IMPROVEMENTS IN THE MANUFACTURE OF RAILWAY WHEELS AND AXLES, AND IN MACHINERY AND APPARATUS FOR PLACING CARRIAGES ON TO A LINE OF RAILS, FOR REMOVING THEM FRON ONE LINE OF RAILS TO ANOTHER, AND FOR TURNING THEM
Year: 1847

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME I, THOMAS
DUNN, of the Windsor Bridge Iron Works, in Pendleton, near Manchester,
in the County of Lancaster, Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Second day of
November now last past, did, for Herself, Her heirs and successors, give
and grant unto me, the said Thomas Dunn, my exors, adñññors, and assigns,
Her especial licence that I, the said Thomas Dunn, my exors, admors, and
assigns, or such others as I, the said Thomas Dunn, my exors, admors, and
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 THE
MANUFACTURE OF RAILWAY WHEELS AND AXLES, AND IN MACHINERY AND
APPARATUS FOR PLACING CARRIAGES ON TO A LINE OF RAILS, FOR REMOVING
THEM FRON ONE LINE OF RAILS TO ANOTHER, AND FOR TURNING THEM;" in which
said Letters Patent is contained a proviso obliging me, the said Thomas
Dunn, by an instrument in writing under my hand and seal, particularly to
describe and ascertain the nature of my said Invention, and in what manner
the same is to be performed, and to cause the same to be enrolled in Her
Majesty's High Court of Chancery within six calendar months next and
immediately after the date of the said recited Letters Patent, as in and by

page_text: the said Letters Patent, reference being thereunto had, will more fully and at
large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Thomas Dunn, do hereby declare that the nature of my said Invention
consists, first, in several improved modes of constructing the wheels of
railway carriages of separate pieces, and the axles also in separate pieces,
thereby rendering them more easily repaired when injured by wear or other-
wise. Secondly, in several improved modes of constructing machinery or
apparatus for placing carriages on to a line of rails, such machinery being
improvements on the machines generally known under the name of "screw
jacks," and made capable of raising greater weights and acting with less loss
of time than the screw jacks in common use. And lastly, in improved
traversing trucks or lorries running upon cross rails placed on the same level
as the rails of the permanent way on which railway carriages may be removed
from one line of rails to another, and turned, when requisite, upon a turn-
table placed between the lines of the railway, or in any other convenient
position. And in further compliance with the said proviso, I do hereby declare
the mode in which the said Invention may be performed, reference being
had to the two Sheets of Drawings annexed, and the figures and letters marked
thereon, that is to say:-
DESCRIPTION OF THE DRAWINGS.
Fig. 1 represents a front elevation of a cast-iron wheel, chiefly applicable
to ballast waggons and carriages of that description. Fig. 2 is a sectional
elevation of the same. In these Figures a is the body of the wheel, consisting
of the nave, spokes, and inner rim or felloe cast altogether. b is the tire;
cast in a separate piece, and bolted to the body of the wheel by twelve or
any convenient number of bolts. The outer circumference of the body of
the wheel a, and the inner circumference of the tire b, are cone shaped, and
between them is placed a packing c of gutta percha, vulcanized india rubber,
hempen webbing, wire net, or any other material. This packing c obviates
the necessity of turning the surfaces which form the joint and prevents the
injurious effect of vibration and of inequalities in contraction which arise when
the tire is chilled, and the body of the wheel cast in the ordinary manner.
When the flange of the tire becomes worn from rubbing against the rails the
tire must be taken off the wheel, and the packing increased; the flange will
then be brought closer to the rail so as to diminish the play or space between
the rail and the flange. When a tire is worn out or broken by accident a new
one may be substituted, and the body of the wheel retained.

page_text: Fig. 5 represents a front elevation or a wheel suitable for a muggage or
passenger carriage, having a cast-iron nave, and twelve or any convenient
number of wooden sectors instead of spokes or arms. The red line Y, Z, divides
the wheel in two equal parts, shewing two modes of constructing the wheel.
Fig. 4 is a sectional elevation of the same wheel with the nave constructed so
as to be keyed on to a common wrought-iron axle.
Fig. 5 is a plan view of a wooden wedge and parts of two sectors. Fig. 6
is a plan view of a cast-iron wedge and parts of two sectors, and Fig. 7 is a
sectional elevation of a wheel similar to the one shewn in Fig. 3, but provided
with a nave cast in one piece with the axle, as seen in Fig. 10. In Figs.
3 and 4, z is the nave cast with mortice holes to receive the ends of the
sectors y, six of which are drawn with two projections to fit into corresponding
recesses in the sectors, and six are drawn with a single projection only, as may
be found most convenient in practice. When the sectors have been placed
into the mortises in the nave they are forced asunder by driving between
them the cast-iron wedges x, or the wooden wedges w. These wedges will
force the recesses cut in the sectors on to the projecting pieces cast on the
nave, and as the inner sides of the projections form inclined planes, the
sectors, while being forced asunder by the wedges, will also be drawn home by
the action of the above-mentioned inclined planes. The cast-iron wedges x
are held in their position between the sectors bolts screwed into the nave,
and the sectors are held between flanges cast on the wedges, as seen in
Fig. 6. The wooden wedges w are held by bolts passing through them, and
keyed into the nave. The sectors are connected with the wedges by a mortise
and tenon, as seen in Fig. 5; and I wish particularly to remark that I prefer
the shape of the wedge when the sides do not radiate to the centre of the
wheel, but are broader at the smaller end than a wedge formed with sides
radiating to the centre would be. The sectors are also secured into the nave
by the bolts v passing through the flanges of the nave and the ends of the
sectors. When the body of the wheel is being put together the joints
between the sectors and between the sectors and the wedges must be lined
with gutta percha or other glutinous cement to bind the whole in one solid
mass.
The outer tire u is then put on. This tire may either be of cast iron of
a conical shape inside, as seen in Fig. 4, or it may be of wrought iron with
the inside cylindrical, in which case it would be shrunk on to the sectors and
wedges and firmly bind the whole together. The cast iron tire u is drawn on
to the body of the wheel by the bolts t, and it is held in its proper place by
the bolts s, which pass between the sectors, and are keyed into the nave, or
by the bolts r, which are screwed into nuts let into the nave. By thus securing

page_text: the tire to the body of the wheel it is evident that the tire may break in
several places without being at liberty to fly off the wheel. In Fig. 7 the
wheel is put together in the manner just described, with this exception, that
the nave has a loose flange 7 fitting into the recess turned in the sectors, and
bolted to the flange cast on the axle of the wheels. The journals p are of
wrought iron let into the ends of the axle, as will be more fully explained
with reference to Figs. 10 and 11. Half of the bolts in the nave pass through
the loose flange q, and secure it to the flange cast on the axle, and the other
half pass through the sectors, and hold them to the flange cast on the axle.
Fig. 8 represents a sectional elevation of a pair of wheels with their axles
formed partly of wood, and Fig. 9 is a front view of the same. In the
construction of these wheels and axles I employ bars of flat, angle, or
T-iron of suitable length, and bent at each end at right angles to the
center part of the bar as seen at t, so as to form the spokes of the wheel,
and strengthen the axle u, made in this instance of an octagonal piece of
wood provided with wrought-iron journals, as shewn at w, or with brass
journals, as shewn at a. The tires of the wheels are made either of cast or
wrought iron, and they are bolted or rivetted to the spokes made of the bent
bars t. The iron journals are held fast to the wooden axle by the bolts Y, the
nuts of which are let into the wood. The brass journal a is made with a flange,
bolted or rivetted to the spokes of the wheel, thereby giving additional strength
to the end of the axle. As the journals of axles, constructed according to this
plan, would be larger than usual, it will be adviseable to make them run on
anti-friction rollers, instead of running in the common axle boxes.
Fig. 10 represents a pair of wheels and axle, partly in section. Fig. 11 is
a front elevation of the same, In these Figures d is a cast-iron tube forming
the axle, and cast in the same piece with the naves e, e. The journals f, f, are
of wrought iron, and are accurately fitted into the naves e; they are secured
in their places by the keys g, which pass through slots in the tube d, or by
any of the methods employed for securing the crank pins of steam engines.
These journals can be case-hardened before they are let into their places, and
they are easily removed and new ones substituted when worn out or injured
by heating or otherwise. The naves e, e, are provided with mortises, into
which the wooden spokes h are driven, and the cast or wrought iron tire i is put
on the ends of the spokes and held to them by bolts or rivets passing through
the tire, the spokes, and the inner hoop j. The outer ends of the spokes are
turned conical to suit the inner circumference of the tire, and a packing is
introduced between them for the purposes described with reference to Figs.
1 and 2.
Instead of casting the naves only of the wheels in one piece with

page_text: the shaft, I also propose to cast the bodies of the wheels with the shaft so as
to save the trouble of inserting wooden or other spokes into the naves; and
thereby diminish the expense of construction.
Fig. 12 represents a sectional elevation of a pair of wheels and axle, and
Fig. 13 is a front elcavation of the same. The axle is made of any convenient
number of bars or stays of iron, either round or of any other shape; I prefer
three bars of round iron, such as are shewn in the Drawing marked k; they are
made with shoulders and pass through the nave l, to which they are rivetted, or
they may be secured by screw nuts, as shewn at the nave m. The inner surface
of the naves and m, and the shoulders of the bars k, should be faced in a lathe
to insure accuracy in putting the parts together. The journals n are put
through holes in the naves and keyed in their places, as described with
reference to Figs. 10 and 11. The spokes s of the wheel are formed of flat
bar iron of suitable strength, bent into the shape shewn in Fig. 13, and the
nave is cast upon their inner ends in the usual manner. The tire r is of cast
iron, and it is bolted or rivetted to the ends of the spokes, which are slightly
tapered, so as to facilitate the putting together of the wheel. These wheels
may also be made with wrought-iron tires by first fixing a cast-iron felloe on
to the ends of the spokes, and then shrinking on the wrought-iron tire in the
usual way.
Fig. 14 represents a front elevation, and Fig. 15 a section through the
centre of a wheel formed of a cast-iron centre a body marked o, somewhat
similar to that shewn in Fig. 1, the principal difference being, that the felloe
of the centre or body o is made in this instance in the shape of an angle to
receive a packing of wood p of about two inches square passing round the
whole of its circumference, and turned conical to receive the outer rim or
tire q. The centre part of the wheel, the wood packing, and the tire, are held
together by six or any convenient number of bolts, as seen in the Drawing.
The foregoing Figures represent several modifications of my improvements
in the construction of railway wheels and axles, the main feature of my
Invention being, that the parts which are liable to wear out are so connected
with the other parts that they are easily removed when worn out, and fresh.
pieces substituted in their places. Other methods might have been shewn to
obtain the same object, but the above mentioned I consider best suited for
ordinary use, and I will therefore proceed to explain the second part of my
Patent, consisting of various improvements in apparatus for raising and-
moving heavy bodies, such as replacing railway carriages on to a line of
rails.
Figure 16 represents a front elevation of a screw jack to which my improve:

page_text: A is the
At the lower end of the screw A is
ments are attached; Fig. 17 is a side elevation of the same.
screw working in a thread cut in the boss of the bevel wheel B, and driven by
a handle and pinion in the usual manner.
attached the claw C, from which project two studs provided with the anti-
friction rollers D. These rollers come in contact with the front plate of the
screw jack, and when the weight to be raised is caught hold of by the claw C
greatly facilitate the action of the screw jack. These two anti-friction rollers
might be replaced by one working against the back plate of the box. The
roller E, working between two brackets near the upper part of the screw jack,
is to prevent any article that is being raised from rubbing against the wheel B.
The remaining parts of the screw jack are similar to those in common use.
Fig. 18 represents an elevation of my improved screw jack for raising
very heavy weights to a greater height than can be done by the screw jacks
in ordinary use, and will be found particularly applicable in raising locomotive
engines or carriages up embankments. Fig. 19 is another view of the same
screw jack, with the screws turned into their nuts so as to occupy the least space,
and provided with the wheel K for the convenience of rolling the screw jack
F is a
from one place to another, and Fig. 20 is a plan view of the same.
conical-shaped stand, having a large circular foot plate to form a good founda-
tion for the screw jack; the gun-metal screw H works in the thread of the
mut G, which is let into the upper end of the stand or the thread may be cut
into the stand itself. The screw H has a head by which it is turned round, and
the inside of the head forms the nut for the wrought-iron screw I to work in.
The screw H has a single thread of one inch pitch, and the screw I has a
double thread of one and a half inches pitch; they are both shewn right-handed
threads, but the pitch and the direction of the thread may be varied to suit
the particular objects for which the screw jacks are wanted. When the weight
to be raised is comparatively light, the screws I and H may both be turned
round at the same time; by so doing the weight will be raised two and a half
inches for each revolution of both the screws; if the weight is heavier, the
power must be applied to one screw at a time, so as to raise the weight either
one inch or one and a half inches at each revolution; but if the weight to be
raised is very heavy, the screw I must be turned round in one direction, and
the screw H must be turned at the same speed in the other direction, by
which means the weight will be raised only half an inch at the end of one
revolution of each of the screws when moving in contrary directions. It will
be evident, that by varying the speeds of the two screws the object to be raised
may be moved at any velocity varying from one fraction of an inch up to
two and a half inches for each revolution of the screws. The wheel K is only

page_text: wanted when the screw jack has to be removed from one place to another;
it is then put on the stand F, and held there by a pin or screw L, the point
of which takes into a groove turned in the stand F. The whole concern is then
laid in the position shewn in Figure 19, and easily rolled about; this arrange-
ment will be found necessary, because the screw jacks, owing to their great
size, would be troublesome to carry.
. Fig. 21 represents a side elevation of my improved traversing screw jack;
and Fig. 22 an end view of the same. The improvements here consist in
mounting a screw jack of the ordinary construction upon four wheels M, and
placing the whole upon a plank N, supported by the block O, so as to form an
inclined plane. This arrangement will be found particularly applicable to
replace a carriage on to a line of rails from which it has been removed to
some distance. In order to do this, the block O must be placed on the ground
under the carriage end, and the plank N, bearing on the block O, must
be inclined towards the line of rails; the screw jack on the wheels M
is then put on the plank, and the screw turned round until it raises the
end of the carriage. As soon as the carriage wheels are lifted off the ground
the carriage by its own gravity will cause the screw jack to run down
the plank until the wheels of the carriage touch the ground, from which
they must be lifted by tightening up the screw, when the same operation
takes place, and the carriage is gradually brought nearer to the line of
rails, on to which it is ultimately lifted.
Figure 23 represents an improved screw jack, similar to the one described
with reference to Figures 21 and 22, and provided with a more complete
arrangement of parts for giving the inclination to the plank upon which the
screw jack traverses. Figure 24 is an end elevation of the same, and
Figure 25 is a detached view of the body of the screw jack P, which is
mounted upon four wheels Q working on the ends of shafts connected together
and forming a lorry, so as to be easily removed when the screw jack is wanted
for ordinary purposes. R is a plank provided at one end with a ball-shaped
stud taking into a socket in the cast-iron plate s. To the other end of the
plank is hinged a swivel nut T, into the thread of which the screw U takes,
and the point of this screw is supported by a small plate V. The advantages
which this traversing screw jack possess over the one previously described are,
that by means of the screw U the angle of the plank may be varied to the
greatest nicety, and by means of the swivel joint in the plates the plank can
be turned round when the screw jack has arrived over the plates into the
position shewn in dotted lines, thereby forming a continuation of the inclined
plane for the screw jack to run down. The planks may be made with grooves

page_text: for the wheels of the screw jack to run in, or the planks may be made much
broader than shewn in the Drawing to suit the particular work for which they
are intended. The different modifications shewn will sufficiently explain this
part of my Patent, and I shall therefore proceed to describe the last part,
which is shewn on Sheet 2 of the Drawings, where Figure 26 represents a
plan view of my improved apparatus or mechanism for removing locomotive
engines and other carriages from one line of rails to another. Figure 27 is a
side elevation,. taken partly in section, through the line 1, 2, on Figure 26.
Figure 28 is an end elevation of parts of the same mechanism, taken in section
through the line 3, 4; and Figure 29 is a section of the guide boxes and
moveable rails, taken through the line 5, 6, on Figure 27. Figure 30 is a
side elevation of the traversing truck or lorry forming part of the above-
mentioned apparatus on an enlarged scale. Figure 31 is a plan view, and
Figure 32 is an end elevation in section of the same. Figure 33 is a plan,
and Figure 34 is an end view, of the cam shaft g and its adjuncts. In
Figure 26, A, B, and C, represent three different lines of the permanent way
of a railway, and D, D, are the cross rails connecting the above rails;
E is the traversing truck or lorry running upon four wheels a, which are
guided by the double flanges of the cross rails D; the rails of the per-
manent way, and the cross rails, are all laid on the same level, consequently
there is no gap or opening required for the lorry to travel in; and as soon as
the lorry is removed to one side there is nothing to hinder the traffic on the
various lines of railway to which this improved apparatus is applied. b, b, are
the shafts for the wheels a of the lorry, and c, c, are adjustable bearings for
the shafts 6, regulated by set screws, as seen in the detached Figures 29, 30,
and 31. d, d, are rails forming part of the lorry, on to which the wheels of
the locomotive engine or railway carriage are rolled when it is requisite to
move such carriage from one line of rails to another. e, e, are short lengths
of rails forming part of the line marked A, which move on hinges made in
the guide boxes f. g is a shaft (sce the detached views Figures 33 and 34),
on which are keyed two cams or eccentrics h, placed in the guide boxes f, and
under the short rails e. When the lever i, keyed on the shaft g, is raised up
into the vertical position shewn in Figure 27, the cams h elevate the ends of
the rails e until they come level with the rails d of the lorry; the other ends of
these rails e being hinged to the guide boxes f they will form gently inclined
planes from the level of the permanent line of rails to the level of the rails d,
as seen distinctly in Figure 27. The lever i may be provided with a counter-
poise or spring to depress the lever i and cams h as soon as the attendant has
left go
of the lever, and thereby cause the rails e to assume the level of the

page_text: permanent way. When a carriage has to be removed from the line of rails. A
to the line B, the lorry E must be placed in such position upon the cross
rails D that the rails d come precisely in a line with the rails e, the ends of
which are then elevated by raising up the lever i, and thereby acting on the
cams h. The carriage to be removed is then rolled up the inclined planes
formed by the rails e, and is supported on the rails d of the lorry, as seen in
Figures 27 and 28; the lorry and carriage upon it are then pushed towards
the line B, and stopped. When the rails d come in a line with the.rails.e of the
lines B the cam shaft is made to elevate the moveable rails of this particular
line, so as to make an inclined plane, down which the carriage is allowed to
run on to the permanent way of the line B. Between the lines A and B is
shewn a turntable k, over which the cross rails D are carried. In most cases
the turntable will not be required to be turned; but when the locomotive
engine or tender, or a passenger carriage having a guard's box upon it, is.
passed from one line of rails to another, the turntable is necessary to reverse
the position of such engine, tender, or passengers' carriage. When the turn-
table is required between two lines of railway the space between the said lines
may be advantageously employed by a spare line of rails for empty carriages.
The lorry E will generally be pushed along the cross rails D by the men at the
station; but in stations where few men are employed the lorry can be moved
by the handle (see Figure 30, 31, and 32), fixed on the shaft of the pinion m,
which gears into the wheel n keyed on one of the shafts b. The Figures 26
and 27 represent only one side of the cross rails provided with the cam shafts
and moveable rails, consequently carriages coming from the right-hand side,
after being moved from one line of rails to the other, would again be
deposited on the side from whence they were taken; if, however, the carriage
is requisite on the opposite side of the cross rail, the cam shafts and moveable
rails must be provided on each side of the cross rails. The moveable rails e
may be elevated by wedges, or by any other suitable mechanical agents, instead
of by the cams shewn on the Drawing.
Having now described the nature of my Invention, and the manner in which
the same is to be performed, I declare that I claim,-
First, the improved construction of railway wheels shewn in Figures 1 and 2,
in which the felloe of the wheel and inside of the tire are made to fit into one
another, and the spaee between them filled with packing to allow for the
variations in contraction of the different parts of the wheel, and to diminish the
vibration, concussion, aud cost of the wheel.
Secondly, the peculiar construction of wheels made of wood and iron, shewn
in Figures 3, 4, 5, 6, and 7, comprizing the projections cast in the mortices of

page_text: the naves, the recesses cut in the wooden sectors, and the wedges for forcing
the recesses of the sectors on to the projections before mentioned.
Thirdly, the wooden axle with metal journals, and the spokes formed of bars
of iron bent at each end to make a spoke for each wheel, as seen in Figures
8 and 9.
Fourthly, the loose axle ends, marked p, f, and n, as shewn and described
with reference to Figures 7, 10, 11, 12, and 13.
Fifthly, casting the axle in one piece, with the two naves, or with the two
wheels, as shewn and described with reference to Figures 10 and 11.
Sixthly, forming the axle of three or any convenient number of bars of iron,
connecting the naves of the wheels seen in Figures 12 and 13.
Seventhly, the anti-friction rollers D applied to screw jacks, as shewn in
Figures 16 and 17, placed either outside or inside the casing to diminish the
friction in the working parts, and the roller E to hold the article being raised
by the screw jack from the top gearing.
Eighthly, the particular arrangement of parts forming the screw jack shewn
in Figures 18, 19, and 20, comprizing the two screws working one in the
other, and the circular foot plate to be used with the wheel K in rolling the
screw jack from one place to another.
Ninthly, the different apparatus shewn and described with reference to
Figures 21, 22, 23, 24, and 25, for mounting or placing screw jacks upon
wheels; and,
Lastly, the improved machinery and apparatus for removing railway carriages
from one line of rails to another, and for turning them as herein-before described,
comprizing the moveable length of rail e forming part of the permanent way;
the cams or other agents for raising the same to make inclined planes for the
carriages to ascend on to the traversing truck or lorry, and to descend from the
same; the peculiar shape of the lorry, which admits of the rails & being kept
very little above the level of the permanent way; the flanges of the cross
rails D; the wheels a of the traversing truck or lorry, which are made without
flanges, thus obviating the necessity of making grooves or recesses in the rails
of the permanent way; and the turntable, when used as herein-before
described, for turning the traversing truck or lorry with the railway carriage
upon it. But I do not claim generally the use of traversing trucks or lorrys,
knowing that such have before been in use for certain purposes, although their
adaptation is very limited, and they are incapable of being used on any main
line of railways from defects evident to all persons conversant with this class of
machinery.
.

page_text: belief, entirely new, and never before used within that part of Her said
Majesty's United Kingdom of Great Britain and Ireland called England, Her
Dominion of Wales, or Town of Berwick-upon-Tweed, I do hereby declare
this to be my Specification of the same, and that I do verily believe this
my Specification doth comply in all respects, fully and without reserve or
disguise, with the proviso in the said herein-before in part recited Letters
Patent contained; wherefore I do hereby claim to maintain exclusive right
and privilege to the said Invention.
In witness whereof, I, the said Thomas Dunn, have hereunto set my
hand and seal, this Twenty-ninth day of April, in the year of our Lord
One thousand eight hundred and forty-eight.