IMPROVEMENTS IN ARTICULATING AND RADIATING THE AXLES OF RAILWAY AND TRAMWAY CARRIAGES, AND IN BREAKS CONNECTED THEREWITH, IN PART APPLICABLE TO OTHER RAILWAY CARRIAGES."
Year: 1876

page_text: LETTERS PATENT to James Cleminson, of No. 5, Westminster Chambers,
Victoria Street, Westminster, in the County of Middlesex, Civil Engineer,
for the Invention of "IMPROVEMENTS IN ARTICULATING AND RADIATING THE
AXLES OF RAILWAY AND TRAMWAY CARRIAGES, AND IN BREAKS CONNECTED
THEREWITH, IN PART APPLICABLE TO OTHER RAILWAY CARRIAGES."
PROVISIONAL SPECIFICATION left by the said James Cleminson at the Office
of the Commissioners of Patents on the 27th July 1876.
JAMES CLEMINSON, of No. 5, Westminster Chambers, Victoria Street, West-
minster, in the County of Middlesex, Civil Engineer. "IMPROVEMENTS IN
ARTICULATING AND RADIATING THE AXLES OF RAILWAY AND TRAMWAY CARRIAGES
AND IN BREAKS CONNECTED THEREWITH, IN PART APPLICABLE TO OTHER RAILWAY
CARRIAGES."
This Invention has reference to an improved method of mounting the wheels and
axles of railway or other carriages or wagons, and the attachment of the same
together, whereby I secure a more perfect mode of articulating and radiating the
said axles by means of the combined swivelling motion of the end axles and the
transverse movement of the intermediate axle or axles when passing round curves,
and to adapt break mechanism to such articulating or radiating axles.
The said adaptation of break mechanism is also applicable to railway or other
carriages or wagons having fixed or parallel axles which do not radiate.
In practice I mount each end axle in a separate truck or frame, having the usual
axle guards, axle boxes, and bearing springs. I fix to the said trucks or frames
segmental guides or other means which work in suitable bearings attached to the
under frame of the carriage or wagon, and permit the said trucks to move or swivel
about their centres, but prevent them leaving the carriage or wagon under frame
which rests upon them; or I permit the said end trucks or frames to move about
their centres by fixing fulcrum pins or pivots to the carriage or wagon under
frame, the said end trucks having suitable bearings or seats for the reception of
the said fulcrum pins or pivots.
I also fit the intermediate axle or axles with a similar truck or trucks or frames,
and attach guides or other suitable means to the under frame of the carriage or
.

page_text: wagon in order to permit the said truck or trucks to move transversely beneath the
said under frame as the curvature of the road or rails over which the carriage or
wagon may be travelling shall lead the said truck or trucks. I may also fit the
intermediate truck or frame with two parallel axles and dispense with the guidos
or other suitable means previously described.
To secure the simultaneous articulation or radiation of the whole of the trucks
and their axles under the carriage I use quadrants or their equivalent having their
fulcra fixed to the under frame of the carriage or wagon. The said quadrants are
connected to the said trucks by means of suitable rods, teeth, links, or other con-
venient means.
I interpose antifriction bearing pieces between the said trucks and
under frame in order to enable the, said trucks to perform their respective move-
ments beneath the carriage or wagon under franie with ease.
I adapt break mechanism to the said radiating axles by suspending cast-iron
break blocks by slings from the frames of the said trucks. I fit levers to the said
blocks to press them upon both sides of each wheel. I fix the top end of the lever
on one side of the wheel to the framing of the carriage or truck, or to a swing
beam or its equivalent, and I fix the top end of the lever on the other side of the
wheel to a connecting rod. The said connecting rod I attach to a pendent lever,
and I actuate the said pendent lever by a spring or its equivalent attached to or
working upon bo buffer rod in such a manner that when the said buffer rod is
wholly or partially driven in it comprosses the said spring, and thereby applies the
said blocks to the carriage wheels. I fit a tumbling jointed rod in such a manner
that by the driver or other person in charge of the train pulling a line, chain, or
other means he can raise the said jointed rod and thereby throw the said connect-
ing rod out of gear to prevent the said break mechanism acting when not required;
or I may raise the said jointed rod by conveying compressed air or other fluid in a
pipe or pipes fitted along the train. The said compressed air is intended to operate
a plunger, piston, or bellows connected to the said rod; or I may operate the said
plunger or its equivalent by producing a vacuum in the said pipe or pipes.
The methods for producing compressed air or other fluid, or for obtaining a
vacuum or nearly so are well understood, and I use either of them as may in
practice be most convenient. This part of my said Invention is to prevent the
action of my improved breaks when not required, and instead of being fitted to
the said tumbling jointed rod may be fitted to any part of my break mechanism
or to the buffers to attain that end. The said jointed rod may also be worked
separately by hand.
To operate the said breaks I first apply the break of the engine and tender
which may be of any approved kind. The retarding effect produced by it causes
the buffers of the train to be partly compressed, and thus the mechanism described
above is worked with more or less force as the break on the engine and tender is
regulated. I prefer to use a lesser degree of power on the carriages than on the
engine so that they shall continue to press the buffers after the break has been
applied until the train is brought to a stand. After the train has been brought to
a stand the buffers of the individual carriages gradually project themselves to their
normal position, and thereby release the breaks, but to prevent the action being too
rapid I fit upon the van at the rear of the train a self-acting break to prevent the
rear van running backwards too rapidly. The self-acting break is put in gear by
the guard dropping a catch or other incans fitted for the purpose; or I make the
said self-acting break sufficiently powerful to prevent the buffers recoiling after
the train has been stopped, and by this means the power given off by the recoil of
the several buffers will aid the engine in starting the train.
For securing greater safety for trains running up steep gradients I attach a
pulling rod, chain, or other convenient means, to join three or four of the carriages
at the rear of the train together in such a manner that by tightening the said
pulling rod or chain from the rear van the buffers on the connected carriages are
compressed, and thereby apply the above described break mechanism.
The means for tightening the said pulling rod or its equivalent may be

page_text: by the wheels or axle of the van or by power developed by the guard when
required.
The above described break mechanism, and the method of working the same,
although primarily suited for the more efficient working and controlling of carriages
and wagons having my radiating axles and trucks, as described, may also with
advantage be used for railway carriages and wagons having fixed, parallel, or non-
radiating axles, and mounted on two or more axles. The break mechanism may
also be fitted to one wheel of each carriage and wagon, or it may be fitted to all
the wheels, as may be required.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said James Cleminson in the Great Seal Patent Office on the 27th January
1877.
JAMES CLEMINSON, of No. 5, Westminster Chambers, Victoria Street, West-
minster, in the County of Middlesex, Civil Engineer. "IMPROVEMENTS IN
ARTICULATING AND RADIATING THE AXLES OF RAILWAY AND TRAMWAY CARRIAGES
AND IN BREAKS CONNECTED THEREWITH, IN PART APPLICABLE TO OTHER RAILWAY
CARRIAGES."
"
This Invention has reference to an improved method of mounting and connecting
the wheels and axles of railway and tramway carriages of all kinds, whereby I
secure a more perfect mode of articulating and radiating the said axles with their
wheels by means of the combined swivelling motion of the end axles, and the
transverse movement of the intermediate axle or axles when traversing railway
curves, and to adapt break mechanism to such axles or their wheels.
The said break mechanism may also be applied to all kinds of railway and
tramway carriages, having fixed or parallel axles which do not radiate.
I fit cach pair of wheels and axle in a separate frame of wood or iron, having the
usual axle guards, axle boxes, and bearing springs attached to such frames. Or, I
similarly mount the said wheels and axles, together with their axle guards and
axle boxes; the bearing springs thereof being attached to the carriage under frame
by long links or shackles. I make the said links or shackles of suitable form to
receive cups or other like receptacles for cushions, for the purpose of permitting
the said axles to perforin their radial movements with ease; and for the same
purpose I make the buckles or hoops of the said bearing springs of a circular form
and provide corresponding seats for the said buckles on the axle boxes. Or, I
mount the said wheels and axles in frames, rigidly secured to the axle boxes, and
invert the bearing springs and attach rockers, rollers, or other equivalent means,
to the buckles, or hoops, or ends of the said bearing springs, which said rockers or
rollers work in suitable bearings or guides attached to the said under frame. I
place three or more such frames under each carriage. Each end axle frame is fitted
with segmental guides which work in suitable bearings attached to the carriage
under franc, and permit the said axle frames with their wheels and axles to move
or swivel about their centres, but prevent them leaving the carriage under framo
which rests upon them. Or, I cause the said end frames to move about their
centres by fixing to the carriage under frame fulcrum pins, or pivots, or central
bearings or guides, having guard pins, and constructed to receive cushions of any
suitable elastic material, if desired; the said end axle frames are fitted with suitable
seats for the reception of the said fulcrum pins or pivots, or central bearings or
guides, which may also be constructed for the reception of cushions, if desired; or I
fit or fix the said fulcrum pius or pivots to the said axle frames, the seats for the
reception of the said pins or pivots being fixed to the said carriage under frame.
I also fit the intermediate axle or axles with a similar frame or frames, and
attach rockers, rollers, links, or other similar guiding media, to the carriage under

page_text: fraine, in order to permit the said frame or frames, with their wheels and axles,
to move transversely beneath the said under frame as the curvature of the railway
over which the carriage is travelling shall guide the said wheels.
To secure the simultaneous radiation of the whole of the wheels and axles and
their frames, I use quadrants, levers, or their equivalents, having their fulcra fixed
to the carriage under frame. The said quadrants or levers are connected to the
said frames by means of suitable rods, teeth, links, pins, and sliding blocks, or other
equivalent means; or I fix to each axle frame brackets having their ends or apicos
towards cach other; or I make the said axle frames and the said brackets in one
piece.
In order to avoid the slackness and insecurity of an elongated hole or slot at
the connecting part of the brackets, and to compensate for the radial motion of the
end axle frames as against the transverse movement of the intermediate axle frame
or frames, I join the said bracket ends or apices by means of links and pins or their
equivalent; or the said ends or apices may be joined by a single pin or bolt fitting
tightly in one of the said brackets, and passing through an elastic washer or
washers fitted in the adjoining bracket; the said elastic washers may be provided
with metal bushes internally and rings externally. Or I join the said brackets
or the said axle frames by a single pin fitting and working in the said bracket or
in the said axle frames, or I make one or other of the said brackets of the requisite:
form and strength to permit a sufficient amount of yielding; or to secure the said
yielding I fit an elastic bush in the seats of the before-described fulcrum pins or
pivots, or the requisite yielding may be obtained by the springing of the cross bars
or beams of the said axle frames where they are joined by the said pins; or for
the same purpose the said brackets, or other connecting medium or inedia, may
have an elastic substance interposed between them or their fastenings and the said
axle frames; or for the like purpose I use a bracket and a steel spring or springs
connected together by pins or links. Or I make the said brackets of such a form
as to lock into each other, and dispense with the said connecting pin; the brackets
of the said end axle frames are curved at the part where they abut or bear against
the brackets of the intermediate axle or axles, the said intermediate bracket or
brackets being straight at the said part of abutment or bearing; and, if desired,
I insert a guard bolt to prevent the said brackets becoming unlocked or dis-
connected.
The simultaneous radiation of the said frames and axles may also be produced
by means of levers, or spur or bevil pinions, or both in combination, mounted on a
spindle or spindles and working or rolling in suitable guides or toothed racks fixed
to the said axle frames and to the carriage under frame.
These several means and devices have for their object the prevention or modi-
fication of any slackness in the said connections, whilst ample freedom is allowed
for the movements of the said radiating axles.
It is usual in practice to allow clearance between the rails and the flanges of the
wheels running thereon; and whereas the flanges of all such wheels placed at
the ends of a carriage run against the outer rail of a curve, whilst the flanges of the
intermediate wheel or wheels bear against the inner rail of such curve. If
the radiating gear or the axle frames be connected together midway between the
centres of the end axles and the centre of the next or intermediate axle, the radial
movement of the end axles will not be sufficient to enable such axles to take up
truly radial positions when passing along a curve. In order that the said end axles
shall assume truly radial positions on a curve, I connect the said radiating gear or
the axle frames at a point or points nearer to the centre of the end axle than
to the centre of the next or intermediate axle, the positions of the said points of
connection being determined by the amount of clearance between the flanges
of the said wheels and the rails, and by the wheel base or distance apart of the
centres of the end axles of a carriage, and also by the minimum radus of curve
on the railway over which my said improved radiating axles have to run.
I interpose antifriction bearing pieces or rockers of metal between the said axle

page_text: frames and the carriage under frame, in order to enable the said axles and their
frames to perform their respective motions with case and regularity. I also place
steel springs, woollen, india-rubber, or other elastic cushions, between the said
bearing pieces and their respective seats on the said axle frames and between the
said bearing pieces and the said under frame, in order to prevent or reduce the
jarring effects of irregularities and defects of the railway on the movement of the
said radiating axles; or I use inclined planes or surfaces on the said bearing pieces,
or suspended links, or springs, or any of the same in combination with my improved
method of radiating axles in order to prevent such radiation being too abruptly
effected; and also for the purpose of restraining or counteracting any tendency of
the said wheels and axles or their frames to unduly oscillate, and for the further
purpose of aiding or impelling the said wheels and axles and their frames to recover
their normal positions when passing from a curve on to a straight road.
When eight wheels are used under a carriage I prefer to place them equidistant,
and I impart to the translatory motion of the intermediate axles or their frames a
radial character by means of connecting links or rods or their equivalent placed at
suitable angles, and having one end jointed to the carriage under frame, and the
other end jointed to the axle frames; or I use circular or segmental guides attached
to the said carriage under frame, in which guides, rockers, rollers, blocks, or bearing
plates fixed on the said axle frames move or slide, the said guides, rockers, rollers,
blocks, or bearing plates being placed at suitable angles and made to suitable radii
to impart the requisite radial movement, as herein-before described. The end axle
frames may be connected to the intermediate frames by any of the articulating
modes previously described.
To the end that iny improved method of radiating axles shall work with ease and
regularity and with reduced friction, I prefer to arrange the said axles or their
frames in such a manner as to support the superincumbent load or carriage body at
four, six, or more points, that is to say, the end wheels and axles or their frames
shall support their respective share or shares of the said load on their centres or
pivots or central bearings, whilst the intermediate wheels and axle or axles or their
frames support their share or shares of the said load at or on the sides or corners
of such frames.
•
In order to afford greater safety to my improved method of radiating axles I
provide safety guards at the corners or other convenient parts of each of the axlo
frames, which safety guards are firmly secured to the carriage under frame, so that
in the event of the failure or rupture of the radiating gear or any other part of the
said arrangement the said frame or frames or axles may be prevented leaving their
respective places under the carriage.
I apply break incchanism to the said radiating wheels and axles in such a manner
as to allow the said wheels and axles to perform their respective movements freely
by suspending by links or other convenient means from the axle frames a block or
rubber of cast iron or other suitable material on each side of the said wheels; tho
said blocks or rubbers are united by tie rods to work them in pairs. I fit to the
back of each such block or rubber a lever so disposed as to enable the said tie rods
to clear the axles, and I connect the said tie rods to the said levers in such a manner
that the block or rubber on one side shall press with the same force as the block or
rubber on the opposite side of the same wheel. 1 tighten the said tie rods to press
the said blocks or rubbers against the carriage wheels by any convenient means for
applying power to work breaks, and fit the said means throughout the train so as
to operate the whole of the breaks simultaneously, or I fix the top end of the lever
on one side of the wheel to the carriage under frame, or to the axle frame or to a
swing beam, and to the top end of the lever on the opposite side of the wheel I fix
a connecting rod. The said connecting rod I attach to a pendent lever or levers,
and I actuate such lover or levers by a spiral spring or springs worked by the
buffer rods of the carriage in such a manner that when the said buffer rods are
wholly or partially driven in, the said spring or springs are compressed, and the said
blocks or rubbers are thereby applied to the carriage wheels. I fit a tumbling

page_text: by means of the links I, I, I, I, and the levers j,j, whose fulcra k, k, are fixed to the
said under frame; m, m, are the guide rollers and bearing pieces of the frame of
intermediate axle; n, m, n, n, are the segmental guides and bearing plates of the
end axle frame to guide the same in swivelling; 0, 0, 0, 0, are the safety guards for
preventing the said axles or frames getting away from the under frame in the event
of the failuro or rupture of any part of the radiating gear or other part of my
improved arrangements. In this arrangement the superincumbent load or carriage
body is carried upon the axle frames at the four corners thereof.
Figure 3 is a side elevation and part section of a carriage under frame, also
having three axles; Figure 4 is a plan, and Figure 5 a cross section of the same.
The left-hand halves of these Figures shew another modification of my improved
method of articulating and of radiating the said axles by means of the brackets or
frames a, a, which are connected by the links b, b, and pins c, c; d, d, are the
centre guides or bearings of the end axles or frames whereon the superincumbent
carriage rests or is supported; e is the fulcrum pin or pivot which passes through
the said centre guides or bearings, and is fitted with a washer and key to prevent
the said fraines leaving the carriage under frane; the space f between the upper
part of e and the centre bearing & is for the reception of cushions of any suitable
elastic material; g, g, are the guides for the intermediate axle frame, and have
inclined surfaces for preventing the transverse movement of the said intermediate
axles being too abruptly effected; the superincumbent load or carriage body is sup-
ported also by the said guides.
The right-hand halves of these Figures shew another variation of my improved
method of articulating and of radiating the said axles. h, h, are the brackets con-
nected by a single pin i at a point nearer to the end axle than to the intermediate
axle. In this arrangement advantage is taken of the springing of the cross ties j, j,
of the frames of both end and intermediate wheels and axles to compensate for the
radial movement of the end axle or frame h, as against the transverse motion of the
intermediate frame 1, as before described; m, m, are the links suspended from
the under frame for the purpose of restraining or counteracting any tendency of the
wheels and axles or their frames to unduly oscillate, and for the supporting at the
sides or corners of the intermediate frame its share of the superincumbent load; o, 0,
shew another form of safety guard.
SHEET 2.
Figure 6 is a side elevation of a carriage under frame, having three axles; Figure 7
is a plan, and Figure 8 is a cross section of the same.
The left-hand halves of these Figures shew another modification of my improved
method of articulating and of radiating the said axles. The frames a, a, a, a, are indepen-
dent of or not secured to the bearing springs b, b, b, which are connected to the scroll
irons c, c, c, c, attached to the said under frame by the long links or shackles d, d, d, d,
which may be made for the reception of the cups e, e, e, to contain elastic cushions
for the purpose of permitting free movement to the said improved method of
radiating axles, and for the further purpose of preventing or reducing the jarring
effects of irregularities of the railway on such radiating movements; f is a roller
fixed on the end or eye of the bearing spring for the like purpose of permitting
free or easy radial movement to the said end axles; g, g, g, are links for sus-
pending the axle frames from the said under frame, and allowing free radial
movement to the said axle frames; h, h, h, are safety guards for preventing the
said axle frames getting away from the under frame in the event of the rupture of
any portion of the radiating gear; i is the pin connecting the end and intermediate
axle frames. The requisite amount of yielding, for the purpose of compensating
for the different or varying positions of the end and intermediate axle frames, as
before described, is obtained by the springing of the part j of the bracket k.
The right-hand halves of these Figures shew another modification of my improved
method of articulating and of radiating axles. is the pin; m, m, are the elastic
media for compensating for the said varying positions of the end and intermediate

page_text: axlo frames; n is the circular buckle or hoop of the said bearing spring resting in
its corresponding seat o on the axle box in order to allow case or freedom to the
radial movements of the wheels and axles and their frames.
Figure 9 is a side elevation and part section of a carriage under framo, having
four axles, and Figure 10 is n plan of the same.
The left-hand halves of these Figures shew my improved method of articulating
and of radiating the said axles as applied to carriages having four axles.
a is the
pin connecting the brackets b, b, which pin fits a hole in one of the said brackets,
and passes through an elastic ring or washer c in the adjoining bracket, for the
purpose of compensating for the said varying positions of the said axle frames; d is
the antifriction bearing piece, guide, and safety guard in one piece for guiding the
intermediate axle framo; e, e, are the links or rods jointed to the said under frame
at one end, and to the intermediate axle frame at the opposite end, for the purpose
of imparting a radial character to the transverse movement of the said intermediate
nxle.
The right-hand halves of these Figures show another modification of my improved
method of articulating and of radiating the said axles. fis the pin connecting the
Baid brackets, and the requisite elasticity or yielding is obtained by the springing of
one of the said brackets at g, g; h is another arrangement of centre bearing for the
end axles; i is the seat for the said centre bearing; j is the guard pin; k, l, h, k, arc
segmental guides or bearing pieces for the purpose of guiding the intermediate axles
and their frames radially.
SHEET 3.
Figure 11 is a side elevation of a carriage under frame having three axles; and
Figure 12 is a plan of the sainc.
These Figures shew another modification of my improved method of articulating
and of radiating tho said axles. The frames u, a, a, a, are secured to the axle
boxes b, b, b; the bearing springs c, c, c, are inverted, and their ends bear or rest
on the said frames; the buckles or hoops of the springs of end axles are attached to
rockers d, d, which rock in the guides e, e, when the said end axles and frames
swivel; the buckle or hoop f of the intermediate spring is fitted with a roller g, or
may have a rocker to allow of free movement to the said spring, axle, and frame
beneath the said under frame when the said intermediate axle moves transversely;
h, h, are the combined guides and safety guards for the frame of the said intermediate
axle.
The left-hand halves of those Figures show another variation of my improved
method of articulating and of radiating the said axles. i is the pin connecting the
said brackets at a point nearer to the end nxle than to the intermediate axle; the
requisite yielding to compensate for the varying positions of the said axles, as before
described, is obtained by means of the elastic bush & encircling the fulcrum pin or
pivot j.
The right-hand halves of these Figures shew another modification of my improved
method of articulating and of radiating the said axles. 1, 1, are the brackets, the
intermediate one of which is straight at the place of contact m with the end
bracket, so that such end bracket, which is curved at m, may roll against the
intermediate bracket when radiation of the axles takes place; n, n, are safety
guards formed on the said brackets in order to prevent the same becoming dis-
connected.
Figure 13 is a longitudinal section of a carriage under frame having three axles.
The left-hand half of this Figure shews my improved articulating and radiating
axles having my improved break mechanisni fitted thereto. a, a, are the rubbers
or blocks to be pressed against the wheels by means of the said levers b, b; c, c, are
the tie rods coupling the said lovers together; d, d, are the rods connecting the levers
b, b, to the pendant lever e, which is actuated on the forcing in of the buffer rod i
by the spiral spring working on the spindle or rod g attached to the spring shoe
on the end of the said buffer rod i;k is the tumbling jointed rod for uniting the

page_text: pendent lever at each end of the carriage, or for connecting the said pendent lever
and the levers b, b, fitted to the backs of the said rubbers or blocks.
The right-hand half of this Figure shews a variation of my improved method of
actuating my said break mechanism. The pendent lever is secured to the snid
under frame at a suitable inclination, and carries a pulley m at its lower end; the
said pendent lever is free to swing towards the centre of the carriage; n, m, n, are
pullies fixed to the said under frame; a chain o or other suitable tightening medium
passes over the pullies n, n, n, and under the pulley m, so that when the said
tightening medium is wound in the pendent lever is caused to swing towards the
centre of the carriage, and applies the rubbers or blocks to the wheels; p is the
spring fixed at one end to the pendent lever and to the under frame at the opposito
end, in order to remove the said rubbers or blocks from contact with the wheels
when the said tightening medium is released.
Figure 14 shews an enlarged side elevation, end elevation, and plan of the said
jointed tumbling rod. The spindle a has an arm or lever b formed thereon; this
arm is attached to the sides or forks c, c, of the said rod by the pin d. To throw
the said jointed rod out of gear a handle or other means, as before described, is
applied or attached to the square end of the spindle a which, on being turned over,
disconnects the rod e from the spindle a.
Figure 15 is a cross section of the said antifriction bearing pieces for the axle
frames, and having cushions a, b, interposed between the said bearing pieces and
their respective seats on the said axle frames and the said under frame.
Figure 16 is a section of like antifriction bearing pieces having steel springs d, e,
interposed between the said bearing pieces and their respective seats.
Having thus fully described and ascertained the nature of my said Invention, and
the method of performing the same, I hereby declare that I do not restrict myself
to the precise details herein-before described and illustrated, as the same may be
varied without departing from the general idea or arrangement; but I claim as my
Invention and desire to secure by the herein-before mentioned in part recited Letters
Patent,-
Firstly. The method of articulating or mounting and of connecting together three
axles, with their wheels, axle boxes, axle guards, and bearing springs, and radiating
the said axles, substantially as and for the purpose herein-before described and illus-
trated by Figures 1, 2, 3, 4, and 5.
ปี
Secondly. The method of articulating or mounting and of connecting together
three axles, with their wheels, axle boxes, and axle guards, the bearing springs
thereof being attached by links or shackles to the carriage under frame, and of
radiating the said axles, substantially as and for the purpose herein-before described
and illustrated by Figuros 6, 7, and 8.
Thirdly. The method of articulating or mounting and of connecting together three
axles, with their wheels and axle boxes, the bearing springs thereof being inverted,
and of radiating the said axles, substantially as and for the purpose herein-before
described and illustrated by Figures 11 and 12.
Fourthly. The method of articulating or mounting and of connecting together
four axles, with their wheels, axle boxes, axle guards, and bearing springs, and of
radiating the said axles, substantially as and for the purpose herein-before described
and illustrated by Figures 9 and 10.
Fifthly. The method of avoiding the slackness caused by elongated holes or
slots in connecting the radiating gear or axlo frames, substantially as and for the
purpose herein-before described and illustrated by Figures 1 to 12 inclusivo.
Sixthly. The method of causing the end axles to assume truly radial positions on
a railway curve, notwithstanding the clearance between the rails thereof and the
flanges of wheel tyres by connecting the said radiating. gear or axle frames at a
point or points nearer to the end axle than to the next or intermediate axle,
substantially as and for the purpose herein-before described and illustrated by
Figures 3, 4, 6, 7, 9, 10, 11, and 12.
Seventhly. The method of reducing friction and preventing the twisting of the

page_text: superincumbent carriage body due to the opposing superelevation of the outer rails
of reverse curves, by supporting such carriage body over the centres of the end
axles, and at the sides or corners of the frames of intermediate axle or axles, sub-
stantially as and for the purpose herein-before described and illustrated by Figures
3, 4, 9, and 10.
Eighthly. The method of reducing oscillation and preventing the too abrupt
radial action of the said axles, substantially as and for the purpose herein-before
described and illustrated by Figures 3, 4, and 5.
Ninthly. The method of affording greater safety to the axles and frames when
being radiated by means of safety guards, substantially as and for the purpose
herein-before described and illustrated by Figures 1, 2, 3, 6, 9, and 11.
Tenthly. The method of preventing or reducing the jarring effects of irregularities
in railways, substantially as and for the purpose herein-before described and illus-
trated by Figures 15 and 16.
Eleventhly. The method of operating the break mechanism by a spindle or similar
means attached to the shoes of the buffer rods, substantially as and for the purpose
herein-before described and illustrated by the left-hand half of Figure 13.
Twelfthly. The method of applying the break mechanism by a chain or other
similar means, substantially as and for the purpose herein-before described and
illustrated by the right-hand half of Figure 13.
Thirteenthly. The method of applying the said break mechanism to wheels whose
axles are fixed parallel or non-radiating, substantially as and for the purpose herein-
before described and illustrated by Figure 13.
Fourteenthly. The method of preventing the operation of the said break
mechanism when not required by means of the tumbling jointed rod, also the
method of operating the said tumbling jointed rod, substantially as herein-before
described and illustrated by Figure 14.
In witness whereof, I, the said James Cleminson, have hereunto set my hand
and seal, this Twenty-sixth day of January, in the year of our Lord One
thousand eight hundred and seventy-seven.
Witness,
W. COOKE,
Patent Agent,
43, Southampton Buildings,
London,
W.C.
JAS. CLEMINSON. (L.S.)