CERTAIN IMPROVEMENTS IN RAILWAYS AND IN RAILWAY CARRIAGES
Year: 1849

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
HENSON HENSON, of Hampstead, in the County of Middlesex, Gentleman,
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 Fourteenth
day of June, One thousand eight hundred and forty-nine, in the twelfth year
of Her reign, did, for Herself. Her heirs and successors, give and grant
unto me, the said Henry Henson Henson, my exors, adññors, and assigns,
Her especial licence, full power, sole privilege and authority, that I, the said
Henry Henson Henson, my exors, admors, and assigns, and such others as I,
the said Henry Henson Henson, my exors, admors, or assigns, should at
any time agree with, and no others, from time to time and at all times
during the term of years therein expressed, should and lawfully might make,
use, exercise, and vend, within England, Wales, and the Town of Berwick-
upon-Tweed, and in the Islands of Guernsey, Jersey, Alderney, Sark, and Man,
and in all Her said Majesty's Colonies and Plantations abroad, my Invention of
CERTAIN IMPROVEMENTS IN RAILWAYS AND IN RAILWAY CARRIAGES;" in which
A

page_text: said Letters Patent is contained a proviso that I, the said Henry Henson
Henson, should cause a particular description of the nature of my said
Invention, and in what manner the same is to be performed, by an instru-
ment in writing under my hand and seal, to be inrolled 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 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
Henry Henson Henson, do hereby declare that the nature of my said
Invention, and in what manner the same is to be performed, are fully
described and ascertained in and by the present Specification thereof, reference
being had to the Drawings hereunto annexed, that is to say:-
Firstly, my Invention consists of certain improved forms of rails for
railways, and modes of securing the same. Figure 1 is a cross section of a
rail of the form which I think will be found the most durable in practice.
A is the rail, which is of an oblong section, with two projecting arms or
wings W, W, or may be rounded at the corners in the manner indicated by
the dotted lines in Figure 2. At top it is slightly bevilled inwards, so as to
correspond with the usual bevil in the rims of railway carriage wheels;
at bottom it is bevilled in precisely the same way as at top, in order that
when worn away at top it may be turned upside down and a fresh surface be
brought into work. The rail is sunk up as far as the arms or wings into a
recess in the sleeper, and is farther secured by bolts T passed through the
arms W, W. Figure 2 shews a rail of the same form as the preceding, but
without any bevil either at top or bottom. Instead of sinking one half of
the rail in the sleeper in the manner above mentioned, it may be secured to
the surface in the manner represented in Figure 8. In some cases I place
the baulk A upon transverse pieces of deal or other timber B, which may be
one and a half inch thick by eleven inches wide. C, C, are fillets to secure the
baulk upon the deal surface B. D, D, are other fillets or pieces of timber
which secure the rail in its proper position, and are screwed or otherwise
firmly fixed to the baulk A. The fixings of the rail pass through fillets D
into the baulk...
Secondly, my Invention has relation to the construction of the axles of
railway carriages, and has for its object to diminish the frequency of fractures:
therein, and to facilitate the repair of such axles when they do happen to
give way.
Figure 1 is a longitudinal elevation of an axle (the lower half of which
is in section) shewing two different methods of forming the axle at that part

page_text: where fractures most commonly occur, namely, at the neck. A is the journal;
B, the portion of the axle which is inserted into the boss or nave of the wheel;
C, a collar raised on the axle, and which may either be formed as represented
in the Drawing as tapering down towards the centre of the axle, or with the
thickened part D, D, much shortened. The collar C may either be convex on
its outer surface as at E, or concave as at F, but in both cases the external
surface of the boss of the wheel should be turned to fit it, so that by the collar
bearing upon the boss it may give support to the axle and prevent any strain to
which it may be subjected from falling with preponderant force upon the neck.
Some modifications of the plan of construction just described are exhibited
in Figure 2. A is the journal as before; B, the enlarged part which
takes into the boss of the wheel; C, the collar, which may be plain on
the surface, in which case the surface of the boss against which it abuts
would also have to be plain; or it may be made to interlock with the boss by
means of a tongue turned upon it, as represented by the red lines at D, such
tongue taking into a corresponding groove in the boss, or by means of a
tongue on the boss taking into a groove in the collar, or both the collar and
boss may have grooves, and a separate hoop or ring be made to fit into both
the grooves, so as to bind them firmly together, and relieve the neck of the
axle from strains. The grooves in these cases may be of a V or a U or any
other convenient form. A ring of vulcanized india rubber, leather, or other
such flexible substance, may be advantageously introduced between the collar
on the axle and the boss of the wheel, and the grooves may be also packed at
bottom with the same materials.
Another modification of these arrangements is shewn in Figure 3*, partly in
section, and on an enlarged scale in Figure 4°. A is the axle, which tapers from
each end towards the centre. B, B, one of the journals. C, C, the bosses of the
wheels. D, D, are two metal tubes which are fitted upon the ends of the axle,
each tube having a flanged end, which abuts partly against the boss and partly
against the spokes of the wheel, and a plain end which abuts against a shoulder E,
formed on the axle at a little distance from the boss, where there is much less
risk of fracture than there is at the boss. The flanged ends of the tubes are
connected to the arms of the wheel by bolts passed through the holes F, F,
as particularly shewn in Figure 5, which is a sectional elevation of a
single wheel, and of the axle taken on the line a, b, of Figure 3. By the
preceding arrangement the strain or pressure resulting from the rubbing
or striking of the flange of the wheel against the rail is directed against the
shoulders E, E, where it acts with much less leverage upon the axle than
when the point of resistance is within the boss of the wheel, and with con-

page_text: sequently less tendency to break the axle. To facilitate the replacement of
axles which may happen to break at the boss of the wheel, and also to
facilitate the manufacture of railway carriage axles generally, I adopt the plan
of construction represented in Figures 6, 7, 8, 9, 10, 11, 12, and 13.
Figure 6 is a longitudinal elevation, partly in section, of a pair of wheels on
this plan; Figure 7 is a cross section on the line a, b, of Figure 6;
Figure 8 is a part section on an enlarged scale, and Figure 9ª is a cross
section on the line A, B, of Figure 8ª. A, A, is a tube, which terminates at
both ends in flanges B, B, and is of such length that when the bosses of the
wheels are brought up against the tube, as represented in the Drawings, they
shall be the proper distance apart to suit the gauge of the line of rails.
C, C, are two short solid pieces, which form the journals of the axle; these
pieces are inserted at one end (which is diminished in diameter for the purpose)
within the tube A, and at the other or larger end passed through the boss.
The Drawings represent the tube A as being square in its cross section, both
exteriorly and interiorly; but the exterior may be made square and the
interior circular, or vice versâ, or both may be made circular. The tubular
part of the axle is secured to the bosses of the wheels by bolts E, E, and to
the journals C, C, by keys F, F, so that in the event of any of the parts giving
way they can be easily disengaged and replaced.. The journals may for
greater strength be made of cast steel.
Figure 10 is an elevation, partly in section, of a pair of railway carriage
wheels fitted upon, an axle constructed on a similar principle to the preceding.
Figure 11 is a cross section taken on the line a, b, of Figure 10", and Figure
12 is a part section on an enlarged scale. The difference between this axle
and that last described consists in the connection between the central coupling
tube A and the solid journals B, B, being effected by the one being screwed
into the other, as shown in Figure 12.
Figure 13 shows another method of uniting railway carriage axles when
made in two pieces. C is a short coupling tube, which is screw-threaded
inside at the two ends; B, B, are the two halves of a solid axle, which have
screws cut upon them, their inner ends corresponding with those of the tube;
and C is a disc or washer of vulcanized caoutchouc, or other like elastic
substance, which is interposed between the inner ends of the half axles to
intercept and diminish vibrations on the screwed ends of the half axles being
brought within the tube C. The tube is screwed round till the ends are
brought into close contact with the washer C, and the whole firmly combined
together. The tube C is kept fast in its place by means of pins or rivets
D, D, which are passed through both the axle and the coupling -tube.

page_text: Instead of using a central coupling tube with the arrangements last herein-
before described, the bosses of each pair of wheels may be prolonged from
the centre inwards, so as to form a tube of half the length of the distance
between the wheels, and a solid axle may be passed through both bosses and
the tubular extensions, so as to be in effect incased throughout. A washier
of vulcanized caoutchouc or other like elastic material may be also interposed
between the abutting ends of two tubular prolongations of the bosses, in
the same way as in Figure 13; or tubular extensions may be carried to a
less extent than the preceding, and be still attended with great advantage.
Figure 14 is a longitudinal section of one half of a railway carriage axle,
in which an improved form of journal is employed, well calculated to lessen
the oscillation of the carriage from side to side upon the axle bearings.
The portion of the axle from a to b forms the journal; the central part c, c,
is of a larger diameter than the intermediate portions situate between it and
the outer edges of the brasses of the bearings, which latter have corresponding
indentations cut or cast upon their rubbing surfaces to correspond with the
journal. As the brasses embrace the journal when screwed together it is
hardly possible that the carriage can shake from one side to the other, as
happens very commonly with axles having journals of the ordinary form. d is
a hollow or cavity, which may in some cases be formed in the end of the axle
to admit of the oil or grease being introduced through it to the rubbing
surfaces, and to meet such an arrangement the enlarged part of the journal
is pierced with one or more holes to allow the oil to pass through; thus an
auxiliary means of lubricating the journals is secured.
Thirdly, my Invention has relation to railway goods carriages, and has for
its object to enlarge the capacity of such carriages or waggons without adding
to their height or increasing the amount of the superficies which they present
to the resistance of the atmosphere, and at the same time, by lowering the
centre of gravity, to diminish the risks of accident from the oscillations of
the carriages.
Figure 1 is a longitudinal elevation of a coke or low-sided waggon, exem-
plifying the manner in which such additional capacity may be obtained;
Figure 2b is a plan, and Figure 3b an end elevation of the same. A, A, is
an under framework, which instead of being lined with wooden planks as
usual is covered with plates of iron, which I much prefer to the deal boards,
as well on account of their greater strength as of their superior durability and
ultimate cheapness. B, B, is a well or chamber formed inside of the bottom
framework of the waggon. The sides and ends of this well are formed by
adding to the depth of the wooden beams C, C, of the framework, while the

page_text: bottom is formed of iron plates. A goods or coke waggon, such as repre-
sented in the Drawings, fitted with a well of this sort, will contain upwards of
sixty cubic feet additional space, suitable for stowing away goods; and as that
additional space is added underneath the flooring, the centre of gravity of the load
of the carriage is brought down to within a few inches of the line of flooring,
thereby greatly lessening the risk of the waggons running off the line of rails
'when travelling at high velocities, and causing them to oscillate much less in their
bearings upon the axles then when the centre of gravity is high up as usual.
Figure 4b is a side elevation, Figure 5b a longitudinal section, Figure 6 a
plan, and Figure 7 a cross section of another goods waggon fitted with a well
or suspended chamber in a manner nearly similar to that just described, but
differing from. it in this, that the well is of a greater depth, the bottom or floor
of it being five or six inches below the axles. A, A', is the under frame of
the waggon; B, B, the well, which may be entirely made of plates of wrought
iron rivetted or screwed together, or cast in two or more sections; C, C, are
two boxes which cover or encase the axles to prevent their coming in contact
with the goods; D, D, are bolts, by which the sides and ends of the well are
secured to the wood beams of the framework A, A¹. In some cases I dis-
pense with the inner end beams A¹, A', and make the well of the whole.
length of the waggon, attaching it to the ends of the outer cross beams A2, A²;
but when this latter method is adopted then the boxes of the spring draw-
bars are better fixed outside of the cross beams A³, A2, instead of being
placed inside, as shewn in the Drawing.
Figure 8 is a plan, and Figure 9b a cross section of a waggon in which
the well B, B, is made of the whole breadth between the outer beams of
the framing at the parts C, C, situate between the wheels of the carriage.
D, D, are metal straps, by which the central portion of the well is strengthened,
so as to enable it to sustain the load put upon it. The inner beams A, A, of
the frame A¹, A', are made of iron, instead of wood, and the metal plates which
form the sides of the well are secured both to the wood and iron beams of the
framework by bolts or rivets as before, and in some cases the upper edge of the
side plates is bent over so as to form a flange, which rests upon the upper edge
of the beams, and thereby gives greater strength to the entire structure.
The Drawings, Figures 10 to 18b, both inclusive, are intended to illustrate
various details in the construction of these improved waggons.
Figure 10b, which is a longitudinal section, and Figure 11', which is a cross
section of the well and bottom framework of a waggon, nearly similar to that
represented in Figures 4b, 5b, 6b, and 7b, show the manner of joining the plates
together by means of the bars or ribs D, D, to which they are rivetted. Figure 124

page_text: which is a longitudinal section, and Figure 13b a cross section of a modifica-
tion of the plan of waggon represented in Figures 10 and 11b, show how the
small spaces overhanging the axle at each end may be cut shorter, so as to
be less in depth at those parts. Figure 14b (a longitudinal section) and
Figure 15 (a cross section) show how a well and bottom framework of a
waggon similar to that represented in Figures 1b, 2b, and 3b, may be entirely
constructed of iron plates. Figure 16b is a cross section on an enlarged scale
of part of the well of the, waggon represented by Figures 10 and 11°.
Figures 17 and 18 exhibit different forms (on an enlarged scale) of the
sort of stays which are employed to secure the floor to the sides of the well.
It may be found advisable in some cases to add doors to the well part of this
class of waggons. When such an addition is made the doors are hinged to
the scantling of the under frame, and in their closed position stand level with
the floor of the body part.
Fourthly, my Invention has relation to the covering of railway goods
waggons, and consists in certain improvements supplementary to those which
formed inter alia the subject of former Letters Patent granted to me, bearing
date the Thirtieth of August, One thousand eight hundred and forty-six, and
of certain other Letters Patent granted to me, of date the Fifteenth of April,
One thousand eight hundred and forty-eight. A moveable roof for a goods
waggon, differing from any of those before invented by me, is represented
in Figure 1, Figure 2, Figure 3, and Figure 4°, Figure 1° being a
longitudinal elevation of a goods waggon, Figure 2 a top plan, Figure 3
The new
and end elevation, and Figure 4° a plan of the under frame.
feature in this waggon consists in its being arched or curved from end to
end, and opening in the middle. The part A, which opens, is about the width
of the side doors B, B, and slides from either side of the roof, so that it may
open to suit both sides of the wagon (or it may be made to open from one
side only).
Figure 5 is a longitudinal elevation of another goods wagon of the low-
sided class, having an under space or well, as herein-before described, and
fitted with a landau roof or covering. Figure 6 is an end elevation of
Figure 5, and Figure 7° is a plan of the under frame. This roof is formed of
a series of metal ribs A, A, which are jointed to the sides of the carriage at B,
and covered over with any flexible waterproof material, as sheet gutta percha,
or some textile fabric coated with a solution of gutta percha. In Figure 5°
one half of the roof is represented as in the place it occupies when covering
the goods, and the other half of the roof is folded back; but the position of
the entire roof when not folded back in any part is indicated by dotted lines.

page_text: This landau roof may also be made to fold from side to side, instead of end-
wise from the centre, as represented.
Figure 8 is a side elevation and Figure 9° an end elevation of a goods
wagon fitted with a moveable half roof, which opens from the side towards
the centre to which it is hinged (the other half being a fixture). In Figure 9
the position of the roof when opened up for the reception or removal of goods
is shewn in dotted lines. A is a rod, which is jointed at one end by a pin to
the moveable half of the roof, and terminates at the other end in a handle B,
'which is passed through a slotted arc, in which it is free to move. The roof
is raised by lifting up the handle, and sliding it along the slot till it falls into
a notch at the top of the arc, which serves to retain the roof in its up-raised
position as long as required.
Figure 10° is a plan of another roof, which is made in four parts, two of
which are fixed, and two, B, B, are made to slide sidewise over the others.
Figure 11 is a plan, Figure 12° a side elevation, and Figure 13 an end
elevation of the body of a goods wagon with a roof divided into compartments
similar to a groined arch. A, A, are parts which open up and are jointed to
the ribs B, B, and fold back upon the end pieces C, C, when opened.
Figure 14 is a plan, and Figure 15 an end elevation of a roof
which is divided breadthwise into two parts, one half of each of which
is windable upon a roller A placed near to the apex of the roof, the windable
half of the one part being on the opposite side of the waggon to the
windable part of the other. This roof may be composed either of some
flexible waterproof fabric, or of a series of overlapping laths of wood or metal,
similar to the Venetian blinds in common use. Where the roofs of waggons
are made in any part of iron plates, and whether the roofs are moveable or
fixed, I prefer having the plates of corrugated iron or other metal, because of
its being much stronger than flat plates.
Figure 19° is a sectional plan, Figure 20° a side elevation, and Figure 21° a
plan of a carriage roof constructed of corrugated iron. In Figures 19° and 20°
there are shewn two different methods of attaching the corrugated plates to the
styles and rails of the framework. From the central line a, b, towards the right
the plates are fixed to the other parts by means of screws or rivets, and from the
central line towards the left the plates are held in their places by means of wood
battens, the edges of which are cut of a corrugated form corresponding to the
corrugations of the iron plates. The battens used in the latter case are securely
fixed to the framing, with the plates between them. A and B are two of
these battens, one placed outside of the plate and the other placed inside of
it; or there may be only one batten on the outside, as shewn at C, C. Again,

page_text: the rails of the framing may be cut with a corrugated line down the centre,
the corrugated plates put between them, and then the whole should be securely
bound together by screws, bolts, or rivets, as shewn at D, D.
Figures 22, 23, 24, 25, 26, and 27°, are sections at various parts of the
principal Figures before referred to in exemplification of the use of corrugated
iron. A goods waggon with covered roofs of corrugated iron fixed in
any of the methods represented will, with a given thickness of plate, say,.
Number 18 gauge, be of greater strength than the same thickness of plain
plates fixed in the ordinary manner.
Fifthly, my Invention consists of certain improvements in the body parts
of railway passenger carriages. To prevent the splinters which usually cause
so much damage in the case of railway accidents I protect the under frame-
work as well as the body of the carriage with thin plates of iron, which add
greatly to the strength of the carriage. In the case of the wooden under-
frame of the carriage I place the thin metal plates on the sides of the
scantling, or completely envelope the principal parts of the scantling with the
plates, that is, by placing them on the upper and lower edges, as well as on
the sides. In other cases I bind the scantlings with a continuous length of
iron hoop. At each end I place a hollow or dished plate of metal, of about
the same size as the end of the carriage body. The convex side of the plate
is presented outward, so that it may the more effectually resist any thrust from
without. At the top of each end near to the roof, and in the space left
between the ceiling or inner roof. and the outer roof, I insert a grating or
perforated plate, so that the motion of the carriage may produce a current of
air through the length of the body between the ceiling and the roof, and
thereby assist in ventilating the carriage. The ceiling may be formed entirely
or in part of perforated zinc, gutta percha, or other material. The roofs and
floors of the carriages I make of corrugated or plain iron plates, which may
be fitted or secured by any of the methods before described in respect of goods
waggons, and may be packed or lined with any flexible or elastic material
calculated to prevent noise and diminish the force of concussions.
Sixthly, my Invention consists of the several improvements in the construc-
tion of the wheels of railway carriages, which are represented in Figure 1d to
Figure 36, both inclusive, of the Drawings annexed. Figure 1d is a side
elevation, and Figure 2d a section on the line A, B, of a wheel, in construct-
ing which the object has been to make it as resilient as may be consistent
with the required strength. A is part of the axle. B is a cast-iron nave
which is expanded radially in the form of a star. G is the outer tyre. F an
inner tyre. D, a space between the inner tyre and the centre part of the
boss, which is filled up with a solid ring of some elastic substance, as vul-

page_text: canized caoutchouc, cork, asphalted, or felt, or papier maché, kamptulicon, &c:
C and E are two rings which, with the help of the bolts and nuts H, H, connect
the boss, the solid ring, the radii, and the inner tyre all firmly together.
Wheels of this sort will be found to possess a high degree of elasticity, and
will be attended with less tear and wear, both to the carriages and to the rails,
than the ordinary rigid wheels.
Figure 3 shows a modification of the preceding mode of construction, in
which the ring E is dispensed with. The inner tyre is in this case turned over
so as to clip the packing (instead of the ring), and the inner and outer tyres
are united together, as well as with the solid elastic ring, by an external
coupling plate C, and bolts and nuts D, D.
Figure 4 is an elevation, partly in section, of another elastic wheel, in which
the elastic packing is entirely incased within the wheel.
A is the axle.
D is an annular
The outer tyre of
B the boss, which is cast in one piece with the flange C.
disc which encloses. the side of the wheel opposite to C.
the wheel is composed of nearly the same parts as the wheel represented in.
Figure 1, and before described. E and F are two rings of vulcanized india
rubber or other elastic compound, one surrounding the boss, and the other
pressed out against the tyre of the wheel by a ring G of wood, which is inter-
posed between the two elastic rings E and F.
A method of moulding the elastic rings previously to their being vulcanized
is represented in Figure 5. A, A, is a mould with a central core B, and a
lip or boundary D surrounding it outside. A', A', is the boss of the wheel,
which is put upon the central core B, and rests upon the mould A, A. C is.
the tyre, which is also laid upon its bed in the mould. The elastic mate-
rials F, F, are then poured in in a plastic state till the spaces between the boss
and the tyre are filled sufficiently to produce the intended ring, which is after-
wards to be subjected to the sulphurizing or any equivalent process. The
mould A, A, may be embossed with any desired pattern, as exemplified in
Figure 6, either for the purpose of giving ornament to the elastic ring when
any of it is to be exposed to view, or for the purpose of catching against pro-
jections formed on the sides of the rings and plates of the wheel, to prevent
any of the parts of the wheel acting independently of the others.
Figure 7 is a plan, and Figure 8d is an elevation, partly in section, of a
wheel moulded in the way just described. The elastic ring A, A, occupying
the intermediate space between the boss and the tyre is in this case supposed
to be of such a degree of toughness or cohesiveness that it shall require no
dises or plates upon the sides, further than is represented in the Figure, to
retain it in its place, and yet be far from approaching to that rigidity which is
so injurious to the rails and destructive to the carriages.
There are many

page_text: cheap compositions which might be very suitable for this purpose, such as
cattle hair or cotton waste, or fibrous shreds of any sort agglutinated together
by asphalte, or melted horn and hoofs, or any other suitable cement.
Figure 9d is a plan, and Figure 10d an edge view of another wheel of an
improved construction, which, while it does not possess the elasticity of the
wheels that have been just described, is much less rigid than wheels formed
entirely of iron. A is the boss. B, B, the tyre. D, D, two side discs of
metal, the space between which is filled up by a series of wooden segments.
C, C, and E, E, are rivets by which the whole are firmly secured together.
Figure 11 is a plan, and Figure 12d is an elevation partly in section of
another wheel, nearly similar to that represented in Figures 9 and 10d, but
differing, as shewn, in some of the details. In the Drawings one of the discs
is represented as being dished, and the other as being plain, but both discs.
may be dished, and the elasticity of the wheel be thereby encreased.
Figure 13d is a plan, and Figure 14d an elevation partly in section of a
wheel of the same description as the preceding, differing only in so far as:
regards the nave, which is formed partly of iron and partly of lignum vitæ,
or of some other such hard wood. A, A, is the lignum vitæ nave. B a metal.
box or bush, which is securely fixed into the nave, and which serves for keying:
the wheel upon the axle. C is a ring of vulcanized india rubber or other,
elastic substance, which is interposed between the wooden segments D, D, and
the nave.
A wheel of this sort possesses more elasticity than either of the
two others before described, and will be found quite as durable.
Figure 15 is a plan, and Figure 16d a sectional elevation of another
wheel, composed partly of iron and partly of wood. A, A, is the boss, which.
is made of cast iron. B, B, are quadrants or segmental pieces of malleable
iron, which may be rolled either plain as at C, or of either of the waving or
corrugated forms represented by the lines D and E. These plain or corrugated
plates may also be formed into a disc of the proper size for forming the wheel,
and the nave cast upon them, the filling in of the wood being afterwards,
completed previous to fitting on the inner tyre of the wheel. F, F, are
ferrules which encase the bolts and keep the discs at a proper distance apart..
When the plates are of the variety marked D, the corrugations on one side of
the wheel are set at right angles with the corrugations on the other.
Figure 17 is a side elevation, and Figure 18d a section of a wheel, the
arms A, A, of which are formed of malleable or cast-iron plates of the peculiar
form shewn separately in Figure 19d, and upon which plates the boss and the.
inner tyre of the wheel are cast.
Figure 20d is a cross section of another wheel, the sides of which are.
.

page_text: composed of two convex metal plates, connected together under a considerable
degree of tension. A is the axle; B the boss, which is made in two parts,
1 and 2, in order that by the temporary removal of the former, the plates
may be inserted in their places.. C is an inner tyre with a projecting ridge R,
to which the edges of the plates are firmly bolted. D, D, are bolts and nuts
by which, after the plates have been put in their proper positions and the
part 1 of the boss restored to its place, the two parts of the boss (with
packings of india rubber inserted between them) and the side plates are
screwed up to any degree of tightness which may be thought desirable.
Each plate has an aperture in the centre for the boss and axle, and has a cut
made in it from the periphery up to that central aperture, in order to allow of
the necessary compression being given to the plate. But the cuts are made
in opposite directions, that is to say, the cut in one plate runs in an opposite
direction to the cut in the other, as exemplified in the side elevation Figure 21ª.
Figure 22, is a side elevation of a wheel of this description in its complete
state, and Figure 23d a cross section of a single disc.
Figure 24 shows another wheel in which, as in the preceding case, the
sides are composed of solid metal plates, but of a concave form, and it shows
also a modification necessary to be made in the form of the inner tyre, in
order to suit the difference in the bend of the plates which are bedded upon
pieces of lead L, L. The boss in this case is divided into two parts, as in the
wheel last before described, but they are proposed to be brought together with
the centres of the side plates between them, by making the one screw into the
other, as shewn in Figure 25d, which exhibits a side elevation of this wheel in
its complete form.
Figure 26d is a side elevation of a wheel made wholly of malleable cast
iron, and which may, for the sake of greater strength, be indented according
to any of the four several varieties or patterns shewn in the sectional views in
Figures 27, 28, 29d, and 30d. The boss and the inner tyre may be of any
of the usual forms employed in cast wheels.
Figure 31 is a plan, and Figure 32d a section of a wheel, in which the
intermediate portions between the boss and tyre are, for the sake of reducing the
weight, and also of intercepting vibrations made with apertures of any of the forms
or patterns exhibited in Figure 31ª, or of any other equally suitable pattern.
Figure 33 is a plan, and Figure 34d a section of a cast-iron wheel, in which
the outer surface is ornamented with the two several devices which are given as
exemplifications of decorations suitable to be employed on railway carriage
wheels. The price of ornamental castings differ so very little from plain
ones that it can form no material objection to their adoption.

page_text: Figure 35 is an elevation, partly in section, of a pair of cast-iron wheels,
which are made in one piece, and when viewed sidewise present the
appearance of two irregular cones joined horizontally at their apices. A, A.
are the outer tyres of the wheels, which are put on after the other part
is cast, as is usual. B, B, are short axles, which are keyed at the bosses C, C,
of the wheels. Instead of having the arms and bosses of the wheels cast in
one piece along with the other parts, as represented in Figure 35d, they may
be cast separately and afterwards fixed within the tyre. Figure 36 is a.
section of one half of a pair of wheels and axle made in this way. The
arms and boss would in this case be attached to the tyre by rivets or screw
bolts.
Seventhly, my Invention consists in certain improvements in the buffers of
railway carriages, which are founded on these general principles:-First, that
the shock imparted by the action of the buffer of one carriage to that of
another may be better transmitted anywhere else than to the carriage to which
the buffer belongs; and second, that the buffers of railway carriages should.
therefore be separated or insulated as much as may be from the carriages
themselves. A buffer system constructed on these principles is exemplified.
in Figures 1 and 2°.
Figure 1 is a longitudinal section of the buffers on one side of a carriage
or train of carriages, and Figure 2° a cross section on the line a, b, of
Figure 1°.
On each side of every carriage there is securely fixed or slung to
the framework a strong metal tube, care being taken that the buffers (which
are connected to them in the manner to be presently explained) shall be as
much as possible on the same line in the whole train of carriages, so that the
buffers of one carriage may be on a line with those of the carriages in front
or in rear (as the case may be). B, B, are the buffer rods. C, C, pins or
bolts which are passed through slots formed in the tube or case A and through.
the buffing rods. These pins form stops and guides to the buffing rods, the
length of the slots in the tube A limiting the range of motion allowed to the
buffers. D is a cylindrical piece or length of vulcanized caoutchouc, which is
inserted into the tube A, and interposed between the ends of the buffer
rods B, B. If the tube is made of iron (which I prefer to all other mate-
rials) then the inside of it must be covered with some other metal or coating
which does not act injuriously upon the vulcanized india rubber. A train of
carriages of this improved description will, in the event of collision, sustain
much less injury than with buffers of the old construction, inasmuch as the
strain is thrown upon the buffing rods in one continuous line from. one end of
the train to the other, without the shock being transmitted as usual into the

page_text: framework of each preceding carriage. The vulcanized india rubber instead
of being solid will admit of a greater range of motion if made of a tubular
form. The tube containing the vulcanized india rubber or other elastic
material may be the whole length of the carriage, as represented in
Figure 7.
In the plan given, Figure 4, there is shewn an improved method of con-
necting the draw bars to the under frame. A, A, are the draw bars. B, B,
chains which connect them with the buffer rods C, C, which afford all the
advantage of the drawsprings now in use.
Figure 3 is a representation of an improved coupling chain. A is the end
of the drawbar. B, B, the links, which are composed of side pieces a, a,
joined at the ends and interlocking each other by the pins b, b, which may be
fastened by rivets or by bolts and nuts.
And having now described the nature of my Invention, and in what manner
the same is to be performed, I declare that the improvements which I claim
as constituting my said Invention are as follows:-
First, I claim the constructing of the rails of railways of the peculiar forms
and securing them according to the modes represented in Figures 1, 2, and 3,
and before described.
Second, I claim the constructing of the axles of railway carriages according a
to the improved forms and modes represented in Figures 1 to Figure 14°,
both inclusive, and severally before described.
Third, I claim the constructing of railway goods carriages with wells or
chambers under the ordinary line of the flooring, as before exemplified and
described.
Fourth, I claim the improvements in my former Invention of sliding or
moveable roofs or covers for railway goods waggons, represented in Figures
1 to Figure 15, and before described.
Я
Fifth, I claim the constructing of the roofs of railway goods waggons of
plates of corrugated iron, as exemplified in Figures 19 to Figure 27, both 3
inclusive and before described. And I claim also the constructing of the floors
covered goods waggons of iron, plain or corrugated.
Sixth, I claim, in relation to railway passenger carriages, the constructing
of the under framework and body part of a combination of wood and metal
plates, and the constructing of the floors and roofs of corrugated or plain 3
metal plates, and the introduction of ventilating apertures in and near the
ceiling, all as described under the fifth head of this Specification.
Seventh, I claim the several improvements in the constructing of railway
carriage wheels represented in Figures 1d to Figure 36ª, and before described.

page_text: Eighth, I claim the construction of the buffers of railway carriages in the
manner exemplified in Figure 1 and Figure 2, and before described; and also
the peculiar mode of drawing represented in Figure 4°.
And ninth, I claim the employment on railways of coupling links of the
peculiar construction represented in Figure 3*, and before described.
In witness whereof, I, the said Henry Henson Henson, have hereunto
set my hand and seal, this Fourteenth day of December, in the
of our Lord One thousand eight hundred and forty-nine.
year

page_text: In the Matter of a. Patent granted unto Henry Henson Henson, of
Hampstead, in the County of Middlesex, Gentleman, for his
Invention of "Certain Improvements in Railways and in Railway
Carriages," bearing date at Westminster, the Fourteenth day of
June, One thousand eight hundred and forty-nine.
DISCLAIMER AND MEMORANDUM OF ALTERATION proposed
to be entered by the said Henry Henson Henson, with the Clerk of the
Patents of England, pursuant to an Act passed in fifth and sixth year of
the reign of His late Majesty King William the Fourth, entitled "An
Act to amend the Law touching Letters Patent for Inventions."
Whereas I, the said Henry Henson Henson, in pursuance of a certain
proviso in the said Letters Patent contained, did by a Specification, being an
instrument in writing under my hand seal, bearing date on or about the
Fourteenth day of December, One thousand eight hundred and forty-nine,
describe and ascertain the nature of my said Invention, and in what manner
the same is to be performed, and did also cause the said Specification to be
duly enrolled in Her said Majesty's High Court of Chancery on the said
Fourteenth day of December, One thousand eight hundred and forty-nine, and
within the time mentioned and required by the said proviso: And whereas it
is in the said Specification by mistake recited or stated that by the said
herein-before recited Letters Patent Her said Majesty did give and grant unto
me, the said Henry Henson Henson, my exors, adñiors, and assigns, such
license, power, privilege and authority as aforesaid not only within England,
Wales, and Berwick-upon-Tweed aforesaid, but also in the Islands of Jersey,
Guernsey, Alderney, Sark, and Man, and in all Her said Majesty's Colonies
and Plantations abroad, and I am therefore desirous of altering the said
recital or statement in manner herein-after expressed or mentioned: And
whereas a certain part of the said Specification, which is herein-after mentioned,
is not quite accurately expressed, and I have been advised and believe that it
is doubtful whether certain words contained in the said Specification and
herein-after mentioned are not capable of being construed so as to make the
claims of Invention contained in the said Specification more extensive than I

page_text: intended; and for these reasons am desirous of altering the said Specification,
and also of disclaiming all such things as may be comprised in the said
Specification contrary to my intention, in manner herein-after expressed.
Now know ye therefore, that I, the said Henry Henson Henson, by and
with the leave and consent of Sir John Jervis, Knight, Her Majesty's Attorney
General, and. for the reasons aforesaid, as to and concerning so much and
such part or parts of the said recital or statement contained in the said
Specification as is or are in the words following (that is to say): "Should and
lawfully might make, use, exercise, and vend, within England, Wales, and the
Town of Berwick-upon-Tweed, in all Her said Majesty's Colonies and Planta-
tions abroad, and in the Islands of Guernsey, Jersey, Alderney, Sark, and
Man, my Invention of Certain Improvements in Railways and in Railway
Carriages," I, the said Henry Henson Henson, do hereby alter so much and
such part or parts of the said Specification as contains the said words herein-
before set forth, so that the same shall be in the words following (that is to
say): "Should and lawfully might make, use, exercise, and vend, within
England and Wales and the Town of Berwick-upon-Tweed, my Invention of
Certain Improvements in Railways and in Railway Carriages." And by and
with the leave and consent aforesaid, and for the reasons aforesaid, as to and
concerning so much and such part or parts of the said Specification as is or
are in the words following (that is to say): "In Figure 5 one half of the
"roof is represented as in the place it occupies when covering the goods, and
the other half of the roof is folded back, but the position of the entire roof
when not folded back in any part is indicated by dotted lines. This landau
"roof may be also made to fold from side to side, instead of endwise from the
"centre, as represented," I, the said Henry Henson Henson, do hereby alter
so much and such part or parts of the said Specification as contains the said
words lastly herein-before set forth, so that the same shall be in the words,
letters, and figures following (that is to say): "In Figure 5° one half of the
roof is represented as in the place it occupies when covering the goods, and
the other half of the roof is folded back, but the position of it when not folded
back is indicated by the dotted lines. This landau roof may be also made to
fold sideways from the centre instead of endwise from the centre, as repre-
sented." And by and with the leave aforesaid, and for the reasons aforesaid,
I hereby disclaim everything comprised in the said words of so much and such
part or parts of the said Specification as I have herein-before set forth which is
not comprised in so much and such part or parts of the said Specification as
aforesaid, as the same is or are hereby altered as aforesaid. And I, the said
Henry Henson Henson, do hereby further declare that the above written
66
B

page_text: Memorandum of Alteration and Disclaimer are not respectively, nor is either
of them or any part thereof respectively, intended to extend the exclusive, right
granted by the said Letters Patent, and that these Letters Patent shall not
extend the said exclusive right in any way whatsoever.
In witness whereof, I, the said Henry Henson Henson, have hereunto
.
set my. hand and seal, the Twenty-first day of March, One thousand
eight hundred and fifty.
To the Clerk of the Patents of England.
HY H. HENSON. (L.B.)
This is to certify that Henry Henson Henson, of Hampstead, in the
County of Middlesex, Gentleman, has applied to me for leave to enter with
you the above written Disclaimer and Memorandum of Alterations of a
certain Invention, for which Letters Patent were granted to him under the
Great Seal, bearing date the 14th day of June, 1849, and of the Specification
which was enrolled the 14th day of December, 1849; and having considered
the said application, and no objection having been made to the same, I have
accordingly granted leave to the said Henry Henson Henson to file his said
Disclaimer and Memorandum of Alterations, pursuant to the Statute passed in
the 5th & 6th years of the reign of His late Majesty King William the 4th,
entitled "An Act to amend the Law touching Letters Patent for Inventions."
Temple,
JOHN JERVIS
AND BE IT REMEMBERED, that on the Twenty-first day of. March,
in the year of our Lord 1850, the aforesaid Henry Henson Henson came
before our said Lady the Queen in Her Chancery, and acknowledged the
Disclaimer aforesaid, and all and every thing therein contained and speci;
fied, in form above written. And also the Disclaimer aforesaid was stamped
according to the tenor of the Statute made for that purpose.
Enrolled the Twenty-sixth day of March, in the year of our Lord
One thousand eight hundred and fifty.