CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF ROADS AND WAYS. FOR THE TRANSIT OF PASSENGERS, OF MATERIALS, AND OF GOODS; ALSO IN BUILDINGS AND IN BRIDGES, AND IN LOCOMOTIVE ENGINES AND CARRIAGES; PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO OTHER LIKE PURPOSES
Year: 1851

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
BRIDGES ADAMS, of No. 1, Adam Street, Adelphi, in the County of Middle-
sex, Engineer, send greeting.
WHEREAS Her 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 Third day of June, in the
fourteenth year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said William Bridges Adams, my exors, adñiors, and
assigns, Her especial licence that I, the said William Bridges Adams, my
exors, admors, and assigns, and such others as I, the said William Bridges
Adams, my exors, adñiors, or assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term of years
therein expressed, should and lawfully might make, use, exercise, and vend,
within that part of the United Kingdom of Great Britain and Ireland called"
England, Her Dominion of Wales, and Town of Berwick-upon-Tweed, and
also in Her said Majesty's Islands of Jersey, Guernsey, Alderney, Sark, and
Man, and also in all Her said Majesty's Colonies and Plantations abroad, my
Invention of "CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF ROADS AND WAYS.
FOR THE TRANSIT OF PASSENGERS, OF MATERIALS, AND OF GOODS; ALSO IN BUILDINGS
AND IN BRIDGES, AND IN LOCOMOTIVE ENGINES AND CARRIAGES; PARTS OF WHICH
IMPROVEMENTS ARE APPLICABLE TO OTHER LIKE PURPOSES;" in which said Letters
Patent there is contained a proviso obliging me, the said William Bridges Adams,
by an instrument in writing under my hand and seal, particularly to describe
A

page_text: and ascertain the nature of my said Invention, and in what manner the same
is to be performed, and to cause the same to be enrolled in Her said 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, reference being
thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Bridges Adams, do hereby declare that the nature of my said Inven-
tions, and the manner in which the same is to be performed, is herein-
after described and ascertained by the aid of three Sheets of Drawings, with
descriptions hereunto annexed, and in the words and figures following (that
is to say):
:
'
Respecting that part of my improvements which relates to roads and ways,
one portion consists in better securing the rails of railways. And whereas
blocks of stone, commonly known as stone sleepers, were at one time largely
used, but have since much gone out of use by reason of the chairs in which
the rails were fixed getting loose'; and whereas this was mainly owing to
the want of a sufficiently elastic medium between the iron chair and the hard
stone block, and also by the insufficient fastening of the spikes, driven into
wooden plugs in the stone blocks; my improvement will remedy.these. evils,
and the use of stone blocks may be continued with very great advantage, as
they form a firm, heavy, and solid foundation, acting as true ballast to the
rails, and preventing them from being displaced by the rolling loads, which
displacement is common to most timber sleepers, and also to. the light cast
iron sleepers lately introduced. And one part of my improvement is to sub-
stitute bolts with nuts passing quite through the chairs and stone blocks in
place of the spikes and wooden plugs formerly used, so that if the stone block.
sinks the rail will sink with it, and not spring upwards from it. Figure 1,
Sheet I., shews this arrangement in section. And another part of my
improvements is to place a piece of timber, or other elastic material, between
the chair and the stone block, instead of the felt formerly, used, which, by its
elastic pressure, will preserve tightness: this is shewn at Figure, 2 in section;
or the chairs may be applied on transverse wooden sleepers on the top of the
stone blocks, or a longitudinal timber may be laid from stone block_to.block
above, and another similar timber below; and the bolts may pass between the
stone blocks, and through the timbers, firmly fixing the stone blocks as it were
in a wooden frame, as shewn at Figure 3. And to secure the joints of these.
rails, and connect them to each other, side clamps are applied, bolted with one.
or more screw bolts beneath the rails, as shewn in section, Fig. 1 A. And to
the upper timbers the chairs may be fastened, if chairs are used; or the rails

page_text: may be fastened without the intervention of chairs, according to the kind of
rail preferred. And as the surface of the stone blocks may be just above the
level of the ground, the upper timber will not be exposed to rot. And this
intervention of timber between the rails and the stone sleepers will prevent
the vibratory noise experienced with iron sleepers, or with stone sleepers
without wood; and blocks of solid concrete, or of brickwork or cement, may
be used in this mode as a substitute for stone, or masses of cast iron, or
metallic slag, or any material of sufficient weight. The overlooking the
importance of attaching the rails firmly to a solid and heavy foundation has
been the cause of great expenditure in maintenance of way and the traction
of trains, and has been a frequent cause of accidents. The ballast applied to
railways is merely a surface to the road, and does not help to keep down the
rails or steady them, in the meaning of the term as applied to ballasting a
ship, and as usually applied. The ballast is thinnest beneath the sleepers,
where much strength is needed; and instead of the stone sleepers, or blocks of
concrete or brickwork, the transverse or longitudinal wood sleepers may be
fastened down on cast iron plates, or on large boxes of cast iron or wood, in
which masses of ballast may be placed to give weight and hold the rails firm,
Another part of my improvements in roads and ways relates to improved
forms of wrought iron rails. To attain the greatest perfection in a railway it
is essential that the rails should not deflect. vertically, and for this purpose
great depth is required. It is also required that they should not bend laterally,
and therefore great width is required. It is also necessary that they should
not sink into the ground or into the sleepers on which they rest, and therefore:
sufficient horizontal bearing surface is required. This involves great weight of
metal, and therefore a skilful disposition of the parts is needed, because it is.
difficult to get good iron in very large masses. It is also desirable that the
portion of the rail on which the wheels run should not be greatly elevated
above the horizontal bearing surface, in order to prevent their rocking laterally
by the striking of the wheel flanges. Figure 4 shews a rail of improved formi
bedded in timber. The vertical portion is thin and deep, and the upper web
or table is adapted to the tread of the wheels,' and the lower web is small, not
being intended for the wheels to run on, and may be dispensed with. To
support this rail, laterally and vertically, I bolt timbers to the sides, passing the
bolts through both timbers, and the vertical portion of the rail. The iron and
wood rails so prepared may be bolted down upon the stone blocks, as before
described, or laid on transverse sleepers, or connected by tie rods, or in
any mode preferred, though I prefer the stone blocks; in which case timber*
must be laid or arranged, so as to keep the lower rib from touching
·

page_text: the stone. Figure 4 A is a section of a similar rail, corrugated or indented
at the sides to hold firmer to the wood by the pressure of the bolts.
And another part of my improvements in rails for railways is the construction
and application of what I call "girder rails," producing lateral and vertical
strength without depending on what are called sleepers, though sleepers may
be used with them if preferred. And these girder rails may be formed of a
single piece of wrought or cast iron, or of compound wrought or cast iron, or of
compound wrought and cast iron, or with steel or stecled wearing surfaces for
the wheels to run on, and they may be galvanized or tinned or otherwise covered
with metal or with bituminous substances, or metallic or other paint, to prevent
rust. One of these girder rails of solid iron is shewn in section at Figure 5.
It has a bottom table or web for the convenience of applying a pair of cheek
plates to connect the joints, but this web may be dispensed with to facilitate the
rolling, if preferred. The broad upper flanges below the running surface for
the wheels give lateral stiffness and bearing surface on the ballast or concrete
or sleepers, and the vertical rib gives great strength vertically. Cross tie rods
or wood,sleepers, or both, may be used to connect the opposite rails together.
But as this rail might be expensive to manufacture in one piece I prefer to form
it of two parts, as shewn in section at Figure 6, and also at Figure 8 H. The
upper portion is rolled with a channel or groove and the lower portion with a
web or lip on the top edge, and may, if required, have one also on the bottom
edge. The lower portion may be of inferior iron to the other portion, not being
required for wear of the wheels. The upper portion being hot and the lower
portion either cold or hot, the lip is placed in the groove, and both being passed
through the rolls, they close into the forms shewn in the sectional figures
Figures 6 and 8 H, above referred to. Figure 6 A shews another mode of
producing a similar result, by rivetting or bolting the lower portion to the
upper portion. Figure 7 shows another mode of rivetting or bolting an upper
to a lower portion by a flange projecting from the upper portion. Figure 8
shews the lower portion rivetted between two flanges. Figure 5 A shews a
girder rail composed of four parts; a foot rail with timber below it on a ribbed
horizontal plate with a vertical rib below; the whole bolted or rivetted together:
and the wood, being compressed between the bottom of the rail and the top of
the horizontal plate and the side ribs, will give elastic action without being de-
stroyed. Figure 7 A shews a girder rail composed of three parts, a ribbed hori-
zontal plate, bolted or rivetted on a vertical bearer with the angle bearing rail
bolted laterally to the rib of the horizontal plate. Figure 8 A shews a variety
with a horizontal plate with a rail upon it above, and a rib below rivetted or
bolted to two vertical side bearers. Figure 8 B shews another variety with a

page_text: T formed rail, bolted or rivetted between two angle-formed side bearers, all
rivetted or bolted together below with wood placed on each side the rail to
diminish vibration. Figure 8 C is a similar variety of girder rail, with a com-
mon double T rail resting on wood below. Figure 8 D is an angle-formed
girder rail, with an angle-form check plate bolted or rivetted to it; and in this
case the rail and check plate may break joints with each other to support the
joints of the rails, the bolt holes being oblong to permit expansion and con-
traction. Figure 8 E shews another variety of girder rail, composed of four
parts, namely, a vertical girder rail, with a piece of timber and an angle cheek
plate at each side; the whole bolted or rivetted together and breaking joint as
described at Figure 8 D. Another variety is shewn at Figure 8 F, a double T
rail being bolted or rivetted through the rail to a piece of timber, and an angle
form vertical and horizontal girder bearer on each side and also bolted below,
breaking joint with each other. Figure 8 G is a girder rail, composed of three
parts, namely, a vertical bearer, a horizontal plate and an angle rail, with one
side flange, all three bolted or rivetted together. The dotted lines indicate the
position of a check or angle plate about two feet in length, which is bolted or
rivetted to both rails or girders across the joint, with provision for expansion
and contraction, as before described. Figure 8 H is a girder rail of two parts,
the lower rolled or worked into the other, as before described at Figure 6.
Figure 8 I is a girder rail formed of two trough rails bolted or rivetted with
the hollow sides together, and a plate or tie bar (which may be omitted)
between them, as described by letter A. I prefer the upper and lower halves
to be both continuous breaking joint, but the lower may be used only in short
lengths to serve as a girder. I do not represent this form of rail as new, but
only the peculiar construction of upper and lower halves, either continuous or
at the joints. Figure 8 J is a "bridge rail," bolted or rivetted on a semi-cir-
cular girder. Figure 8 K is a similar arrangement, with a vertical bearer,
below which may be continuous or only used in short lengths to connect the
joints together, or the connection may be a semi-circular plate, as indicated by
the dotted line, Figure 8 J. Another arrangement at Figure 8 L shews a
saddle rail, bolted or rivetted laterally to two angle horizontal bearers and a
vertical one between. Figure 8 M a similar arrangement, with the angles
turned down and bolted or rivetted to the vertical bearer with separate bolts or
rivets to the rail and vertical bearer. The dotted lines indicate side angle
cheek plates for the joints. Figure 8 N is an angle girder horizontal and
vertical, with a "channel" rail bolted down on it, the bolt heads or rivets being
in the channel; a side horizontal bearer is bolted to it: the dotted lines denote
the joint plates. Figure 8 0 is a "bridge rail" on two angle girders, which

page_text: are to break joint with each other and with the rail. Figure 8 P, a similar
arrangement, with one, horizontal angle plate of less depth vertically, and cheek
angle plates are substituted for the break joint, as shewn by the dotted lines.
Figure 8 Qisa wide "bridge rail," with a cruciform girder bolted or rivetted
to it, the upper portion filling the hollow of the rail, cheek angle plates being
used at the joints. Figure 8 R is a bridge rail with a deep T formed girder
bolted or rivetted to it, with cheek plates at the joints. -Figure 8 S is a foot
rail; with a lower web bolted or rivetted break joint between two double angle
horizontal and partly vertical bearers. Figure 8 T is a bridge rail on a vertical
and horizontal girder bent from one piece of wrought metal, or cast in that
form and bolted or rivetted together. The dotted line shews a tongue of metal
between them bolted or rivetted and securing the joints. Figure 8 U is
another variety, in which the horizontal bearing surface is in the bridge rail,
the lower portion forming the vertical girder. Figure 8 V are two bridge rails
bolted or rivetted together "break joint" with a horizontal plate between them.
Figure 8 W is a foot rail with a lower web bolted or rivetted between two
angle bearers, with cheek plates at the joints. Figure 8 X is a foot rail bolted
or rivetted upon a bent vertical and horizontal girder plate, with a tongue piece
of metal between to form the joint. Figure 8 Y are two angle girder plates
with their hollow parts rivetted or bolted together breaking joint, a "channel"
rail being bolted down to the upper one. Figure 8 Z are two heavy foot rails
bolted together with a horizontal plate between them breaking joint. Figure
8 AA is a bridge rail with wide horizontal bearings and two lower webs.
between which is bolted or rivetted a deep vertical bearer break joint, or check
plates may be used with it to connect the joints. Figure 8 A B is a solid
rail steeled with broad horizontal ribbed girder bearer, and capable of removing
when worn on either edge. The form of the rail may vary to more or less
width or taper as required. The dotted line denotes the mode of bolting or
rivetting a channel piece to form the joints. Figure 8 A C is a girder with á
horizontal bearer and two lower webs, a "channel" rail being bolted on the
top, and with saddle pieces, as shewn by the dotted lines connecting the joints.
Figure 8 A D is composed of three parts, a "channel" rail, a horizontal bearer,
and a channel form vertical girder, bolted or rivetted together, and breaking
joint, or connected by cheek plates. Figure 8 A E is a solid girder.rail, similar
to Figure 8 A B, and similarly connected at the joints, but not intended to turn
upside down when worn. Figure 8 A F is a bridge rail on two angle-form
girder bearers bolted together, the joints to be secured "break joint," or with a
tongue piece between. Figure 8 A G is a solid girder rail, with two lower.
vertical bearer webs to be connected by a saddle piece at the joints.

page_text: Figure 8 A H is a solid girder rail channeled and adapted to reverse, to be
jointed by a channel piece below. The driving wheels of the engine may bear
on both surfaces, while, the driving wheels of the carriages may run only
on one
surface. Figure 8 AI is a compound rail of two half girders, with a tongue
piece between, made to break joint, and bolted or rivetted together above and
below. Figure 8. A J is a foot rail with a deep lower web and horizontal
bearers rivetted or bolted, or using cheek plates at the joints. Figure 8 A K
is two half girder rails, with a vertical plate between breaking joint, and all
rivetted. or bolted together. Figure 8 A L is a variety of Figure 8 A J. A
foot rail with a vertical lower web is shewn at Figure 8 A M, bolted between
a bent vertical and horizontal bearer; cheek plates or a tongue piece below
may connect the joints. Figure 9 shews a mode of connecting the joints of
the solid girder, rail by angle cheek plates A A, bolted together, through the
lower web of the rail; and also to the horizontal portion. Figure 10 shews a
longitudinal elevation, and Figure 11 a cross section of cheek plates to connect
the joints of a solid girder rail by one bolt through the joints; or several bolts
if preferred. Figure 11 A shews another mode, the rail having no lower web, and
the bent joint plate passing below and being bolted or rivetted to the horizon-
tal portion of the rail. Figure 12 is a girder rail composed of three parts, two
angle plates being bolted or rivetted to. the vertical portion in a horizontal
position. Figure 12 A is another variety, composed of threc portions, namely,
a foot rail being placed on a horizontal plate, supported on a vertical bearer,
and all three bolted or rivetted together. Figure 12 B is a dovetail rail, com-
posed of three parts, namely, two vertical girders of cast iron bolted together,
with the rail held between their upper jaws. Figure 12 C is another variety,
with a foot rail pressed down elastically by two portions of wood above the foot.
The vertical girders should break joint. The open hole A may serve as a
drain pipe, and also as a pipe to run water in to filter along the course of the, rail
and keep the ballast moist, and prevent it from disintegrating in too dry weather.
Figures 8 1,8 Y, and 12 J may serve a similar purpose, being hollow. Figure 12 D
is another variety of girder rail, the vertical and horizontal portion being of cast
iron, with a continuous jaw, or with chairs on one side along the top.
A solid rail, with a fillet fits into a groove in this jaw, and wooden keys or
wedges are driven between the rail and discontinuous opposite jaws to confine
it in its place. And I prefer these keys or wedges to be inside beneath the
flanges of the wheels, and they may be made folding, to facilitate their entrance
in the space. The cast-iron, girders are to be connected by angle cheek plates
at the joints. Figure 12 Eis a bridge rail with an angular hollow beneath,
in which fit two flat disposed anglewise together, and bolted or rivetted to the

page_text: railbreak joint" with each other, and, with the rails, and, if required, with
connecting angle plates below the joints. Figure 12 F is a channel rail bolted
down on two angle bearers, breaking joint with each other and with the rail.
The dotted line Fig. 12 E denotes that a single plate of wrought iron may be
bent into a triangular form to constitute a hollow girder, on which the rail is
bolted or rivetted together, or otherwise connected, and may serve as a water
pipe, or as a drain, by being perforated above or below, and cheek plates or
saddle plates sliding a short distance into the abutting rail ends may be used to
connect the joints, the bolts, or rivets, permitting expansion and contraction.
Figure 12 G is a bridge rail with two partly vertical angle girders abutting
together at the top, and bolted or rivetted to the rail. The dotted lines shew
vertical check plates, and the girders may break joint with each other and with the
rail. Figure 12 H is a trough rail with vertical girder bearers rivetted or bolted
at the edges break joint. Figure 12 I is a bridge rail rivetted or bolted to
curvilinear bearers "break joint." Figure 12 J is a trough or bridge rail
bolted or rivetted break joint, on a broad flat perforated plate, with a vertical
web, and the rail may be light in the lower portion, and placed in the bottom
plate, as Figure 12 Q, to give elastic yielding. Figure 12 K is an ordinary
double Trail, with angle form girders bolted to it laterally through the rails
below the horizontal bearers. The dotted lines indicate a bearer or tongue
piece bolted between the vertical girders. Figure 12 L is another variety,
with the bolts of the girders above the horizontal bearers. Figure 12 M is a
cast iron girder with one of the horizontal bearings made angle form, and
channeled to receive wood keys or wedges to secure a filleted angle rail in a
groove of the cast iron girder. The girders are to be connected by angle check
plates as before described. The channel for the keys varies in width, to admit
their easy entrance and tightening by driving. The rails break joint with the
girders. Figure 12 N is a hollow girder with a Trail bolted between the two
upper edges, and the lower web of the rail may, if required for strength, be
deep enough to rest on the bottom of the girder as indicated by the dotted line,
or the two upper edges may be brought together, and a saddle or bridge rail
made to enclose them, bolted or rivetted through horizontally; or the triangular
girder here shewn, and also that in Figure 12 E, with the dotted line, may be
reversed with the flat side uppermost, and a bridge rail or solid rail, or angle, or
foot, or channel rail, may be bolted or rivetted to it, but, whether the angle or flat
side be uppermost, the girder will have a tendency to elastic action, diminishing
vibration, and if the flat side be below, the elastic action may be in the upper-
most part of the girder, without disturbing the ballast below. These hollow
girders may be well adapted to boggy or wet land, or they may be filled

page_text: with ballast to weight them. Figure 12 O shews the girder rail deep,
and two hollow angle girders of cast or wrought metal, bolted or rivetted to it
above and below break joint, with perforations for drainage. The vertical
girder may also be perforated to let the water flow from one side to the other,
pipes being applied below at intervals to lead it away, and a form of hollow
girder rectangular or otherwise, and perforated or not, may be used to produce
rigidity, or give elastic action without disturbing the ballast below. Figure 12
P shews a double T rail bolted or rivetted between two wrought iron angle
girders bolted together through the rail above, and together below break joint,
to give clastic action, and used for drainage or to carry water as before
described. The angle girders are shewn of a curved form in the upper portion,
to facilitate the elastic yielding. Figure 12 Q is a another variety, a con-
tinuous elastic girder rail; and the girder rails Figures 8 A, 8 B, 8 C,
8 J, 8 K, 8 S, 8 A C, 8 A D, 8 AG, 12 E, 12 F, 12 G, 12 H, and
12 I, may all be closed below with bottom plates rivetted or bolted, or may be
cast in one or more pieces, and may serve as water pipes, or may be perforated
to serve as drain pipes; and Figures 8 I, 8 Y, 8 A F, and 12 J, may be
used as water pipes, or be perforated to form drain pipes; and solid rails
may be substituted for the hollow or bridge rails, forming parts of the compound
girder rails shewn in various Figures. And as none of these my girder rails
are to be used with chairs or shoes which secure the joints of rails of the
common form, it is necessary where the portions of the girder rails cannot be
arranged to break joint with each other, and thus maintain their relative position,
to resort to some other means to make them continuous. Figure 9, as before
described, shews one mode of accomplishing this, with an angle cheek plate
about two feet in length, bolted to the horizontal and also the vertical portion
of the girder rails, the holes being slotted or enlarged to permit expansion and
contraction. Figure 10 shews a longitudinal elevation and Figure 11 a cross
section of another mode in which vertical cheek plates are used bolted together
between the joints of the girder rails, and several bolts may be used if pre-
ferred; but I do not consider this mode so good as Figure 9. Figure 11 A
shews another mode of a bent cheek plate passing below the girder, and bolted
up to the horizontal portion. The dotted lines at various Figures before
described indicate similar modes of securing the joints by cheek plates. As a
general rule I apply the cheek plates to my girder rails where the parts do not
break joint conveniently or firmly; and these girder rails may be made of
wrought iron or cast iron, or both combined, the cast iron requiring to be in
heavier masses than the wrought, according to the loads required to run on
them; and the combinations of the parts may be varied as desireable. And

page_text: +
where, very heavy loads are required, that portion on which the wheels run
should be of steel, or should be steeled, or formed of casehardened iron to pre-
vent crushing and lamination... These parts may be of solid steel, or a strip of
steel, may be rolled on hot at a welding heat, or they may be partially converted
by cementation with charcoal, or by chemical caschardening, or any other known
method. It is desireable to make the lower or girder portion of the rails, if of
wrought iron, of the same length as the rails breaking joint, or not, as pre-
ferred; and if of cast iron, the girder portion may be in single lengths with
the rails, or in short lengths joined together by check plates, or similar methods
as before described, so as to prevent deflection when they cannot be made to
break joint; and timber or stone may be attached to the lower portions if
required, to hold them down in the ballast or to stiffen them, and the lower
portion or vertical bearers may, in some cases, be dispensed with, and the
broad horizontal surface with the rail bolted down on a girder of timber, or
longitudinal sleeper, when desireable under peculiar circumstances. And I
have shewn these girder rails with the vertical bearers descending below the
horizontal or partly horizontal surfaces which bear on the ballast or sleepers,
as being the position I prefer to ensure steadiness, but, when desireable from
circumstances, I reverse them, and place the vertical bearer upwards with
the running rail upon it, in such case supporting the vertical bearer by timber
bolted to it, or by the ballast; and tie rods or cross bars or sleepers, or a com-
bination of them, may be used to preserve the guage of way. And I galvanize
or cover with tin or other metal, or with asphalte or bituminous substances, or
with mineral or other paint, the girder rails and agricultural or other rails
before described, to preserve them from wet and oxydation, which processes.
also apply to like purposes in other rails and the flat horizontal plates shewn in
the various Figures before described may be increased in strength and width
to serve for the 'basis and attachment of points, crossings, and switches, such
flat plates being strengthened, with one or more vertical bearers as required.
And the solid girder rails must be bent by the ordinary machines to curved
lines when required, and, when separate, horizontal plates are used with foot, or
bridge, or channel rails; the rails may be bent to the curve, and the holes to
affix them to may be formed in: curved lines. ;
I
Another part of my improvements in the construction of roads and
ways consists in the construction and application of iron and timber,..or
iron rails, for portable or agricultural purposes, or for similar uses where
very. heavy loads are not required. Figure 13 shews the section of a
rail. made in the form of what is called." fire bar " iron, with an upper table
and a wedge form vertical portion. At the joints a cheek plate bent below,

page_text: the bottom is bolted through the sides. Figures 15 and 16 shew this in
longitudinal elevation. Timber is to be bolted to this rail on either side, to
sustain it on the surface of the ground, and the two opposite rails are to be con
nected by cross timbers or tie rods. Figure 14 shews a similar arrangement,
with, a rail of an upper and lower table, so that wheels may run on either side
if worn uneven. Figure 15 A is a cruciform rail, to be used without timber
if required, the lower portion being driven into the ground up to the horizontal
portion, which is to rest on it. The ends of these rails are notched at A, and
fit into matching notches in the cross tie bars, Figure 15 B, shewn broken
into two parts, which tie bars determine the width of the guage. These rails
being placed in their bars are confined to them both laterally and vertically, and
to prevent their drawing out endwise holes are pierced through the rails out-
side the bars, and a staple being dropped into them they are secured; or the
staple may pass through both rails and bars at the holes a, a, or the rails and,
cross ties may be connected by studs and holes, and the cross bars staked to the
ground by spikes, or by their ends turned down. And when it is desired to use
a curved line, staples of greater space between the legs are used to the outer
rails, keeping them more apart, and thus any desired curve is produced, and
when required, the lower web of the cruciform rail may be dispensed with, and
the upper web made deeper to give strength, in which case the rail will have
the form of an inverted T, as shewn at Figure 15 C, and the cross bars may
be notched into the upper web, or the notches may be dispensed, with altogether,
and the bars be kept below, and the forked staples passing through rails
and, bars will connect the whole. Figure 15 D, 'Sheet II., shews a laterál
elevation of a wagon intended to run on these rails with a three feet guage of
way. The axles are each formed of a piece of straight shafting, and the
wheels, which may be of cast metal, have flanges clipping the rails on each side like
a pulley sheave. The boxes of the wheels are made long to give steadiness, and
have an oil or grease chamber, and, a piece of bored cylindrical timber is placed
on the shaft or axle between them to regulate their distance apart. Two side
springs connect the ends of the axles which project beyond the wheels, and are
confined by bolts or lynch pins. On these springs the body is bolted with a.
cross bar.
I have shewn a simple platform as adapted for many purposes,.
but any kind of body may be used. And this wagon, by reason of its central
balance on these springs, will run very light, and not damage the wheels or
rails with a load of thirty to forty hundredweight; but other arrangements of
springs may be used if found convenient, or four half springs may be used, the
butt ends bolted to the body, and the taper ends to the axles, as indicated by:
the dotted lines.
'
2.

page_text: Another part of my improvements in roads and ways relates to the con-
struction of railways so as to lessen their noise and vibration, the more especially
when carried through streets or towns, or on the tops of arches or buildings,
so that such arches or buildings may be available for dwellings or other
purposes, which would not be so available if subjected to the ordinary noise
and vibration. Figure 17, Sheet II., shews a mode of constructing my improved
railway. A, A, is a longitudinal bearer or sleeper laid on the arches or buildings,
or on the ground. B, B, are blocks or transverse timbers fixed thereon.
C, C, is a second longitudinal beam on the blocks B, B. On this beam are
placed other blocks or transverse timbers D, D, interspercing with the lower
blocks. On the blocks D, D, is placed the longitudinal E, E, with the
rail on it. And this arrangement will elastically support the rail with very
little deflection, yet with less noise. Figure 18 shows another mode in
which two longitudinal timbers or kelsons B, B, support cross timbers A,
which elastically support the rail longitudinal timbers C, C, and elasticity may
be obtained by the use of steel springs instead of the timber, if preferred.
The various modes in which this may be accomplished will be obvious to all
persons conversant with railway mechanism.
And another part of my improvements in roads and ways relates to the
keeping railways in a more exact state of freedom from the excess of moisture
or dryness, and the preserving dryness may be accomplished in the ordinary
method of draining, but for the purpose of giving artificial moisture when
required I use hollow rails or sleepers as before described, or I lay a water
pipe along the centre or other portion of the way, provided with plugs at proper
intervals, and these water pipes may serve for the supply of towns or villages,
and a pressure is kept on them either by a steam power or a high-water level,
and the plugs may be opened and the road watered by a hose, or a water-tank wagon
attached to the engine or train may be filled from the plugs as often as required.
Another part of my improvements in roads and ways relates to the keeping
them drier and more free from mud in wet weather and free from dust in dry
weather. And this my improvement relates materially to footways for pas-
sengers in streets or public places, or for garden walks, parks, markets, or
other places open to the weather, though I apply it with modified construction
for carriage roads also, and for like purposes in floors and passage ways in
buildings and shops, and also for railway sleepers. And whereas streets are
usually paved or covered with impervious surfaces, such as stone or asphalte;
wet and mud and dust remain thereon to the great annoyance of passengers:
in some measure to obviate this and carry off the water the surfaces of foot
pavements are commonly laid with a considerable slope towards the road, but

page_text: this very imperfectly remedies the evil, save in very heavy rains, and it involves
another very great evil, namely, the slipping of the feet of passengers by
treading on orange peel or other glutinous or greasy substances, or on snow or
ice. My improvement consists in making the surface porous or pierced with
perforations, and placing it above the ordinary surface; that is to say, I use
two surfaces, the upper one perforated for the water, dust, and mud to pass
through, and the lower one impervious or otherwise as may be preferred, with
an open space between the two surfaces. And thu the upper surface drain-
ing vertically may be kept at a horizontal level as
gards the width of the
lower surface may be
pavements, preventing the tendency to slip, while
sloped at any required angle to drain laterally, and air, orange peel or other
substance trodden upon by the passenger will be cut and forced through the .
perforations, and glass, or stone, or earthenware, or slate, or wrought iron or
cast iron, or other eligible material or metal, may be used for the upper.
surface, and the perforations may be round or square, or other shaped or
common gratings may be used in any form that will give a free passage down-
wards to water, mud, dust, or other extraneous substances usually found on
pavements; and to effect this the holes, slots, or perforations should be what is
technically called "undercut," that is to say, the perforations should be taper-
ing, and widest at their lowest side, and in such cases the rain water from
houses may be advantageously permitted to wash over the under surface to
cleanse it. And this perforated upper surface, of any form or pattern, may be
laid on ordinary existing pavements, care being taken to support it at a
sufficient height to give clear way below. The material I prefer is cast iron,
in pieces weighing from fifty to one hundred pounds, though any smaller or
larger size may be used, according to the convenience of transport. The
form best suited to the purpose is a triangular grating with three legs, one at
each corner, forming a triangular stool, so that the legs will always find a
bearing without rocking, or ledges may be used instead of legs. Four of these
triangles are shewn in plan at A, A, A, A, Figure 19, Sheet II., and in side
view at Figure 20, and an iron casting, or a tile, or piece of timber a,
Figure 20, may be placed so that the legs of the four frames where they
meet will fit into a recess, and the triangles will thus all be connected together,
as indicated by the dotted lines in plan, Figure 19, and by the side view at a,
Figure 20; and if the pieces of iron or wood a be fastened to the under
surface on which they stand by a dowel pin b, Figure 20, the whole of the
triangular frames will be secured against moving laterally on the under surface.
And though I prefer triangles of this form, squares, or hexagons, or any other
form, may be used. And the pieces a may be made deepest towards the

page_text: edges of existing pavements or under surfaces, where they are lowest, in order
to keep the upper surface level, and joggles or dowels c, c, Figures 19 and 20,
may be used to connect these triangles, or perforated iron stools, or any other
form of perforated material which it may be desirable to use; or, instead of
these stools or gratings with legs or ledges placed on ordinary pavement;
timber or other ledges may be laid on the surface of the pavement on which
the gratings or perforated surface may be. laid in any desirable form, or cast
iron troughs may be laid on the surface, and these troughs covered with
gratings, or the gratings may be cast in one wedge form piece with the troughs
stretching across the pavement in one length, as shewn in plan at Figure 21,
in side view at Figure 22, and end view at Figure 23. I am aware that the
use of cast iron as a material for paving is not original, having been in use
more than thirty years back in London; and I am aware that gratings are
not original, having been used for arcas and coal vaults, cellars, and door steps,
but this has merely been as a contrivance for light or air to such underground
places; whereas my present application is for the purpose of making a per-
forated surface for streets, and other ways and places, to suffer dust, mud, and
wet to pass away beneath the feet of passengers, as gratings are used in boats:
to keep the feet out of the wet. And instead of the cast.iron perforated.stools
before described the stools may be made without perforations, but in such case
they must be rounded slightly on their surfaces, and their edges kept at a-
distance from each other to permit extraneous substances to drain. away
between them, as shewn in plan'at Figure 24, and in side view at Figure 25,
as a substitute for the perforations, or a series of cellular or tubular frames may
be used as shewn in plan at Figure 26, and in end view at Figure 27, with longi-
tudinal slots on the surface, or single pieces may be used laid side by side.
And in the case of garden walks or similar surfaces, when gravel or sand is
used, I lay down these perforated gratings in contact with the surface, so that
the gravel or sand will enter the perforations, and a level and useful. porous
substance will thus be obtained. And I use porcelain or similar material
recessed into metal surfaces, either perforated or non-perforated, for orna-
mental garden or building walks or floors. bedded in cement, asphalte, or
bitumen, as shewn at Figures 19 A and 19. B.
And another part of my improvements in roads and ways relates to the
application of public advertisements in the form of letters, or names, or
descriptions, as shewn'at Figure 19; which will be always legible by daylight,
and by night I place a gas or other eligible light below them, as, for example,
passing a gas pipe up through the centre b, Figure 20, and causing the light
to radiate around to make the perforated surface conspicuous by the light and

page_text: shade. And though I prefer cast iron, brass or other metal may be used when
desired to be conspicuous, and this kind of advertizeinent may be used for
shewing the names of streets, or the position of post offices, or the names of
shopkeepers, or other similar purposes; and it will be the most conspicuous
mode of night advertizements that can be' devised, as most people look on the
ground while walking. And I use this mode of advertizing also without gas
or other light by casting letters of advertizements on or in the solid surfaces of
metallic coverings for streets or ways, being for a like purpose. I also apply
the perforated plan of advertizing herein-before described, with light below it,
to the gratings of coal vaults and cellars or areas, as a like purpose, such
gratings being a portion of the footway for passengers, or, instead of perfora-
tions, I use glass or semi-opaque 'material, such as porcelain, with the adver
tizement graven, or stamped, or stained, or painted thereon, and lighted from
below to the horizontal openings of vaults or cellars, or" to areas forming a
portion of footways, or to doorsteps. And I form the stools or gratings before
described in regular breaths along the footways of 'streets, commencing at the
curbstones and increasing the number of breadths according to the width of
the footway, filling in any irregular spaces near the houses with other gratings
suited to shape, or with bricks or stones up to the doorsteps. I am aware
that floors of wood with open joints bave been used at railway station
platforms for the purpose of allowing water and dust to pass through,
but I do not proposé the use of wood in my improvements, except as a
means of preventing slipping on my perforated gratings, as where streets
or other ways slope considerably, in which cases I drive pieces of 'wood'
here and there into the perforations or recesses 'slightly projecting above
the surface, or use other materials with the same object, and any other material,
as clay or carthenware, or glass, or similar substances, may be used to
construct these perforated surfaces. And when iron is used it may be tinned
or galvanised to prevent rust. And the solid or slotted surface forms shewn at
Figures 24, 25, 26, and 27, or any perforated form; may have portions of wood
paving, or stone; or asphalte, artificial stone, cement, or bitumen, or other
cligible material, inserted'in recesses or cells where required: to prevent slipping
on these portions of their surfaces which have no vertical openings, as-shewn
in plan at A, A, A, Figure 26; and at Figures 19 A, 19 B, and 21.
.
And another part of my improvements in roads and ways relates to the con-
struction of carriage or horse ways, with a view to make them more solid and firm.
and at the same time to drain them better; and when the road passes through
streets of houses I prefer to build an arch or arches of bricks or other
material, to form longitudinal ways, in which may be laid the water, and gas,

page_text: and other pipes, and also the openings to the sewers and drains; and over
these arches I lay a bed of concrete, and thereon a layer of broad flat paving
stones or slates, or cast or wrought iron plates, of as large size as possible,' and
either perforated or solid, so that there will be formed a solid and substantial
pavement, capable of sustaining all the weight that may come upon it. This
pavement may be rounded from side to side over the surface to carry off the
water, as usual, if preferred. On this pavement I lay what I call the wearing.
surface, which may be of wood, or asphalte, or bitumen, or blocks of asphalte
and stone, or macadamized stone, as may be preferred, but I myself prefer to
lay down a surface of cast iron gratings, perforated or vertically drained, and
with recessed asphalte, to prevent slipping, as herein-before described, in
which case the surface may be horizontal; and such surfaces, when worn, may
be removed, and replaced without disturbing the under surface; and when
cast or wrought iron plates are used for the under surface I cover them over
with a layer of concrete, so that the iron will be made durable by being
hermetically sealed in a lime cement.
And respecting that part of my improvements which relates to buildings,
one portion consists in an improved mode of constructing roofs and
floors, especially such as are required to be flat and of great span. And
for this purpose I use a system of tension rods or chains, forming a net--
work, as shewn in plan at Figure 28, and in side view at Figure 29.
A, A, are plates forming double links, with five holes through them;
to each of the outer holes is attached a long bar or link B, B, and to
each of the centre holes is bolted an iron cruciform girder C, C. . These
girders abut together at their ends, and form lines of compression extending in
two directions; thus the links B, B, below form a tension system, and the
girders C, C, above a compression system, and the combination produces a
rigid floor or roof, in which the strain is distributed in two directions at right
angles to each other, and not in one direction as in common tie girders. And
this arrangement gives great strength, and distributes the weight equally over
the four walls or other supports of a building; and wedges or screws may be
interposed at the abutments of the cruciform girders against each other at
D, D, D, D, which will have the effect of cambering them up when desired,
or give a slight arching form to the floor or roof; and instead of the cruciform
iron girders C, C, other shaped girders or timber may be used in the same
position to give the compression resistance, and vertical tie rods may be
applied to the centre of the tension links to support or to shorten them by a
strain on the girders, as indicated by the dotted lines f. f, or ordinary chains
may be used instead of the links before described. The length of the links

page_text: is ten feet each, as shewn at Figures 28 and 29, and the intermediate
girders F, F, F, F, are arranged to reduce the squares to five feet each.
These open spaces may then be covered with squares of slate, or other eligible
material; and the joints being caulked with an elastic piping or cording of
gutta percha or caoutchouc, or other elastic material, the floor or roof so
formed will be water-tight, and the effect of the framework of the floor or
roof, seen from beneath, will be that of a groined ceiling, with the abutments
of the groins connected and supported by tension bars; and it will be very
susceptible of ornamentation to give a pleasing, architectural effect; and
when this roof is required to be lighted, the square spaces may be covered with
thick glass, plain or coloured, or transparent or opaque, the elastic piping or
cording, before described, being used to make it water-tight. without putty.
And instead of flat glass being laid on the intersecting girders, glass may be
.cast in square sheets with the four edges turned down, as shewn at Figure 30 A,
to lap over projecting lips on the iron girders, in the mode that a ship's hatch is
placed over the combings, and thus the roof will be perfectly water-tight.. And
these sheets of glass may be circular, or other shaped, if required, but in all cases
the edges turn down, and the flat part may be slightly convex upwards to give
strength; and provision may be made along the tension chains to receive and carry
off the condensed water from the roof; and circular formed similar roofs or floors.
may also be constructed with a chain tension network distributing the strain.
Another part of my improvements in building relates to the con-
struction and application of glass bricks. These bricks can be cast in
moulds, and are to be either hollow or solid; but they can be cast with
dovetails, fillets, or joggles, on one side, and with corresponding hollows on:
the other side, or with tongues and grooves, so that they will build together
without cement, or with the elastic piping or cording before described. And
they may be shaped so as to form vertical transparent walls, or to form domes and
arches of any color or combination desired; but in all cases they are to be dove-
tailed, or filletted, or joggled, or tongued and grooved, or with corresponding
projections and cavities, in order to fit together without cement. The various
modes of dovetailing, or filletting, or joggling, or tonguing and grooving, are so
well understood that Drawings are not required to explain them; and the glass
bricks may be of any desired form that will build into walls, with or without
iron or other framings to support them; and, when made hollow, these glass bricks
may contain colored or other liquids, or they can be arranged for fish to live in.
Another part of my improvements in buildings consists in a new appli-
cation of glass windows. thereto. And whereas glass windows which are
made to slide up and down have hitherto been formed with a combination
B

page_text: of wooden or metal frames, my improvement consists in casting the sheet
of glass which is to form a window in one piece, with thick edges or ribs,
which may serve instead of a frame. And for the purpose of suspending, or
raising, or lowering it, strings may be attached to the edges by metallic clips,
holding it like a vice by means of screws, or grooves may be worked round the
edges to hold cords or clastic piping, or holes inay be pierced like tubes from one
'end to the other of the ribs, as shown in section at Figure 30, where A, A, denote
the external ribs with the holes through them, and B the thin central portion
of the glass. And this arrangement of glass is applicable also to railway' carriages.
And I also apply framings of gutta percha to plain glass for siniilär purposes.
And one part of my improvenients which relates to bridges consists
partly in the application of chains of wrought iron links, as the substructure
of the bridge for the main supports or girders constituting the bridge, and
rendering such chains inflexible, or nearly so, both vertically and laterally,
by the application of a stiff or rigid superstructure, so that while the
substructure is in a state of tension the superstructure will be in a state
of compression. I am aware that such bridges have been made, but 'this my
'improvement .varies from all others, hitlierto made, being a combination of the
lattice and the chain, "so arranged that the lattice is double, springing from
each side of the chain, and is connected together by cross ties, so as to form a
kind of hollow girder: Figure 31, Sheet III., shews a portion of a side
élevation of such a bridge, and Figure 32, a section sufficient to illustrate my
improvement. A, A, are the chain links; a, a, the bolts which connect them
together. B, B, are diagonal struts, of wrought or cast iron, with circular holes
'passing on to the ends of the bolts on each side the chains. CC; Figure 32,3
are similar diagonal struts, taking the opposite ends of the bolts; the struts
leaning in opposite directions, and producing intersections or lattices. Where
'these intersections occur circular or slotted holes are pierced through, which
pass bolts c, c; and a cast or wrought iron' tube bis placed around these bolts
between the opposite struts, so that when the bolt is. screwed tight, the two
'series of lattices will be stiffly connected together; and the nuts being screwed
'on the bolts a, a, they will be secure. Between the upper ends of the opposite
lines of struts forming the lattices are placed rigid frames or iron castings
D, D, D, D, abutting together at the ends, and bolts e, e, pass through the
tops of the struts, and other castings of tubular forms connecting them all
together; or the frames D, D, may be wrought iron, if preferred; and
between the abutting ends of the castings D, D, wedges F may be placed, so
'as to lengthen the frames D, D, in which case the bridge or girder may be
cambered up to any desirable height; and side cheeks E are bolted to the

page_text: frames or castings D, D, to secure them; and when the wedges are used, the
holes in the centres of the struts B, B, C, C, may be slotted, to permit expansion
of the upper portion of those struts; and this construction will form a girder.
And two or more of these girders, being placed side by side across a river or
valley, will form a bridge, being connected by transverse beanis on which to lay
the roadway, such beams being laid either above the castings D, D, or upon the
chains A, A, or at any intermediate height; and such girders may be applied
to other like purposes in buildings. And in forming these girders the pro-
portion that should obtain in them will be about twelve feet in length for every
foot in height; and the proportions of the chains, and other iron work, will
vary with the load to be carried on them, and the strain of their own material
by the increased length and weight; and they may be used for bridges or
viaducts, aqueducts, or any other purpose where it is desirable. to connect two
opposite points together over in intervening hollow or space: The.sizes. of
materials are so well understood' as to strength and stress,' and: the. works of
reference so numerous, that there is no need to describe them.. And though.I.
have shewn the struts B, B, C, C, as only intersecting each other.at their mid-
length, I do not confine myself to this arrangement, but multiply the struts
and intersections to any desired number. And in erecting such girder's or
bridges I need no scaffold, but proceed in the following manner-I first take
a small rope, and with that draw a wire' or other. rope or ropes of sufficient
strength across the span. To this wire rope I attach the links of the chains,
and their connecting bolts, till they. reach across the space. I then secure the
ends of 'the chain at either side, drawing it as straight as I can across the
opening another chain being similarly, placed alongside it. I then erect a
pair of shears on the top of the chains, either at the centre or at the sides,
and draw the chains to a straight line and horizontal lével between the lower
ends of the shears. I then apply the struts B, B, C, C, to the ends of 'the'
bolts between the shear legs, and secure them by the nuts on the bolts a, a,
and the bolts and 'tubes C, C, and apply the compression castings D, D. 'In
this mode the portion of chain between the shear legs will be inade rigid; and
I then remove the shears to either side alternately, till the whole superstructure
is complete. And although I have shewn the struts B, B, C, C, as intersecting
each other in the lattice form, I do not confine myself, to that, but use any
other form of diagonal strut with more intersections, or with no intersections
whatever; but in all cases I use the double lattice, which gives great lateral
stiffness, and enables me to apply the struts on the ends of the bolts outside
the chains, thus dispensing with a scaffold, and enabling the erection to take
place on the chains when put in their places; and the chains may be continued

page_text: beyond the girders, and anchored to the ground, as ordinary suspension chains
are used, and a footway for passengers may be formed between the double lattice.
.
And another part of my improvements in bridges relates to such
bridges as are formed of plate girders, rivetted or bolted together. And
whereas such girders have hitherto been constructed of plates of plain surface,
connected together by narrow stripes of metal, or by angle or T iron, my
improvements consists in rolling: the plates with rising or projecting edges, as
shewn in plan at Figure 33, and in section Figure 34, so that the plates may
form channel plates, and be connected by bolts or rivets through those pro-
jecting edges, without needing extra stripes or angle or T iron connections;
but between the projecting edges plate iron may be inserted, if required, to
give stiffness, as shewn in section a, a, Figure 35; and those connected plates
may be used in connection with tension chains below.
And another part: of my improvements. in bridges relates to the links of the
chains forming the bridges I have before described, or of any chains used for
similar purposes.. And. whereas the chains for such purposes have usually been
made of long flat bar links;. and such links have been of equal thickness at the
bolt eyes and at the central part of the link, my improvement consists in making
the link 'thicker at the eye, as shewn in plan at Figures 36, and in side view
at 37, for, the purpose of obtaining a larger bearing surface without increasing the
diameter of the bolt connecting the links together, yet preventing the cutting
of the link or bolt, by reason of insufficient bearing; and these links may be
forged or rolled, or partly forged and rolled.
•
And another part of my improvements in girders for bridges, also applicable to
other purposes, consists in connecting together by their flanges or projecting edges
cast iron plates or frames, as shewn at Figure 38, Sheet II., in elevation, and
Figure 39 in section. A, A, are the frames; b, b, the connecting bolts; and the
bottoms of these frames have flanges, and to these flanges are bolted laterally ten-
sion bars C, C, C, of wrought iron; the bars on one side breaking joint with the
bars on the other side when too long to be in one piece, or being formed with
link eyes and bolts as ordinary tension chains. The frames are shewn of
oblong square form, but other forms may be used, and the attachment of
the frames to the tension rods may be by vertical instead of lateral, bolts.
And as regards my improvements in locomotive engines, one part of
them consists in the construction of double tank engines, on eight wheels,
with four cylinders; the frames being arranged to bolt together, either rigidly
or with a swivel movement between the frame joints, which will enable the
double engines to bend round curves, being a combined application of the
principles of the four-cylinder engine formerly patented by me, and the eight-

page_text: wheel railway carriage formerly patented by me. And by this arrangement I
have four driving wheels to the engine. And there are two separate boilers and
fire boxes which may be worked together or one only worked at a time, according
to the load they may have to draw, or one fire may be used supplying steam to
áll four cylinders. And the two frames are to have strong iron dowels fixed into
one frame, and passing into corresponding holes in the other frame so as to
preserve the same level horizontally and prevent pitching or oscillation; and if
the frames be swivelled together, springs may be placed between the two frames
to preserve straightness and steadiness, though permitting elastic bending when
required laterally for curves. And this double engine can be used without any
separate water tender, being supplied with water from tanks on the same frames;
and no loose longitudinal movement is to be permitted between the frame of
the double engine, which, by permitting a joggling motion, would absorb and
waste power. And this double engine will work equally well either way. And
the steam regulator may be connected together if required, so that the inachine
thus constructed double will be practically and essentially uniform in its action,
one pair of driving wheels being capable of communicating motion to the whole
machine. Figure 40, with the connecting bolt A, A, shews this arrangement.
There are partitions shewn at B, B, where the frames are connected; doorways
are provided in these partitions to permit the drivers to pass, and when the double
engine is made rigid and unbending in the frames I provide lateral movement
of the end wheels and axle boxes in the axle guards, so that they will give
freedom of movement to pass round curves as used in my long and double
carriages formerly patented. And the advantage of these double engines is
that, when required, they can be unbolted and separated into two parts, and
the partitions can be closed up and moveable buffers applied, and thus out of
one double tank engine two single ones may be formed adapted for light loads,
and the double engine will be less liable to slip its wheels, and in case of
an accident to one boiler or cylinder it may be able to take home its load at a
reduced speed instead of being stopped altogether.
And another part of my improvements in locomotive engines consists in
the application thereto of chimneys formed with double plates of metal,
with air between them so that there will be no waste of heat, and the fuel
will be economised; and this kind of chimney may be applied to. portable
engines also.
And another part of my improvements in locomotive engines, to obtain the use,
of four driving wheels, is a new application of the two steam cylinders, to drive
four wheels without the wheels being coupled together, and this I accomplish by
having a double piston rod passing out at each end of the cylinder. I connect

page_text: each double piston rod with a, straight bar sliding in grooves outside the cylinder.
In the centre of this bar, which is in the same plane with the outside of the wheels,
I-place two pins, to which are attached two connecting rods, each communicating
with a crank pin on one wheel, and so giving motion to the wheel. Figure 41 shews
this arrangement.. A is the longitudinal bar.connected with the pistons.B; B,
on the connecting rods, communicating motion; and, the, class of piston and
cylinder called a trunk engine with a hollow piston rod may be applied to
produce the same effect. Figure 42, shews an end view, A being the external
slide bar, C,. the crank pin,.D; the piston, and E, the cylinder. :
And another part of my improvements in locomotive engines consists in
a: new arrangement for using tank engines when required for long distances in
connection with two, or four, or more wheeled tenders for water or fuel, so that
the tank "engine, whether four or six wheeled, may serve for short distances
as usual, and become available like an ordinary engine where great distances
are to be run, by properly. adjusting a separate water tender to it with
any convenient arrangement of junction water pipes to form a connection
between the tanks of the engine and tender, or direct to the boiler, as may
be preferred. And this 'my new combination will be very economic by:
adopting the same engine to work either. long or short traffic; and for want
of this arrangement many of the present tank engines are so loaded with
water that they seriously damage the roads by excessive weight. And any
competent person will understand this arrangement without Drawings.
And another part of my improvements in locomotive engines consists
in the attaching or connecting together with the buffer heads, in contact, two.
four-wheel tank locomotives, with fuel and water, on the same frame, and
without a. tender, by any loose connection as a chain or otherwise; for.
which purpose I provide a foot plate to fold over the opening between them,
so that one man may drive both engines, and for very moderate speeds this plan.
will be very economical, and the engines may run either way, though I do not
consider this plan so good as the double engine before described when speed is:
required, being only a convenient variation of the mode of forming a double
tank engine before described. And note,. that though I have described my
improvements in the construction of 'my double locomotive engines for traction
purposes on railways as applied with steam for the motive power, yet never-
theless I apply the same modes of connection to locomotive engines moved by
other power than steam.
1. And that part of my improvements which relates to carriages consists,.
first, in an improved method of connecting two or more railway carriages!
or wagons by passing the buffer rods or dowel rods of one carriage into.
:

page_text: corresponding holes. in the adjoining carriage, the heads of the buffer rods
when, thus used. being first taken off, so that the carriages, being four or, six
wheeled, will materially support each other and prevent vertical oscillation;
and though the buffer rods are made to fit tightly into one carriage they should
fit loosly laterally into the other, in order to permit easy lateral bending; and
the carriages or wagons, thus connected, will practically form eight-wheeled.or
twelve-wheeled carriages, and may be made wider, and larger than usual, or
existing carriages may be so coupled, serving to produce an effect similar to the
eight-wheeled carriages. formerly patented by me, and which may be rigidly
bolted or coupled together, or connected by a swivel joint, and vulcanized india
rubber or spiral or other springs may be placed on the buffer or dowel. rod
between the two carriages thus connected if required. Figure 43 shews this
arrangement in plan, and Figure 44 in side view. A, A, are the volute springs
keeping the headstocks B, B, apart; C, C, are the dowel buffer rods connect--
ing the two frames, and which may be taken out when required and replaced
by ordinary buffer heads removable at pleasure, thus making two separate:
carriages. D is the coupling to attach the two carriages, together with a right.
and left screw... The dotted lines e, e, indicate the lateral slotting of the holes.
for the rods, to suffer the carriages to accommodate. their wheels to the road,..
and these carriages may be suspended on clastic tension links of vulcanized.
caoutchouc, either with or without other springs of steel, and such tension.
links may be used for like purposes in other carriages, as shewn at Figure
44 A. And this arrangement is so plain and. simple that any competent.
person will understand it..
4:1
And another part of my improvements in carriages, and wagons, consists
in the application of a double headstock and improved framing to the
carriage or wagon under frame. Figure 45 shews a portion of the frame
at one end, seen in plan. A, A, are the sole, bars, and B, the headstock;
C, C are diagonal timbers; D.D, are other timbers, forming, a truss frame,
abutting against the headstock; E is the outer headstock, with the buffer
heads F, F, attached. This is fastened by two clips. to the inner head-
stock, at the middle portion, the outer portions tapering off thinner.
When the blow strikes the buffers F, F, the centre of the headstock B.will
recoil till the end F; F, touch, and will thus moderate the shock. And the
draw rod is passed through the two headstocks, and attached to the truss frame
D, D, which will take all traction strain. off the headstock centre and transmit
it to the corner plates at the ends. And this arrangement of outer headstock
and inner truss pieces may be applied to the iron under frames of carriages or
wagons, either, on my double plan or such as are built in the ordinary modes.

page_text: G; G, are pieces of caoutchouc or gutta percha, or they may be steel springs,
which may be applied to lessen the strain on the centre of the inner headstock B.
And another part of my improvements in carriages consists in an improved mode
of constructing wrought iron under frames, adapted for my double carriages for
railways, or for like purposes in other carriages. And whereas such iron under
frames have hitherto been constructed by rivetting the frames solidly together,
which process involves several disadvantages in case of repairs of damage, or
in case of transport in wagons or vessels, by reason of their bulk, my improve-
ment consists in bolting the parts together with screw bolts, so that they may
take apart readily when required to transport or repair. Figure 51 shews
part of an under frame. In plan, A, A, are the iron plates forming the
side or sole bars; B, an iron plate forming the headstock; C, C, are outside
angle or corner plates, bolted by screw bolts and connecting the sides and
headstocks together, or the sole bars and headstocks may be bent to an
angle to produce the same effect. And where the iron and iron come in con-
tact white or red lead or other paint or cement may be used. D, D, are
transverse bars of timber connecting the sole bars A, A, by screw bolts d, d.
E; E, are diagonal timbers to keep the frames square and "stiff," fixed in
any ordinary manner. And the sole bars may be secured to the transverse
bars D, 'D, with long screw bolts passing right through or by short bolts with
nuts in the timber, as commonly used in bedsteads, and the transverse bars will
serve to attach the spring connections, either in the usual manner or in the
mode of my improved lateral wheel traverse. Figure 52 is a lateral view of
part of the same frame adapted for my double carriages; A is the sole bar; B
is the axle guard for the axle box; C is the outside angle or corner plate, with
a prolonged leg downwards like the half of an axle guard; on this leg are two
flanges a, a, through which pass bolts, indicated by the dotted lines, to connect
them to a similar half frame, and thus form a double carriage. And note,
although I have shewn plain plate irons for the sole bars and headstocks, angle
or trough or channel or other formed iron, or cruciform or triangular iron,
shewn in section at Figures 53 and 54, Sheet II., may be used, and such
cruciform iron may be applied to other like purposes, or a longitudinal timber
may be bolted outside the sole bar, to which to secure the body, as indicated by
the dotted line; and I combine the application of my registered coal and goods
waggon with a shifting hopper bottom, with these double iron under frames, and
also with double under frames of wood only.
And another part of my improvements in carriages and wagons consists in the
construction of wheels therefore; and for- this purpose I use my ribbed tyres,
formerly patented. Figure 46 is a front-view, and -Figure 47 a section, of an

page_text: improved wheel of this kind. A, A, A, is the ribbed tyre; B, B, a disk or sheet
of iron fitted into it, and rivetted to the rib, or between the rib and a false rib
D, D; C, C, C, are centre side cheeks rivetted to the disk and constituting the
nave into which the axle is to be fitted. And the wheel thus made will be very
strong and durable, and will not have any holes through the tread part of the tyre
and therefore will be very safe; and by having no open broad spokes these wheels
will not act as a fan to raise dust or dirt and damage the lubricated parts of the
carriage or machinery, and instead of a rib being rolled on the tyre an angle iron
may be rivetted to an ordinary tyre to form the rib and rivet the disk plate to.
I am aware that disk wheels have been made before with iron plates rivetted to
angle irons on the tyre, but not in my improved mode, and two disk plates may
be used, as shewn in section at Figure 52 A, with a distance plate between
them, where the cheek plates of the nave are rivetted on, and flat radial spokes
of bar iron welded into a common centre, or cut from a sheet of metal, indicated
by the dotted lines. Figure 46 may be rivetted or bolted between the cheeks
and to the ribbed tyre instead of disks, and which will not act as a fan, being
in the line of movement, and will not be noisy. And another part of my im-
provements in carriages consists in covering the steel spring plates which con-
stitute the laminated springs with a metallic coating of tin or zinc or other
metal, to prevent them from rusting. I am aware that springs have occasionally
been galvanized, as it is termed, but that has been done by dipping the entire
spring into the metal, but I do not use this method; my plan is to tin the surface
of each plate in the mode used for what are called tinned plates of commerce,
or otherwise cover them with metal, which will preserve them from oxydating
And another part of my improvements consists in an improved ap-
plication of breaks to railway carriages, so that friction may take place on
the rails, and the surface of the wheel tyres may be preserved from damage.
Figure 48 shews a side elevation of such a brake applied to a pair of wheels.
A, A are two pairs of skids or sledges, a pair to each opposite wheel, suspended
from the axle box B, in any convenient mode; C, C, are pins on the ends of
two transverse bars, connecting the four opposite skids A, A, together, and
capable of revolving in the sockets; D is a shaft transverse to the axle E,' on
which are a right and left screw F, F, working in the transverse bars C, C,
by means of the pinion E, which is fixed on the shaft D; circular motion may
be given through any well-known means, and when it is, desired to apply the
skids A, A, the movement of the screw in one direction will force them against
the wheels and rails, and the opposite movement will lift them from the rails
and withdraw them from the wheels; and these brakes are particularly adapted
for my lateral traverse wheels for six or eight wheeled carriages, following them
•

page_text: in either direction laterally. Another variety of this brake is shewn in side
elevation at Figure 49, and is a modification; of the common slide brake, which
is so well known' that it needs no minute description.A. A is the horizontal
bar connecting the axle boxes, along which the brake. blocks usually slide;
B, B; tlie axle lioxes to which it is attached; CC, are two bars descending
downwards at an angle with the rail; and bending upwards to take the axle boxes;
on these bars the brake blocks or skids D, D; slide, and instead of merely pressing
against the wheels and making them fast in the ordinary mode they press between
the wheel and rail and form a sledge, or they may press on the rail only, if pre-
ferred. And be it understood I do not represent as original the, use, of
sledge brakes for railways, as they have long been known, but only the origi
nality of my application in the mode shown, namely, forcing two or four skids
in contact with the rails and wheels, or rails only, by the application of a right
and left hand screw; such skids being suspended from the axle boxes; and also
the moving sledges or skids along bars forming inclined planes to the rail on
which the skids are to press. And I apply these sledge brakes to locomotive.
engines, also varying the mode of application'as, may be desirable, singly. or
double, and the skids or sledges may be provided with flanges similar to those.on
the wheels, so that in case of a wheel or axle breaking, the carriage, or engine
may rest on the sledge suspended. about two inches above the rails, and thus
prevent accidents:
And another part. of my improvements in carriages consists in the
application of railway tank wagons to carry a supply of water next to
the tender or at any other convenient part of the train, for the purpose. of
watering the railway and rendering it more firm and less costly in repairs, as
well as less annoying to passengers,cby preventing the rising of dust... Railways
suffer in work from being either too wet or too dry. And I construct these
tank wagons in the modetused for water carts in.cities; but I arrange, thenflow
of "water so that it will drain or get out along the line. of the trails where, the
damage from the blows is greatest. And I place diaphragms or partitions
transversely in the water space to prevent too great oscillation of the water
within.
adings
Having now described my said improvements, I, the said William Bridges
Adams, do hereby declare that the new Inventions; the exclusive use of which
is granted to me by the Letters "Patent : herein-before. recited, consist in the
following particulars, namely:
Firstly, I. claim the application to the permanent way of railways of stone
block sleepers, with bolts passed through them to hold down the rails of chairs,
or both, with or without the intervention of timber or similar. elastic, material?

page_text: Also the application of longitudinal or transverse sleepers, secured to stone
blocks by bolts passing between the blocks, and secured to timber or other
material below the blocks. Also similar arrangements substituting masses of
brickwork or cement, or concrete, or masses of cast iron or metallic slag, or
loaded boxes of timber or iron in place of stone blocks to secure the rails
firmly, and, when required elastically, to a sufficient mass of weighty ballast.
Also the use of side clamps to. secure the rail ends bolted below the rails, and
forming a chair if preferred, as hercin-before described and shewn at Figures 1,
2, 3, and 1 A. Also the sectional forms of a deep single T iron rail and timber
combined for permanent way, as herein-before described and shewn at Figure 4,
and the laterally corrugated or grooved rail herein-before described and shewn:
at Figure 4 A. Also the construction and application of various forms of rails
for the permanent way of railways, to produce lateral and vertical stiffness,
formed of cast or wrought métal, or of both combined, or combined with' wood
and formed of one piece or of several pieces combined, or rivetted or bolted.
together, and laid in concrete or in ballast, or with or without sleepers beneath
them, and which I call "girder rails," such girder rails having a continuous
vertical or partly vertical support lower than the horizontal or partly horizontal
bearing surface on the sleepers or ballast as hercin-before described and shewn
at Figures 5, 5 A, 6, 6 A, 7, 7 A, 8, 8 A to 8 Z inclusive, and Figures 8,
A A to 8 A M inclusive, and Figures 12, 12 A to 12 M inclusive. Also
the girder rails, Figures '12 N, 12 O; and 12 P, as herein-before described
and shewn; also the application to girder rails of cheek plates and angle cheek
plates, on one or both sides, or tongue plates or saddle or channel plates, or
girder bearers or break joint, for the purpose of connecting the girder rails or
parts of them together, and making them continuous, and combining them in
any new form required, as herein-before described and shewn by the various
figures of girder rails indicated by dotted lines or otherwise, and at Figures 9,
10, 11, and 11 A, Sheet I. Also the, modes of making curved rails, by
forming the holes of the separate horizontal plates in curved lines, as herein-
before described and applied to Figures 8 G, 8 V, 8 Z, 8. A D, and 12 A..
Also the application of hollow girders or rails as water pipes, or perforated as
drain pipes, as shewn at Figures 12 J, 12 0, 12 Q, and 12 P, and the various
other forms capable of this arrangement, by adding bottom plates, as herein-
before described: Also the application of elastic girder rails; as shewn at
Figure 12 N, 12 P, 12 Q, and other analogous modes as herein-before:
described; to permit elastic yielding of the rail without disturbing the ballast.
below. Also the application of longitudinal or other timber bearings beneath.
the broad horizontal surfaces or plates of metal, to give vertical. stiffness, as

page_text: herein-before described. Also the construction and application of channel rails
as herein-before described and shown at Figures 8 N, 8 Y, 8 A C, 8 AD, and
12.F. Also the construction and application of steel or steeled rails to formi
such girder rails, as herein-before described and shewn. Also the application
of zinc or tin, or other metallic or galvanic coverings, or asphalte or bituminous
substances, or mineral or other paint, to these girder rails, or parts of them, to
preserve them from oxydation, applicable to other rails also, as herein-before
described. Also the construction and application of portable railways or agri-
cultural or other light railways or tramways, as herein-before described and
shewn at Figures 13, 14, 15, 16, 15 A, and 15 C. Also the notched bar with
staple holes, Figure 15 B, and also the application of forked staples, or staples
and holes, or studs and holes, to connect portable or other rails and cross bars,
together with or without notches, as herein-before described. Also the con-
struction and application of elastic railways, to diminish noise and vibration in
streets, or on arches, or on buildings particularly adapted for carrying rail-
ways through towns, as herein-before described and shewn at Figures 17
and 18.
Secondly, I claim the application to streets, or roads, or garden walks, or park
walks, or roads, or to railway station platforms, or to markets, or to other places
open or partly open to the weather, or for like purposes in railway sleepers of
perforated surfaces of wrought iron, or cast iron, or other metal, stone, glass,
slate, earthenware, or other similar material, supported on legs or ledges above
the surface of the ground or of the ordinary pavement, so as to permit dust,
mud, or water, or other extraneous matters, to pass away below, such per-
forations being either "undercut" holes of any convenient form, as shewn at
Figures 19 and 21, and 19 A and 19 B, or openings at the edges, as
Figure 24, or longitudinal openings, as shewn at Figures 26 and 27, either
cast in one piece, or in separate pieces placed side by side, or any other con-
venient form, as herein-before described. Also the application of such surfaces,
or of any common grating, laid in contact with sand, gravel, or other porous
soil, so as to give an unyielding yet porous surface as herein-before described.
Also the application to the various places and circumstances herein-before
described of metal frames, perforated, with the surfaces recessed and fitted with
wooden blocks, or asphalte, or bitumen, or cement, or porcelain, or glass, or tiles,'
or mosaic work, or artificial stone, or similar materials, applied either as orna-
ments, or for the purpose of preventing slipping, as herein-before described
and shewn at Figures 26, 27; and 21; 19 A and 19 B being likewise appli
cable to the interior floors of buildings, shops, rooms, and passage ways, and to
metal frames non-perforated. Also the application to perforated metallic or

page_text: other foot surfaces, or to the openings of coal vaults, or to areas or door steps,
of advertisements, shewing open letters or devices, to be lighted at night by gas
or other light, as herein-before described and shewn at Figure 19. Also the
application for similar purposes of semi-transparent porcelain or of glass. Also
the like application of similar advertisements cast, or stamped, or graven on metal
plates, non-perforated, for footways, as herein before described. Also the con-
struction of an under surface for carriage or horse roads, with flag stones, slates,
or sheets of iron laid on concrete and constituting an under surface on which
the perforated iron gratings are to be laid, or, if preferred, wood, or stone, or
asphalte, or bitumen, as herein-before described. Also the galvanizing or
covering with metallic coating or bitumen, or paint, the wrought or cast metal
used in these foot or horse ways to prevent oxydation.
Thirdly, I claim the application of a chain tension network and intersecting
corresponding girders, either in a square or circular or other form, for flat'or
slightly arching roofs or floors, thus distributing the strain in various directions,
as herein-before described and shewn at Figures 28 and 29.
Also the applica-
tion of clastic cords or piping of gutta percha, caoutchouc, or other clastic
material to make water-tight joints intead of putty, and so to expand and con-
tract with the other materials. I also claim this application as a like purpose
to joints of stonework or woodwork generally to prevent the passage of
moisture, as herein-before described. Also the application of glass bricks, either
plain or coloured, to building purposes; such bricks to be dovetailed, joggled
together, or filletted, or tongued and grooved, or similarly connected, as herein-
before described.
Fourthly, I claim the application of double lattices or diagonal framings to
form rigid girders for buildings and bridges, in connection with tension chains,
as herein-before described and shewn at Figures 31 and 32. Also the appli-
cation of shear legs to erect such or similar girders in their places without a
scaffold, by drawing the chains to a horizontal level as herein-before described.
Also the construction and application of channel plates to form plate girder
bridges, as herein-before described and shewn at Figures 33, 34, and 35. Also
the application of cast iron frames with tension bars or chains to form girders
for bridges and other purposes, as herein-before described and shewn at
Figures 38 and 39. Also the construction and application of links for
chains for suspension or other purposes, in which that part of the link forming
the eye is made thicker than the other part of the link, in order to obtain a
greater bearing surface without increasing the diameter of the bolt connecting
the links, as herein-before described and shewn at Figures 36 and 37.
Fifthly, I claim the construction and use of double-tank engines to be used

page_text: Also the
without a separate tender for fuel and water, such engines being provided with
tanks and, coke boxes, as shewn at Figure 40 and lierein-before described;
such engines to be capable of separation when required, and provided with move-.
able, buffers, so that they may serve for light loads as two separate tank engines,.
and the double engines, may be constructed with the two fire boxes, or twe
smoke boxes, or with a fire box and a smoke.box. together, as bercin-before
described. Also the application to locomotive. engines of double. chimneys,
fórnied of double plates with air between to economise the beat of draught
applicable to other engines also, as herein-before described.
mode of construction.. and application to the piston rods of my four-wheel
tank engines of slide bars working outside the. cylinders parallel to
the piston rods, and connected with them, to propel. all, four wheels or
a similar arrangement for the same effect, as shewp at Figures 41 and 42,
and as herein-before described. Also, the combination of a tank engine,,
carrying its fuel and water for short distances, with a separate tender,for fuel
or water to, travel long distances, when required; the tank of the separate,
tender: being connected either to the tank of the engine, or to the boiler direct,
as.heréin-before described. Also the use and application of two tank engines,
carrying their own water, on four or six wheels each, connected together, and
with a moveable foot plate over. the opening between them, so that one man
may drive both the tank engines; the fire. boxes being together, as herein-.
before described. These improvements, in connected or disconnecting engines,
being also applicable to locomotive engines propelled by any other power than
steam, as herein-before described.
..Sixthly, I claim the application of.coupling together two or more four or
six wheeled carriages or engines. by buffer rods or. dowel rods passing from one
carriage frame or engine frame into the. other, for the purpose of keeping
them at one horizontal level, and giving vertical support, as herein-before
described and shewn at Figures. 43 and 44, being a variation of the mode of
coupling my double carriages. Also the application to railway. carriages of
wagons of double headstocks and rigid truss frames, for the purpose
of preventing damage by buffing and traction, as herein-before described
and shewn at Figure 45. Also the application of screw bolts to connect
the parts of iron under frames of railway carriages together, to give
facility of separation in case of repairs, or for facility of transport,.as. herein-
before described and shewn at Figures 51 and 52, to render them conveniently
portable. Also the construction and application of. triangular iron, as herein-
before described and shewn at Figure 54. Also the construction and com-
bination of my, registered coal hopper wagon to form double wagons, .as

page_text: herein-before described. Also the combined construction of railway carriage
wheels with my patent ribbed tyres, and with single disk plates, and false rib
or double disk plates combined, with central cast or wrought iron cheek plates,
all rivetted or bolted together, without piercing holes in the tread of the tyre,
as herein-before described and shewn at Figures 46 and 47 and 52 A. Also the
application of angle iron, rivetted to an ordinary rail tyre, to produce a rib, to
which to rivet the disk or disks, as herein-before described. Also the appli-
cation of radial flat spokes in such wheels instead of the disks, as hercin-before
described, and indicated by the dotted lines Figure 46. Also the application
of tin or other metal as a covering to the separate plates of steel which form
laminated springs for carriages on railways, so that they may be hermetically
sealed from rust, as herein-before described. Also the application to railway
carriages and locomotive engines of improved sledge brakes, either hinged to
the axle boxes or made to slide on bars inclining to the rails, so that the
motion of a screw or other means may cause them to impinge on the rails.
And the same sledges will serve as safety bearers on the rails in case of the
breakage of a wheel or axle, as herein before described and shewn at
Figures 48 and 49. Also the application of water-tank wagons to water
railways, and prevent their being damaged, and causing dust and wear, as
herein-before described. Also the application of moveable buffer heads to the
ends of carriages and engines, so that the carriages may be worked either in
pairs or separately, as herein-before described.
In witness whereof, I, the said William Bridges Adams, have hereunto
set my hand and seal, this Third day of December, in the year of
our Lord One thousand eight hundred and fifty-one.