CERTAIN IMPROVEMENTS IN CARRIAGES TO BE USED ON RAIL AND OTHER ROADS
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
BUCKWORTH POWELL, of Pennington House, in the County of Southampton,
Lieutenant and Captain in the Grenadier Guards, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Groat Britain, bearing date at
Westminster, the Eighteenth day of November, in the ninth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Henry Buckworth Powell, my exors, adññiors, and assigns, Her especial.
licence, full power, sole privilege and authority, that I, the said Henry
Buckworth Powell, my exors, adñors, and assigns, or such others as I, the
said Henry Buckworth Powell, my exors, adñiors, or assigns, should at any
time agree with, and no others, from time to time and at all times during
the term of years therein expressed, should and lawfully might make, use,
exercise, and vend, within England, Wales, and the Town of Berwick-upon-
Tweed, and also in the Islands of Guernsey, Jersey, Alderney, Sark, and
Man, and in all Her Majesty's Colonies and Plantations abroad, my Invention
of "CERTAIN IMPROVEMENTS IN CARRIAGES TO BE USED ON RAIL AND OTHER ROADS;"
in which said Letters Patent is contained a proviso that I, the said Henry
Buckworth Powell, shall cause a particular description of the nature of my
said Invention, and in what manner the same is to be performed, to be
inrolled in Her said Majesty's High Court of Chancery within six calendar

page_text: mouths next and immediately after the date of the said in part recited Letters
Patent, as in and by the same, reference being thereunto bad, will more fully
and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Henry Buckworth Powell, 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 description thereof, reference
being had to the Drawings hereunto annexed, and to the figures and letters
marked thereon (that is to say) :-
•
"
My Invention relates to the construction of passenger carriages to be used
on railroads, and to the construction of luggage waggons to be used on
rail and other. roads. I effect. these improvements by constructing the
bodies of the carriages or waggons quite separate and moveable from the
carriage beds or trucks thereof, so as to enable them to be shifted or changed
at pleasure from the broad-guage carriage bed to the narrow-guage carriage
bed, or from the narrow-guage carriage bed to the broad-guage carriage bed,
as may be required, and thereby enabling the bodies of such carriages or
waggons, when filled or loaded, to be transferred from a railway carriage of
one guage to that of another guage without removing the passengers or
unpacking the goods. This will obviate the difficulty, delay, and inconvenience
experienced at present from the removal of passengers and unpacking of
goods, which must take place as railway carriages are at present constructed,
where passengers and goods have to be transferred from one railroad to another
of a different guage.
'
And my Invention relates also to the construction of waggons for luggage
to be used on common roads, to enable such waggons to be loaded with goods
or luggage at a warehouse, store, or other place at any distance from the line
of railway, thence to be drawn to the railway, where it will be requisite only to
slide the bodies of such waggons from their carriages on to the railway
carriages, thereby enabling merchants to send merchandize to be conveyed by
railways without such merchandize being unpacked until it has arrived at its
final destination. But in order that my Invention may be better understood
and readily carried into effect, I will proceed to describe the. Drawings

page_text: waggons removed to shew the guides and guide rails; and Figure 4 represents
the underneath view of the same, shewing the position of the cylinders and
pullies. A, A, the frame of the carriage. a, a, a, a, are pieces of timber
secured to the edges of the carriages. The two long or side pieces a, a, are
solidly secured to the framework A, A, and the two short or end pieces a¹, a¹,.
fixed on hinges b, b, to allow them to fall back in the buffers C, C; the use.
of these end pieces a', a', fixed on hinges, being to allow the waggons B, B, B,
to slide off, as will be herein-after described. d, d, Figure 3, shews two guides
or rails made to fit in corresponding rail grooves, seen at d², d', Figure 6 (which
represents a waggon bottom upwards), to prevent the lateral motion thereof,.
and also its being lifted off. e, e, e, e, are four friction wheels or rollers to
travel in the sunken groove rails f, f, Figure 3. These friction wheels are
furnished with flanches, as will be seen on a larger scale by referring to
Figures 7 and 8. e shews the friction part rolling in the groove rail f, and e¹
the flanch to give it more security against shifting. It is obvious that. this
roller e, e, must be of sufficient strength to bear all the weight of the waggon
when full. e, ², the axles or bearing working in suitable blocks fixed to the
bottom of the waggon. I prefer using four of these flanched friction rollers,.
fixed as seen at Figure 6, although in many cases two only may be used when
fixed in the centre, as at the dotted lines at 9', g', Figure 6. I must, here
remark, that the waggon or carriage should have a double bottom, as otherwise
the friction rollers e, e, would project through the single or lower bottom into
the inside of the waggon, which would be objectionable, and as, for the conve-
nience of packing, it is necessary that the bottom or floor of the waggon should
be perfectly free from obstruction. C, C, C, Figure 4, are cylinders or
drums supported by and revolving on the bearings D, D, D, D, D, D, fixed to.
the under side of the framework A, A, by screws and nuts or any other
suitable means. A cord or rope H, H, is wound round this drum, and one,
end secured to it by either passing through a hole made therein, and then,,
when so passed, knotting it or securing it by any other suitable means as may
be most convenient; the other end of the rope H, H, is passed, over the
pullies i, i, i, i, i, i, i, i, which are fixed to the bottom of the carriages, as seen.
at Figure 4. jjjj, Fig. 3, are breaks or stops to stop the friction wheels e
from rolling off the groove rails f, f, should at any the end slips a', a¹, not be
closed up, as seen in Figure 1.
.
Different views of this break or stop are seen at Figures 9, 10, and 11.
Figure 9 shews the top view of one of these breaks or stops, Figure 10 the
side view, and Figure 11 the cnd view, so formed as to lay in the groove rails
seen at f, Figure 8. One end is cut so as to receive the Hanch and friction.

page_text: part of the friction roller e, and the other end is of a dovetail form to fit into
the dovetails k, k, k, k, Figure 3.
Figure 12 represents a view of the axle support and guide, with the brasses
in which the axles revolve. It will be easily perceived that a dovetail notch
or grove is formed both to the axle brasses and to the support guides, the
object of which is to enable the double-handed jack screw with dovetails to fit
to be inserted therein, so as either to bring the brasses closer or wider apart
from the frame A, A, as may be required, and thereby adjust the respective
heights of the two carriages, when it is necessary to slide the body of the
carriage from one carriage bed to another. E, E, the support guide, secured
to the under side of the frame A, A. F, the brasses, sliding in suitable grooves
in which the axles revolve. and are two dovetails. Z is formed in the
support guide E, E, and l' in the axle brasses F. G is a double-handed jack
screw, seen on a larger scale at Figure 13, with the regulating nut in, section.
The screw is in two parts, m and m² being furnished with dovetails to fit into
the dovetail grooves or notches and l' in the support guide E, E, and axle
brasses F. The screw m may be a right-handed and m² a left-handed screw,
and m² a coupling or nut, with a right or left handed female screw formed
therein to receive the parts m and m³, to adjust them to the necessary height.
The external shape of the coupling or nut may be square or octgonal, as may
be thought most convenient, to be turned by a spanner wrench or key made to
suit. Now it is obvious that when the coupling nut m³ is turned round in the
direction which shall cause the dovetails to come closer to each other, it will
draw downwards the frame A, A, to which the support guide E is fixed; and
when the reverse action is required, by turning the coupling nut m in a
contrary direction the dovetails will be released, and press against the flat sur-
faces n and n', thereby causing the frame A, A, to which is secured the support
guide E, E, and the axle brasses F, to become at a greater distance apart from
each other.
I must here observe, that in many cases it may not be necessary to use this
adjusting screw; but where the two carriages come together, as seen at
Figure 18, Sheet B, for the purpose of sliding a waggon on from one carriage
on to another or on to a common road truck, and where the broad or narrow
guage carriage should happen to be too high or too low, it would then be
necessary to call in the aid of this adjusting screw, to bring them both to an
equal height and level. Although many other means may be employed, I
prefer using this, as being the most simple; and it ought to be applied to all
the bearings of the carriage, so as either to raise or lower the carriage as level
as possible, and likewise to obviate the straining which would necessarily occur

page_text: if the adjusting screw were applied to one of the bearings and support guides,
and not to the others.
Figure 14 represents the side view of a common road carriage or truck, with
a luggage waggon thereon, and the edge flaps let down to allow the waggon to
pass; and Figure 15 a plan of the carriage or truck, with the waggon or body
of the carriage removed, shewing the guide rails, sunken groove rails, and
pullies, corresponding exactly in every respect with those on the carriages seen
at Figure 3. H', H', represents the bed or floor of the truck or carriage; d³, d¹,
the guide rails, which are to be the same distance apart from each other as
the rail d, d, Figure 3, fitting in suitable grooves in the bottom of the waggon.
f, f, are the sunken groove rails, which must also be of the same width
apart as the groove rails f, f, Figure 3. This truck or common road carriage
is shewn so constructed as only to carry one waggon at a time, and is fur-
nished with a raised edge a², a³, and a", a, to prevent the waggon from having
a lateral motion. The two side pieces a³, a', are fixed on hinges, to enable
them to fall down, as seen at a³, Figure 15, and to enable the waggon to be
pushed or slid off on to another carriage, whether on the broad or on the
narrow guage, or on a platform at the station. I would here remark that,
when the flap at is down, as seen at Figure 14, being on a perfect level with
the bottom H, HI, it would then be found necessary to have pieces cut out
to allow the friction rollers or wheels e, e, to pass. In constructing these.
common road carriages the same height should be preserved as closely as
possible, to enable the operation of shifting the waggons thereon on to the
railway carriages to be performed without adjusting them by the adjusting
screws above described, or the ground might be raised for the truck to rest on.
It may be clearly understood by referring to Figure 3 that the guide rails
d and d and the groove rods f,f, in which the friction wheels or rollers e, e,
travel, run the whole length of the carriage constructed for the broad guage
line, but in the common road truck or narrow guage truck they run crossways.
Figure 16, Sheet B, represents the side elevation of a narrow-guage carriage,
with two luggage waggons thereon, being placed lengthways or end to end, and
not crossways or side by side, as in the broad-guage carriages. These waggons
are precisely in every respect similar to the other waggons, the same distance
between the guide rails and groove rails being maintained throughout, as in
the broad-guage carriages and common road truck. I, I, shews the frame;
0, 0, 0, and o³, the surrounding edge of timber, the end ones o, o, being firmly.
fixed to the frame I, I, but the four side ones o¹ and o² being fixed on hinges o³,
to allow them to be let down and the carriage to pass, and with suitable
pieces cut out, and 2, to clear the friction wheels. P, P, p, p, Figure 17,

page_text: are the guide rails, sliding in suitable grooves made in the bottom of the
waggon J, J, as seen at d¹, d', Figure 6, Sheet A. K, K, are similar drums
or cylinders to those seen at C, C, C, Figure 4, Sheet A, supported by and
working in bearings K', K. The cord or rope r, r, is secured and coiled
round it, the use of which is to assist the shifting of the waggons from one
carriage to another, should the weight of such waggon be too great to allow
them to be shifted without the aid of mechanical power. r¹, 71, 71, 71, are
suitable pullies fixed in grooves made in the frame I, I, on which the cords or
ropes r, r; are intended to run, as seen more clearly by dotted lines r.and 21
in the end view of a narrow-guage carriage.
Figure 18, t, t, are two winch handles, by which the drum is made to revolve.
These cylinders or drums K, K, have ratchet wheels and palls to prevent tho
weights going back when the operating power is removed, as represented on a
large scale at Figure 19 in side view and Figure 20 in end view. K, Figure 19,
the cylinder or drum; s, s, the holes through which the cords pass to be
fastened thereto: S', a ratchet wheel, solidly fixed to the end thereof, with a
projecting neck S having a square hole S³ formed therein; is a pall, to
prevent its going back.
.
Figure 21 represents an enlarged view of the winch handle, to give motion
to the drum K with the square shank S', which is made to fit in the square
hole S. Figure 22 shews the end view of the same.
Figure 23 represents the side and end views of different descriptions of
guide rails d', d', Figure 14, Sheet A, but I prefer adopting the shape shewn
at d', d¹, Figure 14, Sheet A, as being the most secure.
Figure 24 represents the front and side views of a stanchion or prop, with a
square heel u to fit in the square holes u', u', u', u', Figure 3, Sheet A. The
use of these stanchions is to keep one waggon only in its place to prevent its
sliding back. These stanchions would only be applied when the broad guage
carriage would have only one or two waggons thereon, as otherwise they
would be likely to shift about when the carriage is in motion. These
stanchions would not be required when the whole of the waggons are on the
carriages, as they could be so constructed as to fit closely, and would not be
suffered to move or shift about. It will be adviseable to secure or link the
carriages to each other by means of chains or double hooks v, v, v, Figures 1,
Sheet A, and 16, Sheet B, as a double security against their shifting or
oscillating. By referring to Figure 17 the mode of shifting will be readily
perceived. I*, I*, represents the narrow carriage, and A*, A*, the broad-
guage carriage, with two waggons B*, B*, thereon. One of the side edges of
'the narrow-guage.carriage o³ is hung down, and also one of the end edges of

page_text: the broad-guage carriage a², with the notches q, q, cut therein to allow the
friction rollers fixed; to the under side of the waggon to pass.
When the car-
riages are so adjusted and the ropes r, r, made secure to the eye bolts'r², r²,
and the roller K put in motion by the winch t, the waggon will roll from the
carriage A, A, on to the carriage I*, I*, and after it has been shifted in its>
place the ropes or cords r, r, are released and the side edge o² replaced and
made secure by the hook and eyes or bolts: w, w, Figure 18. When it
is required to slide or shift the other.waggon on to the other carriage on the
vacant place, by letting down the side piece, o¹, then causing the whole.
carriage to travel on the rails until the guide rails p', p³, come direct in a line.
with the guide rails d, d, fixed to the carriage A*, A*, and causing the ropes
or cords to pass over the pullies, and making one end secure.to the eye bolts
and the other end to the cylinder k, by giving motion to the winch handle t
the waggon will be drawn from one carriage on to another in the manner
herein-before described. I must here observe, that the mode of transferring
the waggons from the railway, carriages on to the common road truck or
carriage, or from the latter on to the railway carriage, is precisely similar to
that herein-before described, it being only necessary to bring them one along-
side of the other, and to adjust the respective heights thereof, and to keep the
guide rails and sunken groove rails in a line, that they may be either pushed
off by manual force or by the use and application of the ropes and cylinders.
which are fixed to the underneath sides of the carriage. The buffers C, C,
Figure 18, are to be kept lower than on the present construction, so as to
permit, the end piece a¹³ of the broad guage carriage to hang down on a level
with the bottom or floor of the carriage. The bodies of passenger carriages
may also be transferred from a narrow guage line of railway on to the
carriage of the broad guage line of railway, or from the latter on to the
former, or from either on to the common road truck, or from the common
road truck carriage on to either the broad or narrow guage line of railway, or
on platforms at the stations, it being only necessary to apply grooves to secure
the guide rails and friction rollers to the bottom of such carriages as may be
required to be used.
Having thus described the nature of my said Invention, and the mode of
carrying it into effect, I would have it to be understood that I do not confine
myself to the precise details herein described, so long as the peculiar character
my said Invention or of any part thereof be retained. And I do not claim
the several parts of the carriages, taken separately and not combined together,
for the purposes aforesaid, but what I do claim is,-
of
First, the constructing carriages to travel on the broad and narrow guage

page_text: line of railway with the combination of guide rails, sunken groove rails, and
pullies on the tops or floors thereof, and cylinders or drums fixed to the under
sides thereof, and also moveable edges to let down, as above described.
Secondly, I claim the constructing the bodies of carriages or waggons with
corresponding grooves to receive the guide rails and friction pullies to the
bottom thereof, and also double bottoms, as herein-before described.
Thirdly, I claim the constructing conimon road trucks with the combina-
tion of guide rails, sunken groove rails, and pullies, to correspond with the
body of waggons or carriages, also with moveable edges, as herein-before
described.
Lastly, I claim the adjusting the heights of such carriages by means of the
dovetail double-handed screw jack, as above described.
In witness whereof, I, the said Henry Buckworth Powell, have hereunto
set my hand and seal, this Eighteenth day of May, in the year of
our Lord One thousand eight hundred and forty-six.
HENRY BUCKWORTH (L.S.) POWELL.
AND BE IT REMEMBERED, that on the Eighteenth day of May, in the
year of our Lord 1846, the aforesaid Henry Buckworth Powell came before
our said Lady the Queen in Her Chancery, and acknowledged the Specifi-
cation aforesaid, and all and every thing therein contained and specified, in
form above written. And also the Specification aforesaid was stamped accord-
ing to the tenor of the Statute made for that purpose.
Enrolled the Eighteenth day of May, in the year of our Lord One
thousand eight hundred and forty-six.