IMPROVEMENTS IN CARRIAGES USED ON RAILWAYS
Year: 1848

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
DE BERGUE, of 9, Arthur Street West, in the City of London, Engineer, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Fifth day of January,
One thousand eight hundred and forty-eight, in the eleventh year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said Charles de Bergue, my exors, adñors, and assigns, Her especial
licence, full power, sole privilege and authority, that I, the said Charles de
Bergue, my exors, adññors, and assigns, or such others as I, the said Charles
de Bergue, 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, my Invention of
"IMPROVEMENTS IN CARRIAGES USED ON RAILWAYS;" in which said Letters Patent
is contained a proviso, that I, the said Charles de Bergue, should cause a
particular description of the nature of my said Invention, and in what manner
the same is to be performed, by an instrument in writing under my hand
and seal, to be inrolled in Her 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.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Charles de Bergue, do hereby declare that the nature of my said Invention,
and the manner in which the same is to be performed, are fully described
and ascertained in and by the following statement thereof, reference being
had to the Drawings hereunto annexed, and to the figures and letters marked
thereon, that is to say :-
My Invention consists, firstly, in an improved mode or modes of construct-
ing the axle guards and axle boxes of railway carriages; secondly, in an
improvement in the construction of certain parts used in combination with
india-rubber springs for railway carriages; thirdly, in an improved buffing
apparatus, applicable to carriages to be used on railways.
Figure 1 is a side elevation of that part of a railway carriage shewing the
axle guards, axle box, and part of the under frame to which they are attached;
Figure 2 is a tranverse section of the same through the line z, z, Figure 1;
Figure 3 is a horizontal section of Figures 1 and 2 through y, y; Figure 4
is another horizontal section of Figures 1 and 2 through W, W. A, A, A,
Figures 1, 2, and 3, is a portion of the sole bar or side frame of a railway
carriage; B, B, B, B, are the wooden parts of this axle guard; they consist
in two pieces of hard wood of the same thickness as the timber of the side
frame A, A, and of the shape or form shewn in the Drawing; they are
placed vertically beneath the sole bar, and firmly secured to it by means of
the four flat wrought-iron bars C, C, C, C, two of which are placed on the
outside and two on the inside of the side frame, the bolts a, a, a, a, a, a, a, a,
a, a, a, a, a, a, each of which passes through the flat bars, having the
timber, between secures the whole firmly together; but in order to give more
strength to this axle guard in the longitudinal direction of the carriage, and
consequently in the transverse direction of the axles, two cast-iron plates
D, D, D, are applied, one on each side of the sole bar. The shape of these
plates will be seen in Figure 1; they are secured to the side frame by the four
bolts a, a, a, a', each of which passes through the two plates on either side
and the timber between. It will be seen in the sectional view, Figure 3, that
these plates are formed with recesses to receive the flat iron bars C, C, C, C,
and as these latter are fitted pretty tight in these recesses, it follows that each
plate connects the two flat iron bars, which are firmly clipt by it. The middle
and lower part of these plates form a thin circular casing E, E, for the purpose
of protecting the india-rubber spring, as will be seen in Figure 2. F is a
small piece of thin sheet iron, that may be screwed or rivetted to the lower
part of the casing E, E, for the convenience of adjusting it to the precise
length that may be required.

page_text: It will be seen in Figure 1 that from 6, b, downwards the hard wood projects
within the flat iron bars about one inch and one-eighth; these projections form
the slides against which the cast-iron axle box is intended to work. G is the
axle box; it is made with two perpendicular flanges d, d, d, on each side,
as shewn in the section, Figure 4; they project the whole height of the axle
box, and form a groove on each side, into which the hard wood slides are
to fit well. Great care must be taken in making these grooves that they
be cast or made very smooth and very true. This axle box is furnished
with a grease box e, and cover of sheet iron, with a lid f made in the
usual way; the bottom of the grease box is provided with a little step or
cup, precisely over the centre of the journal of the axle, to receive the foot
of the vertical bearing shaft H, which will be distinctly seen in Figure 2 as
applied to an india-rubber spring, and in Figure 9 as applied with a steel
spring. This vertical shaft supports the weight of that part of the carriage
above through the medium of a spring, composed of rings of vulcanized
rubber and separating plates, as shown in Figure 2, but which will not require
a very minute description, having been already patented and specified.
There is, however, one improvement in this spring, which must be pointed
out; it is in the construction of the separating plates I, I, I, &c. Figure 6
shows a plan of one of these plates; and Figure 7, a side view, on a scale
of half size. These plates are made of sheet iron; they are of a circular
form, the same as those previously specified; but the improvement consists
in forming the conical centres of these plates of a composition of soft
metals, that will melt at a moderate degree of heat, say, at from four to six
hundred degrees of Fahrenheit. I have used two parts of zinc and one of
lead for this purpose; but other soft metals may be used, so that the iron
plate being cut or punched out of sheet iron, and having a hole punched out
of its centre, may be placed into an iron mould prepared to receive it, and the
soft metal being run into this mould in a fluid state at once forms the conical
O centre in a finished state, with the hole through it to fit the guide spindle or
shaft, ready for use. Figure 5 shews a sectional view through the centre of a
proper mould in two parts, made of cast iron, to be used to cast these centres
in. As this mould is of a circular form it does not require any other view to
explain it. I, I, is the iron plate, shewn in section in the mould; and g is the
hole through the top plate, through which the metal is poured into the mould.
Figures 8, 9, and 10 represent a modification of my above-described axle
guards as applied in conjunction with steel elliptical springs. In Figures 8
and 9 it will be seen that the hard wood forming the slides for the axle box
is not carried up to the under part. of the sole bar, as in Figure 1; the wood

page_text: slides end at the point b, b, Figures 8 and 9, leaving the space between that
and the under part of the sole bar free to admit an elliptic spring, as shown
in these three Figures, or a flat spring or a [spiral one if desired. It will be
seen in Figure 8 that the cast-iron plates D, D, D, differ a little in shape from
that of Figure 1; the middle casing is dispensed with, and those parts which
clip the flat iron bars C, C, are brought lower down, to add to the strength
on account of the absence of timber between.
Figures 11, 12, and 13 show another modification in the mode of making
and connecting these wood axle guards; Figure 11 is a side elevation. The
hard wood is carried up to the under part of the sole bar; it is, as in Figure 1,
the same thickness as the sole bar, the difference consists in its being secured
and attached to the side frame of the carriage by means of the two plates of
sheet iron K, K, K, K, one on each side; these plates may be made about
one quarter of an inch in thickness, the two plates with the timber between
being traversed and bolted together by means of all the bolts and nuts
a, a, a, a, a, a, a, a, &c. &c. it forms a very strong and safe axle guard. On
either side there is a thin plate of sheet iron L, L, curved to the shape shown
in the sectional Figure 18, and fastened by the four bolts and nuts a¹, a¹, a¹, a¹;
this plate serves as a casing to protect the spring, which is shown in section in
Figure 12, and which is in other respects similar to that in Figure 2.
My improved buffing apparatus, or what I call a long range buffer truck,
consists in an apparatus which may be applied to the under frame of a luggage
van, which I intend to place between the back of the tenders and the carriages
of a passenger train; its moveable resisting parts may be made to act through
a space of about eight feet, more or less, and its resisting power may be
regulated to commence at any desired amount of resistance, and to progress in
any ratio that may be desired, from one ton up to sixteen, or more, if required.
It has no recoil action after it is driven up. It might be used in cases
of foggy nights to place at the back of luggage trains in case of their
being run into by another train behind, and it may also be used as a station
break.
Figure 1 gives a sectional elevation, as A, B, of Figure 2; Figure 2, the
ground view or plan; Figure 3, an outside elevation; Figure 4, end view,
showing the buffer heads and end of the under frame. The same letters refer
to the same parts in the different Figures. A, A, are two longitudinal wooden
beams, connected together by the cross pieces B, B, B, B, and the diagonal
wooden stays C, C, C, C, forming altogether an under frame of rather stronger

page_text: dimensions than those commonly applied to ordinary railway carriages and
wagons; D, D, D, D, are the axle guards; E, E, the axles; and F, F, F, F,
the wheels; G, G, G, G, are four circular buffer blocks, attached as usual to
the ends of the under frame, and perforated in their centres, together with the
cross bars B, B, to give passage to the circular buffer rods H, H, H, H.
These rods are placed at the usual height and distance apart; they project
about four feet at each end of the carriage, are of wrought iron, and hollow,
in order to combine as little weight as possible with the requisite strength.
To add still more to their strength at those parts which would have the
greatest tendency to bend, that is, close to the buffer blocks, they are made to
pass through four wrought-iron tubes I, I, I, I; these tubes are bored out to
fit the buffer rods, so as to allow them to slide freely through, and thus serve
as strengthening pieces to the buffer rods, and as sockets for them to work in.
They are fitted tight in the buffer blocks, and in the cross bars B, B, but
so as to give way and recede inside the under frame. When in case of a
collision the buffer heads are driven up and come in contact with the mouth
of these tubes, a shoulder or projecting part on the inside end of the tubes pre-
vent their being drawn out beyond the determined distance. K, K, K, K,
are four circular wrought-iron buffer plates, made with hollow sockets in the
centre, by means of which they are firmly screwed and secured to the afore-
said buffer rods H, II, H, H; to these plates are attached the cross beams
L, L, made of sheet and angle iron rivetted together, and connecting the ends
of the two buffer rods. I would here state that I do not claim the connecting of
the two buffer heads by a beam L, L, but I prefer they should be so combined.
M, M, M, M, are short solid buffer rods, about the same diameter as usual;.
they slide freely in the hollow sockets of the plates K, K, K, K, and are
prevented from coming out by the nuts, that are screwed on tight to a shoulder
at the inside ends. These short rods are fitted with circular iron plates and
wood heads, much the same as ordinary buffers, but they admit of two or more
rings of vulcanized india-rubber J, J, and intersecting plates between the
back of their plates and the front of the plates K, K, K, K. The object of
these rings and plates, which have already been patented, is to give a small
amount of elasticity to ease the blows that may be received on the buffer rods.
N, N, Figure 1, are two wrought-iron racks, each forming a part of or being
firmly connected to one of the buffer rods belonging to the same side of the
carriage frame, the connected ends of the racks being cranked, the one
upwards, with the teeth on the under part, the other cranked downwards, with
the teeth above crossing each other in opposite directions, and leaving between
them a sufficient space to admit the wrought-iron pinion O, that gears simul-

page_text: taneously in the upper and lower racks, while the buffer rods work on the
same line. The same description refers to the racks and buffer rods on the
opposite side of the carriage. P, P, are two fixings, which may be made of
cast iron; they are fimly bolted to the side frame of the carriage, and serve
as conductors or slides for the two racks, and also to fasten the diagonal stays
C, C, which are bolted to their projecting brackets, as shewn in Figure 2.
Q is a wrought-iron shaft placed horizontally across the middle of the frame,
supported on its journals at each end by the metallic plates R, R, which are
made with strong square bosses in the centre, bored out to a suitable diameter
to fit the journals; these plates are attached to the outside of the beams A, A,
by the same bolts which fasten the fixings P, P, the square bosses being
tightly fitted in the timber. R' is a cast-iron friction pulley, turned and
polished on its outer surface, and firmly keyed on the middle of the shaft Q.
On either side of the pulley is one of the cast-iron plates S, S, with bosses towards
the centre, bored to the proper diameter to fit freely the collars of the shaft.
The wrought-iron stays T, T, T, with shoulders and nuts at both ends, connect
together the plates S, S. The four flat iron arms or bars U, U, U, U, let
into and bolted to the plates at one end, pass through and are attached to the
cross pieces B, B, at the other end, their object being to resist the tortional
strain exerted on the shaft Q when in action and to keep the plates S, S,
in the position shewn in Figure 1. V, V, are metallic friction bands
with an eye at one end, by means of which they are attached to the lower
stay T; after being wound once and a quarter or thereabouts round the
circumference of the pulley R¹ in a spiral form, the opposite ends of the
bands being made round, are screwed and pass through the eyes at the
top of the vertical branches of the levers X, X, outside of which are adapted
nuts and lock nuts, by means of which the degree of tightness of the friction
bands is regulated. The levers X, X, vibrate on the middle of the third
stay T. Y is a small wrought-iron axle, supported by the two flat arms
U, U, and working freely on its bearings. At one end of this axle is keyed
a single branched lever Z, turned in the opposite direction to the levers
X, X; on the middle of this axle is fitted a small cast-iron block with a
projecting piece, to which is bolted one end of the flat steel springs a, a,
the opposite ends of the same pressing on the extremities of the horizontal
branches of the levers X, X. b is a cast-iron cam keyed on the axle c, having
several holes bored in its circumference at various distances from the centre
of the axle, one of these holes receiving a wrought-iron stud, on the end of
which revolves a small friction roller d, acting on the under part of the lever Z.
When the axle C is caused to revolve, the stud can be placed in any one of

page_text: the holes in the cam, the action being the greater the more distant it is from
the centre.
The cam shaft c is put in motion by the main shaft Q through the inter-
medium of a train of wheels, so calculated in their respective diameters and
number of teeth, that when the buffers are driven up to the buffer blocks their
total action will cause the cam shaft to revolve about one quarter revolution.
and bring the friction roller d nearly in a vertical position, as shewn in dotted
lines, Figure 3. This train of wheels is as follows:-e, wrought-iron pinion
of seventeen teeth, being part of the main shaft Q, and working in the wheel f
of one hundred and eighteen teeth, keyed on the outer end of the axle g. At
the opposite end of this axle, but inside the frames S, is another pinion h, of
twenty-five teeth, that gives motion to the wheel i of fifty teeth, keyed on the
cam shaft. i,j, are chains attached at one end to the draw rods, and dividing
at the other end into two branches, the last links of which are made to slide
horizontally, right or left, in a slot in the centre of the connecting bars, in
order that they may accommodate themselves to the various curves on the lines.
By this arrangement the tractional power of the engine will at all times keep
this buffing apparatus extended.
It will now be obvious, that in case the shaft Q be compelled to revolve in
the direction of the arrow, Figure 1, by the action of the racks on the
pinions O, O, the friction bands V, V, being fastened to the lower stay T at
one end, and at the other being drawn tight round the circumference of the
friction pulley R', by the action of the cam on the lever Z, it will establish a
break of considerable power, in opposition to the pressure which will take
place against the buffer heads.
It may likewise be seen that as the buffers progress through their course of
action, the friction roller d acts against the lever Z, tightens the metallic band
round the pulley, and gradually encreases the friction, and consequently the
resisting action of the apparatus, till it overcomes the momentum of the train,
which it will finally stop altogether without any sudden jerk, that can injure
the passengers or destroy the carriages, and also without any reaction or recoil
taking place after the impetus is conquered.
Although I have only described this machine as being used as part of a
railway train, I would state that it may also be used as a station break by
placing one such on the rails at the bottom of the station, and so that one end
may rest against a firm abutment of stonework or masonry; in this case it
will not be requisite to crank the ends of the rack so much; it will be better to
make the pitch line of the racks on a level with the centres of the buffer rods
and to elevate the two buffer rods which will be abutting against the masonry

page_text: as much above the level of the others as will correspond with the diameter of
the wrought-iron pinions at the pitch line which are to work between the
racks.
Having thus described the nature of my Invention, and the manner in
which the same is to be performed, I would have it understood that I do not
confine myself to the details herein described, so long as the peculiar character
of either part of my Invention be retained. And I wish it to be understood
that I hereby claim, as the first part of my Invention, the modes of constructing
axle guards and axle boxes for railway carriages that the bearing or working
surfaces between them shall consist the one of hard wood, the other of metal.
I also claim the constructing of axle guards by combining two wrought-iron
bars with a plate of cast iron clipping the two, as herein-before described.
I hereby claim, as the second part of my Invention, the mode of making the
conical centres of separating plates (used in the construction of india-rubber
springs for railway carriages) of soft metal cast in a mould, as herein-before
described.
And, lastly, I hereby claim, as the third part of my Invention, the mode of
constructing a buffing apparatus applicable to carriages to be used on railways,
wherein the resisting power of the buffers is effected by a friction break so
combined as to effect an increasing amount of resistance through the range of
the stroke and producing no recoil action, as herein-before described.
In witness whereof, I, the said Charles de Bergue, have hereunto set
my hand and seal, this Twenty-ninth day of June, in the year of our
Lord One thousand eight bundred and forty-eight
CHARLES (L.S.) DE BERGUE.
AND BE IT REMEMBERED, that on the Twenty-ninth day of June, in
the year of our Lord 1848, the aforesaid Charles de Bergue came before our
said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according to
the tenor of the Statute made for that purpose.
Enrolled the Fifth day of July, in the year of our Lord One thousand
eight hundred and forty-eight.