THE IMPROVEMENT OF THE PERMANENT WAY OF RAILWAYS AND CARRIAGES FOR THE. SAME
Year: 1865

page_text: LETTERS PATENT. to James Cole Green, of 6, Green Lanes, in the Parish
of Islington, in the County of Middlesex, for the Invention. of "THE
IMPROVEMENT OF THE PERMANENT WAY OF RAILWAYS AND CARRIAGES FOR THE.
SAME."
Sealed, the 23rd February 1866, and dated the 30th August 1865.
PROVISIONAL, SPECIFICATION left by the said James Cole Green at
the Office of the Commissioners of Patents, with his Petition, on the
80th August 1865.
I, JAMES COLE GREEN, of No. 6, Green Lanes, in the Parish of Islington,
in the County of Middlesex, do hereby declare the nature of the said Inven-
tion for "THE IMPROVEMENT OF THE PERMANENT WAY OF RAILWAYS AND CARRIAGES
FOR THE SAME," to be as follows:-
This Invention is designed for the purpose of preventing the engine, trucks,
and carriages from running off the rails in the event of any obstruction being
on the rails, their becoming broken, out of order, misplaced, or any other
causė.
In the ordinary construction of railway engines, trucks, and carriages, the
flanges of all the wheels run against the inner side of the rails; consequently.
if from any cause the wheels upon one side of the engine, trucks, or carriages
should jump or be lifted up so that the flanges clear the rails, there is nothing
to prevent the engine, trucks, or carriages from running off the rails, hence
many accidents ensue. Now my Invention consists in providing each engine,
truck, or carriage with double-flanged wheels, that is to say, a flange upon the
outside of the tyre of the wheels, also one upon the inside of the tyre of the

page_text: wheels, as shewn in the Drawings annexed, and more particularly described
afterwards. I also provide the means of crossing the rails with the double-
flanged wheels by an elevated switch point or table herein-after described;
also a better mode of giving increased solidity to the rails by a new sleeper
and steel dowel jointed rail, also hereafter described.
In referring to the Drawings, Figure I. represents the section of a wrought
or cast iron, wrought or cast steel, double-flanged tyre wheel A, A. B also
represents the flat-bottom steel-headed rail; C, the longitudinal rabbeted
sleeper; and D, the steel dowel. The flange A projects equal in depth and
thickness to the ordinary single flange now used upon the inside of the wheels;
and the space provided at and marked E will give sufficient room to prevent
friction, also to clear the rails when crossing the junctions. The sleeper C is
rabbeted and sunk upon the top side to the depth of the thickness of the foot
of the rail, at an incline of 1 in 20; this will form a continual seat or chair
for the rail, and the solid raised fillet an abuttment to prevent expansion of the
rails. The steel dowel, D, I propose to insert at every heading joint of the
rails to the depth of three-quarters of an inch or more. This will ensure a
perfect smooth joint, and prevent the jerking so frequently felt when travelling;
it will also give additional support to the rails, so that the fish plates pow used
can be dispensed with.
Figure 2 represents a plan of railway and junction. F, F, shews. the
elevated switch point or table; G, G, G, G, the ledger frame or moveable
table; H, H, the rails that are capped or covered by the switch point or
table.
Figure 3 represents a longitudinal elevation of the switch point or table,
its rise and fall at the junction. I, the sleeper; K, the permanent rail; L,
the elevated switch point or table.
Figures 4, 5, 6, 7, 8, and 9 represent six sections of Figure 2 at various
distances; the intersection of the switch point, the mode of covering the
permanent rail by the said switch point, and its highest point of elevation;
also the double-flanged wheels at the point of crossing the main and permanent
rails. Figure 4, H, H, represents a section of Figure 2 at H, H, shewing
the permanent rails seated upon the rabbeted sleeper. Figure 5 represents..
the section of Figure 2 at S, S, shewing the intersecting point of junction;
G, G, the ledger frame and switch capping the permanent rail H, H.
Figure 6 represents the section of Figure 2 at T, T; G, the table frame; M,
the connecting rod, worked from lever N (see Figure 10). Figure 7 repre-
sents the section of Figure 2 at U, U, shewing the wheels marked O, O,
crossing the permanent rails H, H. Figure 8 represents the section of

page_text: Figure 2 at V, V, shewing the highest point of elevation of the switch F;
O, the double-flanged wheel, elevated above the permanent rail H. Figure 9
represents the section of Figure 2 at W, W, shewing the outer flange of the
wheel clear of the permanent rail H; P, the axis of the switch table;
R, R, a slot with stubbs fixed to an iron plate, to take the pressure of the
train in the event of an accident to the axis.
Figure 10 shews a lever and rod connecting the switch table. This is
moved in the ordinary way of switch points, being turned off or on at pleasure
with the lever N.
Figure 11, the plan of a crossing for the double-flanged wheels.. This is
made of cast or wrought iron or steel, with grooves sunk to the depth of the
flanges of the wheels.
Figure 12, a section of Figure 11 at a, a.
Figure 13, a section of Figure 11 at b, b.
Having thus described the nature of my Invention, the benefit to be derived
from the same must be apparent.
In the first place, the doubled-flanged wheels will constitute a more safe
means of travelling by railway than has hitherto been known. Should an
accident occur to any of the rails by being broken, left loose, or entirely out
by the plate layer, the engine, trucks, and carriages will be perfectly safe upon
one rail; and should the leading or rear wheels be lifted up by any obstruction,
the engine, trucks, and carriages will pass over the broken line of rail, and will
adjust their course with the greatest certainty. The outside flanges of the
wheels are not intended for any other purpose than for the prevention of
accidents, and can be brought into use only when the rails are out of guage,
broken, or some obstruction being upon or against the rails. It will also be
seen that the space given between the two flanges of the wheel will prevent
any additional friction by the use of the outer flange; that it will not diminish
the rate of speed, but will be a complete security against accidents resulting
from the engine, trucks, and carriages running off the rails.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said James Cole Green in the Great Seal Patent Office on the
27th February 1866.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
5 COLE GREEN, of 6, Green Lanes, in the Parish of Islington, in the County of
Middlesex, send greeting.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Thirtieth day of August, in the year of our Lord
One thousand eight hundred and sixty-five, in the twenty-ninth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said James Cole Green, Her special licence that I, the said James
Cole Green, my executors, administrators; and assigns, or such others as I,
the said James Cole Green, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and at
all times thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an Invention
for "THE IMPROVEMENT OF THE PERMANENT WAY OF RAILWAYS AND CARRIAGES FOR
THE SAME," upon the condition (amongst others) that I, the said James Cole
Green, my executors or administrators, by an instrument in writing under
my, or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner the
same was to be performed, and cause the same to be filed in the Great Seal
Patent Office within six calendar months next and immediately after the
date of the said Letters Patent.
NOW KNOW YE, that I, the said James Cole Green, do hereby declare
the nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement thereof, reference being had to the accompanying Drawings, and to
the figures and letters marked thereon :-
In the ordinary construction of railway engines, trucks, and carriages the
flanges of all the wheels run against the inner side of the rails; consequently
if from any cause the wheels upon one side of the engine, trucks, or carriages
should jump or be lifted up so that the flanges clear the rails, there is nothing
to prevent the engine, trucks, or carriages from running off the rails, hence
many accidents ensue. Now my Invention consists in providing each engine,
truck, or carriage with double-flanged wheels, that is to say, a flange upon the
outside of the tyre of the wheels, also one upon the inside of the tyre of the
wheels, as shewn in the Drawings annexed, and more particularly described
afterwards. I also provide the means of crossing the rails with the double-
flanged wheels by an elevated switch point or table herein-after described;
also a better method of giving increased solidity to the rails by a new sleeper
and steel dowel jointed rail, also hereafter described.
In referring to the Drawings, Figure 1 represents the section of a wrought
or cast iron, wrought or cast steel, double-flanged tyre wheel A, A; B also

page_text: represents the flat bottom steel headed rail; C, the longitudinal rabbeted
sleeper; and D the steel dowel. The flange A projects equal in depth and
thickness to the ordinary single flange now used upon the inside of the wheels,
and the space provided at and marked E will give sufficient room to prevent
friction, also to clear the rails when crossing the junctions. The sleeper C is
rabbeted and sunk upon the top side to the depth of the thickness of the foot
of the rail at an incline of 1 in 20. This will form a continual seat or chair
for the rail, and the solid raised fillet an abuttment to prevent expansion of the
rails. The steel dowel, D, I propose to insert at every heading joint of the
rails to the depth of three-quarters of an inch or 'more. This will ensure a
perfect smooth joint, and prevent the jerking so frequently felt when travelling;
it will also give additional support to the rails, so that the fish plates now used
can be dispensed with.
Figure 2 represents a plan of railway and junction. F, F, shews the
elevated switch point or table; G, G, G, G, the ledger frame or moveable
table; H, H, the rails that are capped or covered by the switch point or
table.
Figure 3 represents a longitudinal elevation of the switch point or table,
its rise and fall at the junctions. I, the sleeper; K, the permanent rail; L,
the elevated switch point or table.
Figures 4, 5, 6, 7, 8, and 9 represent six sections of Figure 2 at various
distances, the intersection of the switch point, the mode of covering the per-
manent rail by the said switch point, and its highest point of elevation, also
the double-flanged wheels at the point of crossing the main and permanent
5 rails. Figure 4, H, H, represents a section of Figure 2 at H, H, shewing
the permanent rails seated upon the rabbeted sleeper. Figure 5 represents
the section of Figure 2 at S, S, shewing the intersecting point of junction;
G, G, the ledger frame and switch capping the permanent rail H, H.
Figure 6 represents the section of Figure 2 at T, T; G, the table frame;
0 M, the connecting rod worked from lever N (see Figure 10). Figure 7
represents the section of Figure 2 at U, U, shewing the wheels marked O, O,
crossing the permanent rails H, H. Figure 8 represents the section of
Figure 2 at V, V, shewing the highest point of elevation of the switch F;
O, the double-flanged wheel elevated above the permanent rail H. Figure 9
5 represents the section of Figure 2 at W, W, shewing the outer flange of the
wheel O clear of the permanent rail H; P, the axis of the switch table;
R, R, a slot with stubbs fixed to an iron plate to take the pressure of the
train in the event of an accident to the axis.
Figure 10 shews a lever and rod connecting the switch table. This is moved

page_text: +
in the ordinary way of switch points, being turned off or on at pleasure with
the lever N.
Figure 11, the plan of a crossing for the double-flanged wheels. This is
made of cast or wrought iron or steel with groves sunk to the depth of the
flanges of the wheels.
Figure 12, a section of Figure 11 at a, a.
Figure 13, a section of Figure 11 at b, b.
Figure 14 shews a plan of railway at a junction similar to Figure 2. x, x,
the moveable switch points with a ledger attached. This is worked in the same
manner as Figure 2, by the lever N.
Having now described the nature of my Invention, and the manner in
which it is to be performed, the benefit to be derived from the same must be
apparent.
In the first place, the doubled-flanged wheels will constitute a more safe
means of travelling by railway than has hitherto been known. Should an
accident occur to any of the rails by being broken, left loose, or entirely out
by the plate layer, the engine, trucks, and carriages will be perfectly safe upon
one rail; and should the leading or rear wheels be lifted up by any obstruction,
the engine, trucks, and carriages will pass over the broken line of rail, and will
adjust their course with the greatest certainty. The outside flanges of the
wheels are not intended for any other purpose than for the prevention of
accidents, and can be brought into use only when the rails are out of guage,
broken, or some obstruction being upon or against the rails. It will also be
seen that the space given between the two flanges of the wheel will prevent
any additional friction by the use of the outer flange; that it will not diminish
the rate of speed, but will be a complete security against accidents resulting
from the engine, trucks, and carriages running off the rails.
Amongst the special characteristics of my Invention are the double-flanged
tyre wheels. I do not bind myself to any special plan of putting on the
double-flanged tyre to the wheels. It can and may be done in one or more
pieces of iron or steel. The outside flange may be made separate from the inside
flange, and bolted or fixed on the wheels by clips or any other means, upon
any new or old wheels, or it can or may be made complete in one double-
flanged tyre. What I claim is the outside flange, its shape, depth, and thickness
being adapted to the present double or single hammer headed rails and flat-
tread tyre wheels.
Secondly, I claim the space shewn between the two flanges as marked by
the letter E in Figure 1, that being an important part of the said Invention.
Thirdly, I claim the elevated switch point or table shewn in Figures 2, 3,

page_text: and 14, the mode of covering and capping the permanent rail by the said
elevated switch point.
Fourthly, the dowel joint headed rail and rabated sleeper.
Fifthly, the crossings for the double-flanged tyre wheels, as shewn in
Figure 11.
And generally I claim the combination and adaptation to each other of the
several parts of my said Invention, for the purposes substantially herein-before
set forth.
In witness whereof, I, the said James Cole Green, have hereunto set
my hand and seal, this Twenty-seventh day of February, in the year
of our Lord One thousand eight hundred and sixty-six.
JAMES COLE GREEN. (L.S.)