IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS, JAND IN THE CARRIAGES TO BE USED THEREON
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME,. I, HUGH
GREAVES, of Hulme, in the Parish of Manchester, in the County of Lancaster,
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-second day of
May; in the ninth year of Her eign, did, for Heiself, Her heirs and succes-
sors, give and grant unto me, the said Hugh Greaves,, my exois, admors,
and assigns, Her especial licence, full power, sole privilege and authority,
that I, the said Hugh Greaves, my exors, adññiors, and assigns," or such others;
as I, the said Hugh Greaves; my exors, admors, 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, my
Invention of "IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS, JAND IN THE
CARRIAGES TO BE USED THEREON," in which said Lotters Patent there is con-.
tained a proviso that I, the said Hugh Greaves, shall cause a particular
description of the nature of my said Invention, and in what manner. the same
is to be performed, by, an anstrument in writing under my hand and seal, to
calendar
be inrolled in Her said Majesty's High Court of Chancery within *
months next and immediately after the date of the said in part recited Letters

page_text: 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, I, the said
Hugh Greaves, do hereby declare the nature of my said Invention to consist,-
--First, in_a_surface packed sleeper, which is formed of a hollow trough,
having an opening at or near its top, through which it can be packed or
adjusted so as to raise or depress it to a line with the sleepers on each side of
it, whereby the permanent way may be maintained in working order at less
cost than at present
Also, secondly, in an improved chair, in connection with a tension rod, to be
used at the joints of the rails, which chair may be cast on the trough sleeper
and form a part of it, or be separately cast and used with the tension rod
on trough sleepers, or on ordinary sleepers, whereby the parallelism of the
rails forming one roadway is better retained, and greater strength is imparted
to the roadway.
Thirdly, in constructing a railway locomotive engine with two cylinders on
each of its sides fixed to the outside of the framing, in order that the engine
may have two pairs of driven wheels.
Fourthly, in constructing a railway locomotive engine with two cylinders in
a line fixed to the framing under the boiler and midway between-the-wheels,
in order that such engine may also have two pairs of driven wheels.
Fithly, in improvements applicable to all locomotive engines, which consists
in a shaft to which the fire-box door is fixed. This shaft has a lever at the
bottom of it hinged to a rod, which is attached to the ash-pan damper, and it
has a lever at the top of it, which is hinged to a rod attached to the damper in
the smoke box in the usual manner, so that when the fire-box door is opened
by a handle at the top of the 10d for the admission of fuel, the ashpit and
smoke-box dampers are closed to prevent the steam being lowered by the
passage of cold air through the tubes of the boiler, and the fuel being so
rapidly consumed by the passage of air through the fire
Sixthly, in constructing a locomotive boiler with a hollow column resting
upon the water space extending across the fire box, which column also assists
in supporting the roof of the fire box.
Seventhly, in a cuculating plate introduced between the inner and outer
fire box to obtain a current down the outside of such plate, and up the inside,
and in a curved plate extending across the boiler underneath the tubes to guide
the steam from the tube plate, and from the end of the tubes next to the
fire box
Eighthly, in an improved railway carriage wheel, which consists in the nave

page_text: and felloes being of malleable cast on, and the spokes being of wood, the
tyre of such wheel being contracted round the felloe in the usual manner.
Ninthly, in an improved construction of the journals of an axle, which con-
sists in folding round the axle and welding on it a plate or bar of iron, the
5 fibres of which plate lie at an angle to the fibres composing the inner part of
the axle, in order to procure and retain a smoother working surface.
Tenthly, in placing the body of a carriage upon the frame which supports
it, so that they shall be united at the neutral axis only. Passenger carriages,
the bodies of which are long, may be placed upon separate frames, and united
at the neutral axis only of each frame
Eleventhly, the mode of attaching the carriage frames together by diaw
bars which sciew into cach other between the frames of two carriages, and are
connected by a pin fixed at the neutral axis of each carriage frame, and thereby
form one continuous rigid diaw bar.
Twelfthly, in interposing springs between the parts where the carriage and
fiame are attached, so as to aid the buffer in resisting a shock.
Lastly, in an improved mode of uniting and acting upon the bicaks of a
train, so that they all may be simultaneously brought into action from the first,
the last, or fiom any intermediate camage.
DESCRIPTION OF THE DRAWINGS, in which the same Figures and Letters refer
to similar Parts throughout.
In Sheets Nos. 1 and 5 the scale of the Drawings are three inches to one
foot, in the other five Sheets the Diawings are to the scale of one inch to one
foot.
In Sheet 1, Figure 1 is an end elevation of my improved surface-packed
sleeper and chau, with rail attached Figure 2 is a sectional elevation of my
surface-packed sleeper and chair, with the rail and tension rod attached
thereto. Figure 3 is an inside elevation of the trough sleeper, rails, tension rod,
and plate washer Figure 4 is an outside elevation of the trough, the chair,
the lid for closing the opening in the trough, the rails, the tension rod, and nut.
Figure 5 is a plan of the trough 1ails and chair.
In Sheet 2, Figure 1 is a side elevation of one modification of my improve-
ments in a locomotive engine, which has four outside fixed cylinders, two of
which are shewn. Figure 2 is a plan of the same engine, with the boiler
emoved.
In Sheet 3, Figure 1 is a side elevation of the other modification of my
mprovements in a locomotive engine, which has two cylinders in a line under-
heath and parallel to the boiler, from which two pans of wheels are driven.

page_text: Figure 2 is a plan of the same engine with the boiler removed, leaving pait of
the fre box shown in section
In Sheet 4, Figure 1 is an end sectional elevation through the centre of the
firebox and the water space, shewing my column and circulating plate.
Figure 2 is a side sectional elevation of part of-the-same. boiler, showing my
unprovements, as in Figure 1, with the addition of the curved steam guido
plate Figure 3 is an end elevation of a locomotive boiler, showing the form
of the fire hole and the shaft which canes the fire door with levers and handle.
Figure 4 is a sectional plan shown through the red line in Figure 2.
In Sheet 5, Figure 1 is a side clevation of my improved wood and iron
wheel. Figure 2 is a sectional view, of the same. wheel through the red
lines g and h in Figure 1,
In Sheet 6, Figure 1 is a longitudinal section of part of an axle of the nave
of the wheel, a、le box, pulley, and water box, and refrigerating band.
Figure 2 is an end sectional elevation of the same, through the red line q in
Figure 1.
In Sheet 7, Figure 1 is a plan of my improved framing for carrying the
body of a railway carriage. Figure 2 is a side elevation of the same, with a
part through the red line 2 in Figure-1-shewn in-section. Figure 3 is an
end view of the same Figure 4 is a part of the plan shewn in Figure 1,
exhibiting the connection between the draw bai frame and body.
In Sheet 1, Figure 1, A is my improved surface-packed sleeper, showing a
projecting piece O cast on the top of it. F is a key driven in between the
projection and the lower flange of the ail B to give it stability at that
point. E is a washer plate inserted between the collar of the tension 10d
and the rails to assist in keeping the ends of two rails in a line In Figure 2
and 5 H is the hole through which the sleeper is packed, and I, in Figure 2,
is the lid, which is made so as to be drawn off the sleeper when the trough
and ballast require adjusting, and to be slid on again between two grooves in
the foot of the chau, best seen in Figure 4, so as to prevent the ballast
Tising through the hole. In Figure 2, D is the nut on one end of the tension
bai C, similar to the nut on the other end, by which nuts and tension rod
the rails, the chairs, and the sleepers on the opposite sides of the roadway
are united together.
In Sheet 2, and in Figures 1 and 2, a, a, represent two cylinders placed
end to end, and fixed to the framing of the engine. 1, 1, are connecting 10ds
attached in the usual manner to the piston rods at one end, and at the other
to the pins in the naves of the diving wheels c, c Between the cylinders and
the framing are placed the steam chests m, m. Steam is passed from the dome

page_text: of the boiler. through the pipes f, f, the chests m, m, the cylinders a, a, anil
the exhaust pipes e, e, into the chimney. n, n, are weigh shafts worked in
the usual manner o, o, aic shafts for connecting the engines on the opposite
sides of the fiaming, and for reversing the action of the valves. The excen-
trics are attached to each of the diving axles for each pair of engines in the
usual manner, d, d, are intermediate bearing wheels.
The
In Sheet 3, and in Figures 1 and 2, A, A, are two cylinders and steam
chests placed under the tubular part of the boiler, and midway between the
wheels These cylinders are united end to end by the joint K, seen best in
Figure 2; this joint may, however, be chspensed with, and the ends of the
cylinders united. The front and hind fiame are likewise shown to be united
by the joint K, in Figure 2, but a single fiame may be used in conjunction
with my improvements. 1, 1,. are connecting rods attached in the usual
manner to the piston rods at one end, and at the other end to the crank
axles B, B, of the fore pau and hind pair of diving wheels C, C.
driving wheels at each end of the engine are connected together by the
coupling 1ods L, L, and the wheels D, D, so as to keep the cranks on the
driving axles at night angles to cach other M is a semi-eliptical spring
extending across the engine, with its convex side uppermost, on which the
smoke box rests, and its ends resting on the brackets N, N, riveted to the
framing. In Figure 1, J, J, is a verticle shaft with a handle f keyed on
the top of it, and a lever a, which is connected by a 1od to the damper in
the smoko box in the ordinary manner. Z is the fire door fixed on the rod
J, J, and the lower lever C, which is lunged to a 1od connected with the ash-
pit damper d, which is also fixed on the 1od J, J, so that all the parts thus
connected act simultaneously by the rod J, J, being turned to open 01 shut
the fire door 9, in Figure 1, is a shaft, to which other shafts are attached by
a universal,sliding coupling box,, so as to extend it to the end of the train:
This shaft g is made to evolve. by means of the bevil wheels h, h, the vertical
shaft 2, and the handle e, when it is required to put on or take off the bicaks. 1
In Sheet 4, and in Figures 1, 2, and 4, a", represent a number of
plates united together in the 'water" space between the inner and outer
file box, which plates encompass the inner fire box on all sides as
shewn in Figure 4. .The stays of the fire box pass through the circulating
plates in the water and hold them in their position. The manner in which
the water circulates is shewn by arrows. In Figure 2, 6 is a curved plate,
bolted to the tube plate, to give the, steam generated on the lower part of the
tube,plate a current in a direction from the part of the tube plate where, the
tubes are inserted, so as to keep as much water as possible in contact with
the ends of the tubes. The outer casing is also curved at the angle formed

page_text: by the outer fiue box and the boiler for the same purpose. The arrows in
Figures 1, 2, and 4 show the duection of the current of water g is a water
space which crosses the fireplace. h is a hollow column, shown in Figures
1 and 2, which column assists in supporting the roof of the fire box, and
allowing of the steain in the water space on which it rests to pass up through it.
The form Lprefer is that shown in the Drawing. In Figure 3 I have shown
a file hole e of wedge form at the bottom, to prevent any steam accumulating
under the fire hole The shaft J, J, which has already been described is also
shown in this Figure.
In Sheet 5, and in Figures 1 and 2, d represents a cast-iron nave, with
tapening holes for the spokes cast in it. In each of theso Figures one of
the openings, with one of the wooden spokes C in it, is shewn, part of the
nave being removed for that purpose. b is one of a series of maleable
cast-iron segments, which have tapering openings cast in them to admit
the outer wedge-shaped ends of the spokes, which segments are forced on
the spokes by bydraulical machinery after the spokes have been smeared
with white lead. 1, in Figure 1, is a rivet for securing the segments of the
felloc at their junction. The sound hole formed by the meeting of two
of the segments, where the rivet is to unite them, is made a little wider at the
top and bottom to secure the rivet. f, in Figures 1 and 2, represents one of
three rivets which passes through the felloe and tyre a to assist in keeping
them together, as well as to secure the segments at their junction, a is the
tyre, which is contracted on the felloe after the segments composing it have
been turned. e, in Figures 1 and 2, are wrought-iron rings, contracted on the
nave in the usual manner.
In Sheet 6, and in Figure 1, a is the axle. c is the plate or bar wound
round and welded on it, with the fibres of the metal running at a different
angle to that of fibies of the middle part of the axis. p is the step
under which the axle uns. b is the axle box. 6 is a part of the axle
box, to the inner side of which is attached a small trough containing
water. is a part of the nave of the wheel in section, which is shown
to overlap the scarf. In Figure 2 the end of the axlo box is removed
to show the pulley g, from the axis of which is suspended the weight h.
The pulley 9 and weight h are suspended from the end of the axle by an
endless band of listing o, o, so that when the axle revolves the endless band
is caned into the water and conveys a portion of it on to the end of the axle
to keep it cool.
n is a hole for supplying the trough with water. 7 is a door
to close the hole, which is kept close by the sping m. is a line showing
the quantity of water in the trough.
In Sheet 7, and in Figure 1, is represented the under fiame of a carriage

page_text: with my improvements attached thereto. a is a hole in the box . See
Figures 1 and 2. This box is attached to the two springs 7, and is capable
of being moved in the slot " which is in the centre of a metal plate
bolted to the under carriage. To the under part of the carriage body is
fixed a cross of malleable iron. A pin, shown in section in Figure 1, is
fastened to this cross under the bottom of the body of the carriage e,
shown in Figure 2, and passing through the hole in the box is secured
to it by a nut shown in the same Figure. The mode of placing a long
carriage body for passengers on the neutral axes of two frames is by having
two pins fixed to the bottom of the body of the carriage, in the manner
before described, one pin passing through the hole in the box k of one under
cannage, and the other pin passing through the hole of the box k in the
other under carriage. Between the two under carriages of one long upper
caniage body central buffers are placed in contact. The long carriage body
covers the two under carriages, and the two pins are attached to the bottom
of it in such places as admit of their going through and being fastened to
each of the boxes k. On the bottom of the carriage body is bolted a metal
ring f, which rests and works on a similar ring 9, fixed on the top of the under
cariage, between the ring 9 and those parts of the under carriage on which it
rests are placed flat pieces of vulcanized india rubber to form an elastic
bearing to the carriage body. In Figure 2 the draw bars 6 are shown united
to the neutral axis pin i of the carriage, and at the end 62 of one of the
rods is a female screw, with a male screw 6 3 of another carriage attached to
it, forming a rigid bar. This female screw 6 2 is allowed to turn in the end
of the sping box j, see Figure 1, and in the washer which slides in that
box behind the spring. The end of this rod behind the washer has a nut
screwed upon it, shown in Figure 1, which nut is secured on the rod by a pin
passing through both of them. The rod 62 is turned by a weighted lever o",
so as to screw it on or unsciew it off the male sciew of the adjoining carriage;
the male screw 6 3 of each carriage is prevented from turning round by being
fixed to the sliding flat-sided washer in the spring box Thus the draw bars
of a whole train of carriages are made rigid between the netural axis of each
cuage. In Figures 3 and 4 is shown a loop c, fixed to the bottom of the
carriage body, through which the draw bar passes, and thereby makes the
lateral motion of the body dependant on the diaw bar. In Figure 4 are
shown two springs d, which are connected to a socket through which the bar
passes, for the purpose of steadying the under fiame against which the two
spings act.
In Figure 3, a section 6 of the draw bar is shewn passing
through the loop c, attached to the bottom of the body e, and passing also
through a slot m in the end of the under carriage fiame, which admits of a

page_text: In
lateral action of the carriage without coming in contact with the bar
Figures 1 and 2 are shewn the shafts, extending across and supported by
bearings fixed to the carnage frame On these shafts levers ware fixed, carry-
ing at their other end the shoes or curved plates z by means of a pin y
passing through the end of the levers w and the curved plate z, and to the
To cach of the cross shafts n is
curved plate--is-screwed_the_break_blocks
also fixed a segment of a worm wheel o, under the segments is a 10,
which extends beyond the carriage at each end, upon this rod two worms are
fixed which take into the teeth of the segments o, this rod is supported so
that it can revolve in bearings v, attached to the under frame
In Figures
1 and 2 is shewn a central bearing v, through which the rod passes, and two
washers,, are fixed on the 1od, one on each side of this beaning, to
prevent it sliding backwards or forwards, each end of the rod which passes
leyond the cair.age is made square. A cylinder a", shown entue in
Figure 1, and in section in Figure 2, carries at each end a piece of metal
having a square hole through it sufficiently large to adunt the rod to slide
backwards and forwards in it, but not to tuin found in it. These pieces of
metal, with the.square holes through them, have four pins fixed in them at
equal distances apart, which pins pass through four holes at each end of the
-cylinder-pipe a; these holes are made so large as to admit the pins in cach
to have a little play, and theichý a universal joint is formed. On-the-shaft-q-
of the carnage on which the guard les a bevel wheel r is fixed. Another
bevel wheel 1, which takes into the last-mentioned wheel, is fixed at the
bottom of a vertical shaft, which is supported by and turns in the column t,
fixed to the framing of the carriage When this rod is turned by the handle u
at the top it turns the united 1ods 7 through the bevel wheels 7, by which the
bicaks can be either forced against or withdrawn from the wheels
evident that in any other part of the train similar bevil wheels and vertical
shaft may in like manner be added to a canage to effect the same end
Having now described the nature of my Invention, and the manner i
which I carry it into effect, I declare that I claim as of my Invention,-
Fust, the mode of constructing sleepers so that they may be packed as
herein described
9
It is
Second, constructing chairs such as I have described, and uniting those in
which the ends of two 1ails meet by tension 1ods, as described.
Thudly, in constructing a locomotive engine, with two cylinders on each side,
fixed outside of the framing
Fourth in constructing a locomotive engine with two cylinders in a line
fixed to the fiaming under the boiler, between the wheels.
.

page_text: Fifth, connecting the fuc-hole door, the ash-pan damper, and the smoke-
box damper, as described.
Sixth, the introduction of a column in the fire box between the water space
and the roof, as described
Seventh, the mode of applying cuculating plates in locomotive boilers having
fire boxes, as herein described
Eighth, in constructing a railway carriage wheel of malleable cast iron and
wood, as described.
Ninth, constructing the journals of railway axles, as described.
Tenth, in placing the boily upon the fiame or flames of a cariage, as
described.
Eleventh, in constructing and applying to a train of carriages such diaw-
bars as are described.
Twelfth, the interposing springs between the parts where the carnage and
fiame are attached
Lastly, the manner of acting simultaneously upon the breaks of a train by a
rotatory shaft, the parts of which (canned by cach carriage) being coupled as
herein described
In witness whereof, I, the said Hugh Greaves, have hereunto set my
hand and seal, this Twenty-first day of November, One thousand eight
hundred and forty-six.