing being shewn in blue lines, in order to explain
the position of the several parts without confusion. The engine cylinder
marked a in this arrangement is placed in the centre of the smoke box, and
is connected by the rod to its crank on the middle shaft b, b, of the centre
pair of wheels c. The other two engine cylinders e, f, are placed outside the
fire box or smoke box, and are connected by the rods g, h, with the cranks i, k,
on the ends of the shaft furthest from them, and upon which are fixed the
other pair of larger wheels k*. The engines may either be arranged in these
positions, or the three cylinders may be placed side by side in the smoke box,
two of them being connected with one crank shaft, and the other engine
cylinder with another shaft. The wheels to which both cylinders are attached
may be of less diameter than the others, their excentrics or driving apparatus
being placed upon their own shaft, the other cylinder having its driving appa-

page_text: ratus on its shaft; m, m, are the piston rods and parallel motion of the
engines; and o, o, the excentrics and rods for working their slide valves.
When two engine cylinders are used, and two single crank shafts (one to
each, then we place the two excentrics upon one crank shaft, which will do
away with the necessity of the outside couplings or connecting rods; its one
crank shaft will then drive both engines, the excentrics being placed at the
required angles to each other; in this case all four of the driving wheels are
to be of the same diameter. The steam may be worked expansively in the
cylinders by means of a cut-off valve. placed in the steam pipe immediately
above the steam chest or box, the required motion being communicated to it
either from the cylinder crosshead or from any convenient part of the excentric
strap which works the valves; but we prefer to use our improved mechanism
shewn in Figures 3, 4, 5, 6, and 7, Sheet 3. This improved construction of
expansion gear is applied direct on to the rotatory shaft or axle of an engine,
and consists in a novel construction and arrangement of parts, whereby we
are enabled to change the position of the excentrics as regards the centre of
their shaft, that is, to place their centres more or less excentric therewith,
without stopping their rotatory motion, and even bring the centres of both
coincident, so as to stop the action of the valves and engine when.required."
The excentrics are mounted on their shaft between guide pieces or ears fixed
thereon, so as to prevent the excentrics sliding laterally on the shafts, but
allowing them to move between these ears transversely. The parts which
move the excentrics more or less from the centre of the shaft are inclined
planes or wedge-shaped pieces sliding laterally upon the shaft, and passed
through slots or openings in the excentrics, so that as they are forced through
them they shall change the relative positions of the centres of the excentrics
and shaft. These wedge-shaped pieces are securely connected to the shaft
by keys working in long slots, so as to prevent the inclined planes slipping
round .upon the shaft, consequently they are made to revolve with it, and by
passing through slots in the excentrics also cause them to revolve with the
shaft. The inclined planes or wedges are connected to a clutch box moved
by a forked lever, so as to slide them laterally to and fro upon the shaft
without interrupting their rotatory motion.
Fig. 3 is a longitudinal section, shewing a detached portion of a shaft or
axle, with an excentric and our expansion gear attached thereto. Fig. 4 is a
transverse section taken through the same (in the line a, b, Fig. 3). In
both these Figures the excentric is shewn in the position with its centre
most distant from that of the shaft. Fig. 5 is a side view of the shaft and
our improved excentric gear. Fig. 6 is another longitudinal section, and

page_text: Fig. 7, a transverse section of the same. In all these Figures the inclined
planes are brought into another position, the centre of the excentric being
placed coincident with that of the shaft, and when in this position no effect
will be given by the excentric to the rods which work the slide valves of the
engine;, but it will be evident, that if the inclined planes and the excentric
be brought into any position between these two extremes, then the valves
will have more or less motion given to them according to the greater or less
distance the centre of the excentric is situated from that of the shaft, and
therefore the engineer has the means of using his steam at pleasure.
a is the
portion of the shaft. 6, the excentric mounted so as to move freely between
the two lugs or ears c, d, which are fixed firmly upon the shaft by screws
or otherwise. e, f, are the inclined planes passing through shots or openings
in the excentric, as shewn in the Figures, and are secured from turning upon
the shaft by the keys and grooves g, g; these two parts are attached together
by coupling pieces h, h, on each side of the excentric. The inclined planes
are moved laterally upon the shaft by means of the clutch box i, i, connected
in any convenient manner to them or to the coupling pieces g, and it is put
in motion by means of a forked lever taking into the groove k, and may be
actuated by any convenient part of the engine in the ordinary way of working
clutches. We would here remark, that other excentrics with this our im-
proved working gear applied thereto may be adapted on the same shaft for
the purpose of forming reversing gear for changing the stroke of the engine.
or reversing its motion, the inclined planes or wedges being in this case 'con-
structed with another excentric and one improved gear, the respective inclined
planes being placed at proper angles to each other so as to change the posi-
tion of the excentrics, such inclined planes being connected by a strap piece.
This will be readily understood by mechanical engineers, and it is not necessary
for us to describe their arrangement more particularly.
Figures 8, 9, 10, 11, 12, and 13, Sheet 3, are different representations of
another of our improvements in the arrangement and construction of appa-
ratus for reversing the motion of the engine. This mechanism is also mounted
on the rotatory shaft, and acts upon the excentrics belonging to the valve
motion so as to change their position. It consists of an inner tube or long
collar embracing the shaft, and mounted so as to slide laterally along it and
at the same time partly around it, like the motion of a female screw around
a male screw. In this tube or collar is formed a coiled slot or groove, and
upon the rake or inclination of the coil of this slot depends the movement of
the excentric. On the shaft is fixed a pin or stud, which projects into this
coiled groove; and, therefore, whenever the collar or tube is moved longitu-

page_text: dinally along the shaft, the pin will cause it (by its connection with the
groove) to move around the shaft. The excentrics are fixed upon another or
outer tube or barrel, embracing the shaft and inner tube (or they may form the
tube itself), but is prevented moving longitudinally by means of a fixed collar
on the shaft and coupling pieces. This outer tube or barrel is securely con-
nected to the inner one by means of a key or feather and a slot, capable of
sliding one along the other, so that whenever the inner tube is moved laterally
along the shaft, it will be drawn out of the interior of the outer barrel; and
(as before stated) in consequence of the pin on the shaft being in connection
with the coiled groove; the inner tube will be made to move around the shaft;
and this inner tube, by means of its connection (the key and slot); will cause
the outer barrel to move with it in the same direction, or with increased or
decreased rotatory speed to that of the shaft, and, consequently, the excentrics
will. be made to move into another or opposite position and change their places
upon the shaft. If thought desirable the coiled slot or groove may be formed
upon the shaft and 'the pin fixed in the inner-tube; in this arrangement of
the parts the same effect will be produced. Figure 8 is an external repre-
sentation of a portion of 'the' shaft; with this 'apparatus applied and adapted
thereto. Figure 9 is longitudinal section of the same; Figure 10 is a trans-
verse section (taken in the line a; b; in Figure 8); Figure 11 is a detached
representation of the inner tube or barrel, shewing the coiled slot or groove;
and Figure 12 is a similar view, shewing the long key or feather. Figure 13
is a longitudinal section of the outer tube or barrel. a is the shaft or axle.
b, b, the excentrics fixed on the outer tube. c, d, is the inner barrel or tube.
e, the coiled groove formed therein. f is the pin taking into it. 9 is the key
or feather taking into the groove h formed in the interior of the outer barrel e.
i is the clutch box by which the inner tube is moved laterally along the shaft;
and k is the collar on the shaft which retains the outer barrel from moving
longitudinally against this collar. The rim (see Figure 13) works and is
confined on the other side by the collar or ring m fastened on to the shaft
by screws or otherwise. It is only necessary further to remark, that the
inclination of the groove or slot e must be sufficient to move the excentrics
round the shaft to the required position. We prefer using our two separate
improvements,.. e. the inclined planes for altering the motion of the valves
and the coiled groove for reversing the engine conjointly. This arrangement
and action of the mechanism may be readily understood by supposing the
inner tube or barrel d (Figures 12 and 13 &c.) to be substituted for the
shaft a. The excentrics being mounted on the outer barrel c, as described in
reference to Figures 3, 4, &c., and the long key or feather ġ of the inner barrel

page_text: converted into the inclined plane or wedge picces e, f, will be made to act
upon the excentrics, and produce the desired effect of changing the position
of the centres, it being understood there is to be a suitable arrangement and
construction of the various parts to allow of this being properly carried into
effect, which is not necessary for us to describe particularly, as it is susceptible
of many modifications or variations. A graduated scale may be placed within
view of the engineer, with an index connected with the inclined planes or
excentrics, to shew their relative positions, and, consequently, the extent of
motion of the slide valves. We should here remark, that we have in the
foregoing description only shewn and described this method or means of
altering the throw of the excentrics or the relative distance of their centres to
that of the shaft as respects excentrics only; but it will be evident to all
engineers that the same mode or means of altering the throw of a crank or
crank pin may be readily adapted to this purpose by attaching the crank pin
to a movable rod or piece, which piece (carrying the crank pin) is to be
acted upon by the inclined planes, so as to move it nearer to or further from
the centre of its shaft. To understand this arrangement and construction of
the parts, we may suppose a part of the shaft to be made hollow, and the
crank pin attached to the end of a piece contained therein, which piece is to
be acted upon by inclined planes situated either inside or outside, so as
to move the pin nearer to or further from the centre of the shaft; we there-
fore claim the moving to or further from the centre of the shaft the centre
of the crank pin or excentric for the purpose of increasing or diminishing the
movements of the valves, and consequently governing the use or application of
the steam to the engine.
Our improvement in the construction of metallic pistons for steam engines
is represented in the several Figures 14, 15, 16, 17, 18, 19, and 20 of the
accompanying Drawing, Sheets 3 and 4. Our improvement consists in an
improved arrangement and construction of the component parts of the metallic
packing of the piston, and its object is to prevent wear in direct lines on the
interior of the cylinder by the junctions of the parts, and to produce an equal
and uniform expansion of the various parts or sections to all parts of the piston.
Fig. 14 is a side view of a piston constructed according to our improvement,
as seen detached from the engine. Fig. 15 is a vertical section of the same
taken in the line a, b, Fig. 17; and Fig. 16 is a similar section in the line c, d,
Fig. 17, which is a horizontal section taken through the piston, the top plate
being removed. Fig. 18 is a section taken through the packing, the top and
bottom parts, as well as the interior springs and rod, being removed to shew
these parts. Fig. 19, Sheet 4, is a rough diagram, in perspective, of the

page_text: sup-
metallic packing of the piston when put together, and shewing the various
component parts removed apart from each other, surrounding the central Figure;
and Fig. 20 is a similar diagram in plan view. a is the piston rod; b, the
top, and c, the bottom plate of the piston. d, d, are the springs to force the
various parts of the packing outwards; these springs are attached to the central
boss or solid parte of the piston. The metallic packing is composed of the four
outer pieces f, f, f, f (tinted red in the Figures); these pieces may be
posed to be slices or sections cut off at two different angles from a solid wheel
(as a millstone), the inclination of these angles would cross.each other thus x.
The broadest part of one pair are placed uppermost, and those of the other
pair undermost. 9, 9, 9, 9, are four corner pieces (tinted yellow), fitting into
the junctions of the outer pieces, and are of a prism shape, cut at an angle
suitable to that of the section of the side pieces, and stand obliquely to the
base line. It will be seen by the Figures that there is no direct perpendicular
line of junction in any of these parts, therefore there can be no direct straight
or perpendicular line of action of these junctions, or of the edges of these
various parts, upon the interior of the cylinder, but that such friction or wear
must, even if the parts were always kept in the same place, extend over the
whole horizontal width of such junction'; and further, that if the springs d, d,
were attached to a moveable collar placed around the boss e (as shewn by the
red circle in Fig. 17), then the wear of these junctions might be constantly
varying over all parts of the interior of the cylinder, the springs d pressing
the prism-shaped pieces outward by their inclined or angular sides, and thus
compel all four of the side pieces to move simultaneously outward, each spring
or other interior elastic force pressing upon the middle or interior part of the
corner pieces and forcing them outward.
Our novel constructions and modes of working the switches on lines of rail-
ways are designed to prevent the carriages getting off the line in the event of
the switches being improperly placed at the time that the carriages are passing,
and to secure the more perfect guidance of the trains from one line of rails to
another.
Fig. 1, Sheet 6, is a plan view of part of the line of parallel rails a, a. The
parts of the line at which the carriages are to take a different direction is
shewn at b, b, from which-they-are. to proceed either on the rails c, c, or d, d.
Fig. 2 is a sectional elevation taken transversely through the railway, shewing
the improved apparatus attached thereto; and Fig. 8 is a side view or lon-
gitudinal elevation. A rocking cradle e, e, e, e, is mounted upon pivots f, f,
and vibrates on stationary bearings. Let it be supposed that a carriage is
advancing upon the rails from a toward b, and is intended to proceed along the

page_text: rails c, c, it is necessary that the cradle should lie in the inclined position
shewn in Fig. 2. The manner of effecting this is by a weighted bell-crank
lever g connected by a slider h, upon which are fixed two inclined planes i; i,
working against the surfaces of two other inclined planes k, k, fixed to the
under parts of the cradle. The weight on the lever g being allowed to fall, as
shewn, the inclined planes i, i, are forced toward the left hand, and the cradle
is thereby tilted so as to raise its right-hand side. It will now be perceived,
by reference to the plan view, that the higher side of the cradle will form with
the right-hand rail a groove, which guides the flange of the right-hand wheel
as it advances against the right-hand rail c; and that the left-hand wheel,
which is by these means gliding off the left-hand rail, and is coming within the
left-hand rail c; but if it is required to conduct the carriage from the rails a, a,
on to the line of rails d, d, then the weighted lever 9 must be raised by hand,
which will draw the inclined planes i, i, to the right, and raise the left-
hand side of the cradle, by which a similar operation will be effected, and
the carriage conducted toward the left hand, that is, on to the rails d, d. If a
carriage should be passing in the other direction, that is, from the lines d, d,
on to the lines a, a, the flange of the right-hand wheel would pass along
an inclined plane m, and on to the right-hand side or edge of the cradle, by
which that side of the cradle would be depressed and the weighted lever g
raised. The carriage will then be safely conducted on to the rails a, a, by the
groove formed on the left side, as before described, without any jolt or impedi-
ment; and the carriage having passed over the cradle, the weighted lever will
bring the parts again into their former position, ready to conduct another train
from the lines c, c, to a, a.
Fig. 4 shews another contrivance for shifting a sliding frame e, e, to effect
the same object. a, a, are the parallel lines of rails. c, c, a pair of rails for con-
ducting the carriage forward at a certain angle; and d, d, another pair of rails
for conducting the carriage at another angle. The side of the frame e, e, acts
as a guide to the flange of the wheels as before, and the frame is shifted to the
right or left for the purpose of guiding the wheel by a slider g, having inclined
planes working in a corresponding inclined recess in a bar k attached to the
frame e, e, which moves upon a fulcrum pin at f. In order to work the guide
frame to the right or left a rod h is connected to the slider g, and also to a
crank arm on the shaft, so that by turning the shaft the slider g will be
made to work backward or forward. The position of the parts being as shewn
at Figs. 4 and 5, a carriage proceeding from the rails a, a, would be conducted
on to the rails by the left-hand edge of the frame e guiding the flange of the
left-hand wheel, as seen in the transverse section, Fig. 5; but if it should be

page_text: desired to conduct the carriage from a, a, on to the other lines c, c, the
slider g must be projected forward, when a tooth i, fixed in the slider, and
shewn by dots, acting in a slot in a fixed plate below, will cause the bar k
and the frame c, e, to be moved forward to the right, when the right-hand edge
of the frame would guide the wheel on to the line of rails c.
Figures 6 and 7 exhibit a modification of the plan described at Figs: 1, 2, 3.
In this instance, instead of the rocking cradle e, e, Figures 1 and 2, we employ
two rocking bars e, e, which are connected by a weighted bell-crank lever g,
and rods h, h. It will hence be perceived, by the sectional elevation Fig. 7,
that the action of the weighted lever will shift the positions of the rocking
bars e, e, keeping the one up as a guide to the flange of the wheel, whilst the
other is depressed, allowing the flange to roll over it, and, thus the wheels of
the carriage will be passed from the lines.a; a, on to the lines c, c, or, vice versa,
on to the line d, d.
And it should be here observed that the features of novelty which we claim
to have invented, in reference to guiding the carriages over the switches, arc
the rocking cradle or rocking. edges e, e, and the appendages for working them,
and the sliding inclined plañes for moving the frame laterally.
In witness whereof, we, the said Isaac Dodds and William Owen, have
hereunto set our hands and seals, the Sixteenth day of March, in
the
year of our Lord One thousand eight hundred and forty.
ISAAC DODDS. (L.S.)
(L.S.) W OWEN.
AND BE IT REMEMBERED, that on the Sixteenth day of March,
in the third year of the reign of Her Majesty Queen Victoria, the said
Isaac Dodds and William Owen came before our said Lady the Queen in
Her Chancery, and acknowledged the Instrument aforesaid, and all and
every thing therein contained and specified, in form above written. And
also the Instrument aforesaid was stamped according to the tenor of the
Statute made in the fifty-fifth year of the reign of His late Majesty King
George the Third..