CERTAIN IMPROVEMENTS ON WHEELS AS APPLICABLE TO RAILWAY CARRIAGES, AND ON THE MECHANICAL CONTRIVANCES BY WHICH RAILWAY CARRIAGES ARE MADE TO CROSS FROM ONE LINE OF RAILS ON TO ANOTHER LINE, OR ON TO WHAT ARE GENERALLY CALLED SIDINGS
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, BRYAN
DONKIN, of the Paragon, New Kent Road, in the County of Surrey, Civil
Engineer, send greeting.
WHEREAS Her present 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 Eleventh day of November now last past,
did give and grant unto me, the said Bryan Donkin, Her especial license, full
power, sole privilege and authority, that I, the said Bryan Donkin, my
executors, administrators, or assigns, or such others as I or they should agree
with, and no others, during the term of fourteen years from the date of the
said Letters Patent, should and lawfully might make, use, exercise, and
vend, within that part of Her said Majesty's said United Kingdom called
England, Her Dominion of Wales, and Town of Berwick-upon-Tweed, and
in the Islands of Jersey, Guernsey, Alderney, Sark, and Man, and also in
all Her said Majesty's Colonies and Plantations abroad, my Invention of
"CERTAIN IMPROVEMENTS ON WHEELS AS APPLICABLE TO RAILWAY CARRIAGES, AND
ON THE MECHANICAL CONTRIVANCES BY WHICH RAILWAY CARRIAGES ARE MADE TO
CROSS FROM ONE LINE OF RAILS ON TO ANOTHER LINE, OR ON TO WHAT ARE GENERALLY
CALLED SIDINGS;" in which said Letters Patent there is contained a proviso
obliging me, the said Bryan Donkin, particularly to describe and ascertain
the nature of my said Invention, and in what manner the same is to be per-
formed, by an instrument in writing under my hand and seal, and to cause
the same to be enrolled in Her Majesty's High Court of Chancery within

page_text: six calendar months next and immediately after the date of the said Letters
Patent, as in and by the same (reference being thereunto had) will more
fully and at large appear."
NOW KNOW YE, that in compliance with the said proviso, I, the said
Bryan Donkin, do hereby declare that the nature of my said Invention is
described and ascertained in manner following, and by the aid of the two
Sheets of Drawings hereunto annexed, that is to say :-
First, respecting that part of my said Improvements on Wheels as applicable
to Railway Carriages. Such wheels have been heretofore commonly made with
those parts of their peripheries which apply to and bear upon the rails in a
conical form, that is, larger in diameter at the sides from which the guide
flanges project than at the opposite sides, as is shewn in Figures 1 and 2, and
in practice the wearing away of the peripheries is found to be greatest at the
largest parts towards the flanges, as is shewn by the red lines in Figure 1.
According to this first part of my said improvements I form the exterior
peripheries of the wheels, as shown in Figure 3, with the parts c, c, which
are nearest to the guide flanges, in a conical form (the larger parts of the cones
being towards the flanges), and the remaining outer parts d, d, of the same
peripheries are cylindrical. The cylindrical parts apply to the upper surfaces
of the rails, which in case of new rails being laid down I prefer to be as
represented in Figure 3; the outer portions, which may be half or more of the
breadth of the upper edges of the two rails being flat surfaces, but the inner
portions or halves of the same breadths may be curved in the usual way.
The wheels, having their rims so formed, are to be fixed on their axles as
usual, but at such distances asunder thereon as to be suited to the gage of
the railway or width between the rails in the manner represented in Figure 3,
the cylindrical parts of the wheels being over the greater portion of the breadth
of the upper edges of the rails, and the conical parts over only the small
remaining portion of the said breadth. In Figure 3 the cylindrical parts of the
wheels extend over nearly three fourths of the whole breadth of the upper
edges of the rails, and the conical parts of the wheels over nearly one fourth of
the said breadth; but no exact proportion is necessary, provided that the cylin-
drical parts of the wheels extend over a very decidedly larger and the conical
parts over a very decidedly smaller portion of the breadth of the rails. By
this part of my improvements the properties of cylindrical wheels for rolling
along the rails are obtained, in conjunction with the properties of ordinary
conical wheels, for giving the wheels a tendency to keep themselves laterally
in place on the rails, and avoid running off, particularly at curved parts of the
lines of railway. Carriages having the circumferences of their wheels formed

page_text: according to this first part of my said improvements, as shewn in Figure 3,
will run easily and steadily; for when the carriages are passing along straight
parts of the lines of the railway, the chief weight will in that case be borne by
the cylindrical parts d, d, of all the wheels applying to and bearing upon the
upper flat surfaces of the rails, as is shewn in the said Figure 3. And when
the same carriages are passing along curved parts of the lines of the railway,
one part or half of the weight will in that case be borne by the cylindrical
parts d of those wheels, which are at the interior or concave side of the
curvature of the line of railway applying to and bearing upon the said upper
flat surface of the rails, whilst the other part or half of the weight will be
borne by the conical part c, or c of those wheels which are at the exterior or
convex side of the said curvature of the line of railway applying to and bearing
upon the curved part of the upper surfaces of the rails. And as to the degree
of conical form which should be given to the conical parts c, c, of wheels which
are constructed according to this part of my improvements, as shewn in
Figure 3, the rise of the bevel or conical part in that Figure should be about
twico as great as the like rise or bevil would be according to established
practice in ordinary conical wheels, such as Figure 1, under a parity of cir-
cumstances as to diameter of the wheel and as to gage or width between the
rails and as to curves in the line of railway. The tendency of all the wheels;
such as Figure 3, when running along straight portions of lines of railway is,
to bear and to roll with their cylindrical parts upon the outer flat parts of the
rails, which cylindrical parts of the wheels and flat parts of the rails.
are best adapted for a proper rolling action, and the wearing will be less
than usually takes place in ordinary conical wheels; but the conical parts of
the same wheels, Figure 3, will seldom be in action for any distance except at
curved parts of the lines of railway, and then it will only be the said conical
parts of those wheels which are at one side of the carriages which will be so
in action. And note, although I prefer that the wheels should be formed as
in Figure 3, with the parts c, c, conical, those parts c, c, may be portions
of two cones, as shewn by the red lines, or the said parts c, c, may be curved
to an approximation to the said red lines nearly the same effect will be
obtained, the essential condition of this part of my improvements being that
the wheels are formed with cylindrical parts for their chief bearing on the.
rails when running along straight parts of the lines of railway; and the same
wheels are also formed with conical parts, which come into action for bearing
on the rails at one side only of the carriages when passing along curved parts
of the said lines, or when subjected to side wind,, or any other tendency to
lateral deviation from the said lines; whereas in common conical wheels, such

page_text: as Figure 1, their bearing on the rails is always with conical parts of the cir-
cumferences of such wheels at both sides of the carriages.
Secondly, respecting other part of my said Improvements on the Mechanical
Contrivances by which Railway Carriages are made to cross from one Line of
Rails on to another Line, or on to what are generally called Sidings. The
Figures 4, 6; and 8, at the upper part of Sheet I. of the Drawings, are a
lateral elevation, and the Figures 5, 7, and 9 are a corresponding horizontal
plan of a portion of the length of one pair of rails of a line of railway, to
which portion a siding is connected, as shewn in the horizontal plan at B, B,
the direct course of the straight main line of railway being from A to A in the
said plan. The junction of the said straight line A, A, with the siding B, is
chiefly effected by the double switch, shewn at Figures 6 and 7, which is adapted
either for continuing and keeping open the main line A, A, when carriages are
intended to run along the same, or else for conducting the carriages from off
the main line A, A, on to the siding B, B, or vice versa, from off the siding B
on to the main line A, A, as occasion may require. Figures 8 and 9 shew
a single crossing for continuing and completing the cross passage of eacli
carriage into the siding B, B, after that carriage has commenced its departure
from the main line A, A, at the double switch, Figures 6 and 7, thereon; ör
else the said single crossing, Figures 8 and 9; is for commencing the cross
passage of a carriage from off the siding B, B, on to the main line A, A,
the double switch, Figures 6 and 7, in that case continuing and completing
the said passage into the main line A, A. The said single crossing, Figures 8
and 9, with suitable modification, is applicable for double crossings, as repre-
sented in the horizontal plan, Figure 10, wherein two pairs of rails C and C¹
are crossed obliquely by two other pairs of rails D and D. But note, in
Figure 10 the said crossing apparatus is only represented at two of the double
crossings or intersections of the pair of rails D' with the other pairs C¹ and
C. Figures 4 and 5 and 6 also shew parts which are to be applied in the
foremost carriage in every train (usually the locomotive engine), and which
parts may be set by the engine driver or other person in that foremost carriage
whilst the train is in motion, and before the said carriage has arrived at the
place where it, and the train to which it belongs, is intended to cross from one
line of rails on to another line, or on to a siding; and the parts being so set,
the crossing will be performed without the assistance of any person on-the
line; or if the said parts in the said foremost carriage are not so set but are
left to themselves, the train will continue its onward course along the main
line A, A, without crossing. The parts which are to be applied as aforesaid in
the foremost carriage of every train are two levers e, e, Figures 4, 5, and 6,

page_text: mounted upon horizontal stud pins f, f, fixed to the carriage E, at each side
thereof; and the two levers e, e, are connected together by the horizontal
cross. piece g, to which a spring handle h is fastened, and when the levers e, e,
are raised up, as in Figure 6, by motion about their centre studds f, f, then a
projecting catch at the upper end of the handle h catches over a piece i,
which is fixed to the carriage, and the levers will be held up thereby.in their
raised position, Figure 6. The levers e, e, when thus raised and retained by
their spring handle h; as in Figure 6, will be so high up that they will have no
effect on the apparatus of the double switch, Figures 6 and 7, which will then
keep the main line A, A, open, and the carriages will run along that line A, A,
without departure therefrom; but if the spring handle h is released from the
piece i, so as to let the two levers e; e, 'descend by their own weight with
motion about the centres f, f, into the position shewn in Figure 4, then, as the
carriage advances along the main line A, A, from the position Figure 4
towards the position Figure '6, one of the said levers e will operate upon the
apparatus of the double switch so as to place the same in a suitable position for
conducting the carriage from off the main line A, A, into the siding B, B.
The double switch represented in Figures 6 and 7 is of an ordinary construc-
tion, and consists of four lengths of switch rails j, k, and l, m, about fifteen
feet long, connected together in pairs j, k, and l, m, cach of which pairs. is sup-
ported upon suitable chairs in such manner as that each pair of switch
rails j, k, and l, m, is capable of angular.lateral motion about the end nearest
to Figure 9, to such an extent as will remove the other end 'nearest to
Figure 5 from the position shewn in the Plan, Figure 7 (where the ends
of k and m are in a line with the main rails n and o), in order by such angular
lateral motion to bring the ends of j and into a line with the main rails n
and o.. The pair of switch rails j, k, is connected with the other pair l, m,
by jointed connecting links r, r, r, r, r, so that both pairs move alike.
In the former position, Figure 7, of the double switch rails carriages
running along the main line. A, A, would pass from 'n and o, on to k and m,
so as to continue without interruption along the main line A, A. But
when the switch rails are moved so that their ends j and are set
opposite to n and o, then carriages running along the rails n ando from
Figure 4 towards Figure 6 would pass on to the ends of the switch
rails and I, and would be thereby conducted on to the siding or other
line B. The double switch rails j, k, and l, m, are kept in their posi-
tions shewn in Figure 7 (in which case the main line is kept 'open) by
action of the weight p, which is suspended to one arm of an elbow lever,
and from the other arm thereof the connecting rod qproceeds.horizontally to

page_text: the switch rail j, and is fixed thereto; the parallelism of the two pair of
rails j, k, and m, is preserved by the jointed links r, r, r, r, r, which connect
the two pairs together, as already mentioned. I is the fixed guard rail for the
wheels of carriages passing along the main line A, A. To the aforesaid
double switch rails I apply levers F and G, for giving the requisite motion by
action of one or other of the levers e, e, already described, at the sides of the
foremost carriage E of each train against the said lever F, or else by the
wheels of carriages coming off the siding B towards the main line A, A,
acting against the lever G. Those levers F and G, are mounted upon fixed
upright centre pins at s and t, which pins must be firmly fixed, and the shortest
end u and v of each lever F and G is jointed to the horizontal rod q. The
fixed guard rail I of the main line is higher than usual, and is curved on its
upper edge, as shewn in Figure 6, so that whenever the levers e, e, in the
carriage E, have been let down by the engine driver or other person into their
position Figure 4, in preparation for running off the main line A, A, on to
the siding B, then one of the said levers e, in passing over that curved upper
edge, as shewn in Figure 6, will be lifted up so as to raise both levers e, e,
into their elevated position Figure 6, and their spring handle h and catch i
will retain them in that position. J is another fixed guard rail for the wheels of
carriages going to or coming from the siding B. The operation of the aforesaid
apparatus for actuating the double switch, Figure 7, is as follows:-The fore-
most carriage e of every train, being fitted with the levers e, e, spring handle h,
and catch i, as in Figures 4 and 5, and as already explained, and with that
handle h in a convenient position, within reach of the engine driver, stoker,
guard, or other person in that foremost carriage, whenever the carriage or
train of carriages, may be required to cross from the main line A, A, to run on
to the other line or siding B, all that is required to be done is to disengage
the spring handle h by pushing it aside from its catch i, and then the levers e, e,
will descend by their own weight, with motion about their centres f, so as to
assume the position Figure 4. This being done in good time, before the
leading carriage E has reached the position Figure 4, then as that carriage
advances further along the main rails n, o, its lever e, which is on the same side
of the carriage as the lever f, will come obliquely in lateral contact with the
inner vertical side of the end w of that lever F, so as to move that end outwards
from the main line A, with a motion of the lever F about its centre s, which
will cause the opposite end u of that lever, where it is connected to the rod q,
to move that rod 9 endways in opposition to the action of the weight p, and
thereby move the double switch rails j, k, and l, m, into the position shewn by
the red lines in Figure 7, so that the rails; and l, will come to a line with the

page_text: main rails n and o. The short end of the other lever G being also connected
with the rod q, the lever G will be moved at the same time with an angular
motion about its centre t, whereby its long end a will assume the position
shewn by the red lines. That long end x had been previously over the rail
of the siding B, as shewn in Figure 7, but is removed outwards by the said
motion. As the carriage E advances further along the main rails n, o, it
passes on to the rails j, l, which conduct it towards the siding B, and whilst the
said carriage is passing along the switch rails j and the inner sides of the
rims of its wheels act laterally against the outer side of the fixed guard rail J,
so as to prevent the weight p from moving the switch, as it would otherwise
do; when the levere of the carriage E has advanced along the lever F, from
the end w, towards the centres thereof, and as the carriage advances further, the
levers e, e, are lifted up by one of them passing along the upper curved surfaco
of the guard rail I to the summit of its curve, as shewn in Figure 6; and the
spring handle h and its catch i will afterwards retain the levers in that raised
position. As the carriage advances onwards along the rails of the siding B
towards Figure 9 the outer sides of the rims of its wheels will act laterally
against the inner side of the lever G, so as to prevent the weight p from
moving the switch as it would otherwise do. And so of the wheels of all the
succeeding carriages of the train, they will act laterally against the guard
rail J, and then laterally against the lever G, so as to prevent the switch from
being moved by action of the weight p until all the carriages of the train have
passed from off the main line A, A, on to the other line or siding B, and then
the weight p operates to move the switch back to the position Figure 7, with
the switch rails k and m, in line with the main rails n and o, leaving the main
line open, as it always ought to be when the apparatus is left to itself.
Note, the lower side of the long end of the lever F is nine inches above
the surface of the main rail n, and suitably for being acted upon by one of the
levers e of the carriage E, when those levers are let down to their position
Figure; whereas the lower side of the long end of the lever G is only half
an inch above the upper surface of the siding rail, and the lever G will never
be acted upon by the lever e of the carriage E; but the said lever G is placed
so as to be moved from the position drawn in Figure 7, at G, to the position there
drawn in red, by lateral action of the rims of the wheels of carriages when
coming from the siding B on to the main line A, A, and the motion so given to
the lever G, will be communicated by the short end v thereof to the rod g, and
thereby to the double switch, so as to move the same into the proper position,
as shewn in red in Figure 7, for conducting such carriage from the rails j, l,
on to the rails n, o, of the main line A, A; and the wheels of the several

page_text: carriages in running along in lateral contact with the guard rail J will prevent
the switch being moved by action of the weight p until all the carriages have
passed on to the main line A, A, and then the weight p will operate to reopen
the main line. The guard rail I is useful for retaining, the wheels of the car-
riage E laterally when it is running forward along the main line A, A, from
the position Figure 4 towards Figure 6, having its levers e, e, detained by their
spring handle h and catch i in their raised position Figure 6, in which case
the main line would be kept open by the action of the weight p, and the
switch would not be moyed at all. As the carriage E, and those which follow
it in the same train, advance, along the main line A, A, over the main switch
rails and m, after having passed over the main fixed rails n and o, the rims
of the carriage wheels applying laterally against the inner edge of the fixed
guard rail I will keep the switch firm and steady, and prevent it moving, in.
either direction whilst the carriage or the several carriages are passing over
the switch rails, in advancing along the main line A, A., As a security for
the due performance of the apparatus in the manner herein-before described,
safety bars H and H, Figures 6 and 7, may be attached to the moveable
switch rails m and 7; and then, in case the switch should be out of order; so
that the weight p should fail to operate properly for opening or keeping open
the main line when it might be required to run carriages backwards along the
main line A, A, the said safety bar H, Figure 7, would be either in the
position shewn by the red lines, or somewhere between the red lines and the
position drawn in that Figure 7. In such case, the wheel of the carriage
acting laterally against the inner side'y of the safety bar H, would force the
same to move with an angular motion in the manner of a levér to resume its
proper position, Figure 7, and in so moving it would act in concurrence with
the weight p (or in place thereof), to open the switch to the main line. .In
like manner, the safety bar H¹ may be attached to the moveable rail, in pro-
longation thereof, in the manner of a long bended lever arm; and, in order to
operate upon the said safety bar H¹, the levers e, e, in the carriage E, must
have a third lever combined with them, as is shewn in Figures 11 and 12,
where the two levers, c, e, at the sides of the carriage with their cross piece 9,
spring handle h, and catch i, are all the same as in Figures 4 and 5; but
instead of the said levers e, e, being mounted on two stud pins f,f, they are
fastened (in Figures 11 and 12), upon the ends of an axis a", which passes hori-
zontally across the carriage, and is, supported in suitable bearings therein; and
that axis a" has the said third lever 6 fastened on the middle part of it's
length, so as to project out therefrom in an opposite direction to that in which
the levers e, e, project out from the two ends of the same axis; 'whenever the

page_text: levers e, e, are kept by their spring handle h and catch i in their raised
position Figure 6 or Figure 11, then the extremity of the said third lever 611
will be depressed to the level of tlic safety bar H'; and in case of that bar
being in the position shewn in red in Figure 7, or any position between that
so shewn in red and the proper position drawn in Figure 7 (as the said safety
bar H would be in case of the switch being out of order, as above described),
then, in such case, the end of 6" would act as the carriage advances from
Figure 4 towards Figure 6, along the rails n, o, of the main line, with a lateral
pressure (see Figure 12) against the side of the safety bar HI' at z, to force
the same into its proper position H', Figure 7, and thereby the switch would
be restored to its proper position, as in Figure 7, for keeping the main line
open, in case, as above supposed, the intended action of the weight p
should have failed to have done so. Whenever the levers e, e, are let down
into their position Figure 4, in preparation for the carriage E running off
the main line A, A, into the other lino or siding B, then the extremity 6¹¹
of the aforesaid third lever will be raised up above the level of the safety
bar H', as shewn dotted in Figure 11, so as to have no action thereon; but
that safety bar H' will be left at liberty to move, as it must do when the
switch rails and are brought to line with the fixed rails n and o, by lateral
action of one of the leverse of the carriage E against the long end w of the
lever F, as already explained. In addition to the apparatus already described,
single crossing rails are to be applied, as represented in Figures 8 and 9, with
a short piece of rail K mounted on an upright axis near to the middle of its
length, which axis is fitted into a suitable fixed socket in a plate secured
firmly to the sleepers of the ordinary rails. And the said crossing rail K is con
nected at its two ends by short jointed links to two long levers L and M, which
are mounted upon two fixed upright studs d¹ and e', for their respective centres
of motion, and which studs should be firmly fixed to the socket plate of the
crossing rail K, and to the wood or other suitable sustaining material beneath
that plate, and in connection with the ordinary sleepers. The said crossing rail K
is brought into its proper position for keeping the main line open, as shewn in
Figure 9, by action of the weight f, which is suspended in the usual manner
of such weights to one arm of an elbow lever, the other arm of which is con-
nected by the jointed rod g¹ with one end of the crossing rail Kat h'. The
double switch rails, Figure 7, being brought to the position there represented,
and the single crossing rail K to the position represented in Figure 9, by
action of their respective weights p and f'; the main line A, A,, will be open;
and as carriages run' along the same, their wheels would apply laterally with
the outer sides of their rims against one part of the inner vertical face of the

page_text: lever 1, at ; and the inner sides of the same rims would apply laterally
against the outer vertical face of the lever M at j', so that the crossing rail
would be held firmly in its proper position, Figure 9, whilst the carriage or
carriages were running along the main line, the ends of the levers L and M
acting as guard rails by the rims of the carriage wheels applying laterally
against their vertical faces at ' and j; and in case of the leading carriage E
of a train having placed the double switch, Figure 7, suitably for running off
the main line A, A, on to the other line or siding B, in the manner already
explained, then as the said carriage E advances along the rails of the other
line or siding B, its foremost wheel on the same side as the lever M, Figure 9,
will act laterally against the inner vertical face of that lever M at k', so as to
move the said lever M with angular motion about its centre of motion e' into
the position shewn by red lines in Figure 9; and the other end of the lever M,
by its connection with the crossing rail K at c', will cause that crossing rail K
to move about its axis of motion until the lengthway of the said crossing
rail K comes into line with the rail of the siding B, ready for conducting
the wheels of the carriages on to the said rails of the siding. As the
crossing rail K is also connected at ' to the other lever L, that lever L will
also be moved with angular motion about its centre d' from the position drawn
in Figure 9 to that shewn in red lines. The said motion of the lever M,
the crossing rail K, and the other lever L, all take place simultaneously,
and in opposition to the action of the weight f'; but as soon as all the
carriages have passed into the line or siding B, so that their wheels have
passed away from all contact with the lever M, then the weight f¹ will operate
to move the lever L, the crossing rail K, and the lever M back to their
resting position, Figure 9, with the main line open. The levers L and M are
each placed with their lower edges half an inch above the upper surface of
the rails of the siding B, and those levers are to be operated on or moved
entirely by the said lateral action of the wheels of the carriages as already
described; or in case of carriages running from off the rails of the
line or siding B on to the main line A, A, then the foremost wheel on
the same side as the lever L will act laterally against the vertical face of that
lever L at , so as to more the crossing rail K in the same manner as
already described. The levers L and M are each curved towards their extre-
mities respectively, in order to receive the lateral action of the wheels gradually.
Those levers L and M also act as safety rails in case the crossing rail K should
not have been set properly to suit the main line A, A, by action of its
weight; in which case the foremost wheel of a carriage in advancing one
way along the main line A, A, towards Figure 9 would act laterally against

page_text: the vertical face of the lever L and m³, and thereby set the crossing rail K
properly; or the foremost wheel of a carriage moving the contrary way along
the main line A, A, towards Figure 9 would act laterally against the vertical
face of the lever M at n³, and produce the same effect on the crossing rail K.
The single crossing rail, Figures 8 and 9, above described, may be modified,
as shewn in Figure 10, to suit double crossing rails. The said Figure 10 is
a plan of a double line of main rails C and C³, crossed by another double line
of rails D and D¹. The lines C and C are to be kept constantly open by
action of weights on the crossing rails in the manner already explained, except
at such times as a carriage or carriages may be required to pass in either
direction along the lines D or D¹; in which case the crossing rail or rails will
be set in the required positions by the lateral action of the wheels of the car-
riages which are advancing along either of the lines D or D¹ towards the said
crossing rails; and after all the carriages have passed the said crossing rails
then their weights act to move them so as to reopen the main lines C and C'.
The intersections fornied by the oblique crossing lines D and D¹ with the main
lines C and C requires three pair of double connected crossing rails, with
two single crossing rails on each of the lines D and D¹; but if the lines cross
at right angles to each other or approximate thereto, fewer levers and a
simpler modification will serve for setting the crossing rails that will then be
required. In Figure 10, N and O are crossing rails such as Figures 8 and 9,
already explained, one of them N having two long levers mounted on centres
of motion at q¹ and r 1, and connected by short jointed links at o' and p², to
the crossing rail N. The inner vertical faces s³ and t¹ of the levers Q and P
are arranged to receive motion from lateral action of the carriage wheels
running along the line D¹, and the vertical faces u³ and v¹ of the same
levers P and Q, act as guard rails to the crossing rails N and O. when set for
the main line C¹; all which is the same as already explained in reference to
Figures 8 and 9. The crossing rail N is connected to the opposite crossing
rail O by the jointed rod w', so that when the crossing rail N is moved in the
manner as already stated the opposite crossing rail O is also moved in the
same manner. The crossing rails N and O are brought into their proper
positions for keeping open the main line C¹ by action of the weight c", in
the same manner as described respecting Figures 8 and 9; but in Figure 10
the same weight c" acts upon both the crossing rails N and O. at once,
because they are connected by the rod w'. The same apparatus as Figures 8
and 9 would be required at the single crossing rail R, Figure 10, and at the
last single crossing rail of the left-hand line of D¹. The crossing rails at S
and T may be connected, together so as to act in concert by means of a

page_text: connecting rod ³ extending obliquely between the ends of levers and yı on
the upright axes which are the centres of motion for the crossing rails S and T,
the said levers a¹ and y' and their connecting rod 21 being below the level of
the rails. The operation of the combined crossing rails S and T will be the
same as those at N and O, Figure 10, as already described; or the crossing
rails S and T may each be the same .as Figures 8.and 9. The crossing
rails at U and V, Figure 10, may be the same as those at 'N and O.
.
•
Figures 13, 14, and 15; Sheet 11., represent another modification of the
apparatus and double switch, Figures 6 and 7. The foremost carriage of
each train is to be fitted somewhat in the manner of Figures 11 and 12,
already described, see Figures 13 and 14), with a lever v' in the middle of the
width of the carriage, fastened on a short horizontal axis and adapted to
descend by motion about that axis, from the position drawn in blue lines in
Figure 13, to that shewn by dotted lines, the lower end of the lever U¹ being
formed with double curved sides, as seen in Figure 14, suitably for acting
laterally by one or other of those curved sides against the ends of levers For N
when the leading carriage is moving with either end foremost along the rail-
way. In Figures 13, 14, and 15, the same letters of reference are used, as in
Figures 5 and 6, to denote similar parts. The lever F, Figures 13, 14, and 15,
is fitted upon the fixed stud s for its centre of motion; that lever F is con-
nected at its short end by the rod A' to the elbow lever B'. C¹ is a revolving
axis mounted in bearings at E, E, E, and having upon it a cylindrical
roller F, around which a rope or chain is wound, and a weight H,
which is suspended thereby, gives the roller F' and its axis C¹ a constant ten-
dency to turn round; but at one end of the roller F', a wheel is fastened, with
two projecting teeth at opposite sides of its circumference, as seen in
Figure 15, which teeth are caught by a hooked catch formed upon the
said lever B¹, and thereby the axis C is prevented from revolving until
the hooked catch of the lever B¹ is lifted up. At the opposite end of
the axis C is fastened a double curved camm G¹, which acts when it
revolves to lift up the end of one arm of a loaded elbow lever Q¹, the other
arm of which is connected by a link q with the outer switch rail j, which, with
the other switch rails k, l, m, and their connecting links r, r, r, r, r, are all
the same-as: Figures 6 and 7, already described. When the loaded arm of the
elbow lever Q' has been raised up by action of the double curveil camm G¹, the
said lever is caught laterally by a spring blade P1, which holds it up. A bevil
wheel 1' is fastened on the axis C', and its teeth are engaged by those of a
bevil pinion J on an upright axis K', to the upper end of which a turning
handle. M¹ can be applied when required, for winding up the weight H', which

page_text: being done, the apparatus is prepared for action. There is another lever N¹
mounted upon the upper part of the same studs before mentioned, and which
serves as the centre of motion of both levers F and N¹. The long ends of
both levers are one above the other, as shewn at F and N, in Figure 13,
suitably for being pressed laterally by the lower end of the lever U¹ in the
carriage, which lever, according as it is set higher or lower, will come opposite
to and act laterally against one or other of the levers N' or F; but only against
one of them at the same time. The lever N¹ is an elbow lever, and its short
arm N¹, Figure 14, is connected by a jointed rod O¹, with the spring catch P¹.
Note, instead of that spring catch P¹, a lever and weight may be substituted
if preferred. The loaded elbow lever Q¹, which (as already mentioned) is
connected by the link 2 with the outer switch rail j, is prolonged and bended to
serve as a lever handle for moving the switch rails j, k, l, m, by hand when
required. The loaded elbow lever Q' is mounted on a horizontal centre pin,
sustained in a support R'. The weight p of the loaded elbow lever Q¹ consists
of 'two weights p, p, fastened to it, one on each side; and when, by removal of
the spring catch P', those weights are allowed to descend, they move the double
switches j, k, l, m, into the position Figure 14, with the main line of rails open.
And when the weights p, p, have so descended, as represented in Figure 14, and
the main line is open, then the extremity of the lever Q'should come to rest
upon the interior part of one of the curves of the camm G'. Note, the two
weights p, p, are so far apart as to allow the curves of the camm G¹ to act
beneath the under side of the lever Q'. The extreme end of the lever B' is
loaded with a weight sufficient to overcome the friction of the lever F, and to
press the hooked catch of the lever B' downwards so as to catch and detain one
or other of the two projecting teeth of the wheel at the end of the roller F¹, and
stop the further motion thereof; in which state (as represented in Figure 15)
one of the curves of the camm G¹ will have lifted up the end of the loaded
elbow lever Q'so high that it will be caught by its spring catch P', and also
that curve will have moved on so much farther as to get away from beneath 'the
extremity of the lever Q', and then the said curve will be stopped by action of
the hooked catch of the lever B¹, and the loaded elbow lever Q¹ will be kept
up by its spring catch P'. The action of the apparatus is as follows:-—
Suppose the double switch to be set suitably for the inain line, as represented
in Figure 14, and the apparatus in the position Figure 15; then, if it is
intended to run a carriage or train of carriages from off the main line A on
to the other line or siding B, a person in the carriage must disengage the
spring handle from its catch i and the lever U₁ will descend into the position
shewn by the dotted lines in Figure 13. This being done in good time, "then,"

page_text: as the carriage advances along the main rails n and o, the lever U¹ will come
laterally in contact with the vertical face of the lever F at i¹ so as to force
the lever F into the position shewn by red lines in Figure 14, which motion
of F will operate by the rod A¹ to lift up and to disengage the hooked catch
of the elbow lever B₁ from the projecting tooth of the wheel at the end of the
roller F¹, so as to set the same at liberty to begin to be turned round by
action of its rope or chain and weight H'; and the camm G³ being turned at
the same time, one of the curves thereof will act beneath the extremity of the
loaded elbow lever' Q¹, so as raise up that lever into the position shewn by the
řed lines, Figure 15, and that motion of the said lever Q¹ will, by its connection
through the link q with the double switch, move the same suitably for con-
ducting the carriages into the siding, that is, with the ends j and l in line with
nando; and then the spring catch P¹ will catch the lever Q and hold it up in
its raised position. The weight of the lever B¹ will bring its hooked catch
down again as soon as the lever U¹ in the carriage has passed so far along the
lever Fas to quit lateral contact therewith, and therefore the hooked catch
will intercept the succeeding tooth of the wheel and prevent the roller F and
camm G¹ from making more than one half of a revolution at a time. As the
carriage passes onwards the lower end of its lever U will be carried over the
upper and curved side of a fixed piece of wood T', which will have the effect
of lifting up the lever U₁ and its spring handle h until the projecting part at
the upper end is caught by the fixed catch (i) in the same manner as by the
guard rail I in Figures 6 and 7, already explained. The double switch being
thuis set for the siding B, will remain so after the carriages have passed, because
the spring catch B¹ holds the loaded elbow lever Q'in its raised position, as in
red lines in Figure 15. But if the next carriage or train of carriages is
intended to run along the main line, then the spring handle h in that carriage
being upheld by its catch i, the lever U₁ will come laterally in contact with the
vertical face of the upper lever N¹, Figure 13, so as to force that lever into the
position shewn by the red lines in Figure 14; which motion of the lever N'
will, by its connection through the rod O¹ with the spring catch P¹, will dis-
engage that catch from the loaded elbow lever Q' and will allow the weights
p, p, of that lever Q₁ to descend and draw back the switch rails into the former
position shewn in Figure 14, with the switch rails k and m in line with the
main rails n and o, so that the main line will be open, and it will be kept so
by the weights p, p, until some other carriage or train of carriages may require
to pass from off the main line A into the other line or siding B, on which
occasion the movements already explained would be repeated. The weight
R will descend a short distance every time the double switch is set in manner

page_text: above described for conducting carriages from the main line A on to the
siding B, and the weight must be wound up again before it has nearly reached
the bottom of the pit into which it descerids. This must be done by an
attendant on the line, first raising the lever Q¹ as high as it can be set, and
then turning the handle M', which must be applied to the upright axis K', as
already explained, the winding up being performed at such times as no
carriages are likely to be passing. When the weight H¹ has been wound
up to the highest position shewn in Figure 15, the handle M' should
be removed until it is again wanted. The pit into which the weight H¹
descends should be deep enough to allow of the switch being acted upon
as above described at least three or four times more frequently than it
can be expected to be required to be used each day, or the pit may be deeper
if required. The lever G, Figures 13 and 14, is the same as already described
respecting Figures 5 and 6. Its centre of motion is the upright stud t; one end
of the lever G is connected to the rod S¹, which rod is connected to the outer
switch rail j. The lever G is to be moved from the position drawn in
Figure 14 to that shewn in red lines, by lateral action of the wheels of
carriages as they run along the rails of the siding B, in order to pass on to the
main line A, which motion of the lever G will set the switch rails j and 1, in
line with the fixed rails n and o, at the same time that it will, through the
link q, raise the loaded elbow lever Q¹ so high that its spring catch P¹ will
keep the switch set for the siding until it may be altered by any carriage that
is provided with a lever U, Figures 18 and 14, and which may be passing
from the siding to the main line, or by such a carriage running along the minin
line. In Figures 13 and 14, safety bars, as in Figures 5 and 6, may be applied
in the manner already explained, but are not shewn. Figure 16 is an
improved crossing formed of three pieces A", B", and C", which are prepared
in the manner there represented, and of a fourth ordinary pointed rail D".
These four pieces may be all of the same depth as the ordinary rails of the
railway in which the crossing is used, and all four should be well rivetted or
bolted to the bed plate E", which plate E" must be firmly secured and well
bedded upon the ordinary sleepers. Such crossings have been hitherto usnally
formed of five pieces B", C", D", F", and G", whereof the pieces B, C,
F, G, are usually pieces of common rails of the railway, but the pointed
rail D", is prepared for the purpose. In such ordinary crossings two of the
said five pieces are required for guard rails, viz, the rail Fu as a guard to the
siding B, and the rail G" as a guard to the main line A. In the crossings so
formed, the carriage wheels as they run along the rails at B" and C" towards

page_text: .
the point Du, have but little bearing surface of rails to run upon, and the
point D requires to be fortified with steel to enable it to sustain the weight
and concussion wherewith the wheels come upon it. Also in the said ordinary
crossings, owing to the manner in which the guard rails F" and G" are
applied, any variation which may take placé in the guage or distance between
'the rails will alter the extent of bearing surface that the wheels will have
when passing over the point D". For instance, if the guage between the
siding rail H" and the point D" is too narrow, then carriages running from
the main line A on the siding B will have their wheels urged with to much
.lateral force against the point Du. Or if the said guage becomes too wide,
then the wheels, would have less bearing in passing ou to tlie point Du
than they would have if the said guage were narrower, and the like defects
will arise from the guage between the rail I" on the main line and the
.point D" being too narrow or too wide. In the improved crossing, Figure 16,
the aforesaid defects of the ordinary crossing are avoided, for owing to its rails
being made of an increased breadth at B and C"; there is a greater extent of
bearing surface for the wheels to run upon when they get opposite to the
point D", and the defects resulting from variation in the guage of the rails
are avoided by the use of a double guard rail A". The ordinary steel pointed
rail D" is retained in Figure 16, but no guard rails at F" and G¹¹ are used,
and instead thereof the double guard rail A" is used in conjunction with the
two improved pieces of, rails B and C, which are of increased breadth on
their upper edges, at the parts of those edges which are opposite to the
.point D", as is apparent in Figure 16. The rails B and C, at the parts
by which they join the ordinary rails J and K", are of the same breadth
on their upper edges as those ordinary rails. But the other parts of B" and
Cu are swelled out about an inch wider on their upper edges than the
ordinary rails, and the said swelled 'parts are continued as far as the places
where tlie rails B and C begin to be bended laterally, for the purpose of
serving as guard rails to the wheels, of carriages running backwards upon
either the main line or the siding. The extra breadth so given to the said
parts of the rails B and C affords bearing surface for the outside parts of
the breadth of the rims of the carriage wheels, inasmuch as the said breadth
exceeds the ordinary breadth of the rails of the railway, and such extra
breadth and bearing will uphold the carriages when passing immediately over
the point D¹¹. In the improved crossing, Figure 16, the carriage wheels in
passing over it along either of the lines may always have nearly two thirds of
the extent of the bearing surface that the same wheels will have
upon the

page_text: ordinary rails of the railway on which such crossings are used. By placing
the guard rail A" in the position shewn in Figure 16, it guides the carriage
wheels into a proper direction for passing the point D", as well for the main
line as for the siding; and with the guidance so given by the guard rail A
small variations in the guage would not have any material influence to
produce the defects herein-before mentioned.
Having now described the nature of my said improvements, and in what
manner the same is to be performed, I, the said Bryan Donkin, do hereby
declare that what I claim as my Invention is as follows :--
Firstly, the improvement in the exterior peripheries or circumferences of
the rims of wheels applicable to railway carriages, as herein-before described
and represented in Figure 3, Sheet I., with cylindrical and conical forms
combined together in the rim of the same wheel, only part of the breadth of
that rim nearest to the projecting flange being conical, but the other part of
the same breadth being cylindrical, and such wheels being so adapted to the
rails on which they are to run as that the said cylindrical parts will extend
over a large portion of the breadth of the upper surfaces of the rails, and the
conical parts over a small portion of the said breadth; I make no claim to the
use of cylindrical or of conical forms. for the rims of such wheels, but only to
the combination of both those forms in the rim of the same wheel, as herein-
after described.
Secondly, the improvement herein-before described in reference to Figures 4,
5, 6, 7, 11, and 12, of providing the foremost carriage of each train with
suitable parts, which whilst that carriage is moving along one main line of
rails can at pleasure be set or let down into such a position on the said carriage
as that some one of the said parts will afterwards, by continuance of the motion
of the carriage, be brought into contact with a suitable long lever, so as
to exert a very oblique action thereon for moving the same laterally, in order
thereby to move suitable double switch rails of ordinary construction, with
which the said long lever is connected, so that such switch rails by the motion
so given to them (and in opposition to their ordinary reacting weight) will
become properly set in due time for conducting the said carriage (and those
which follow it in the same train) to cross from the main line of rails along
which it has been moving on to another line or into a sliding. Also, that the
said parts in the carriage, after having so acted obliquely against and so moved
the said long lever, will, by the further motion of the carriage, be moved along
in contact with the curved surface of a fixed rail, in order that the said parts
may, by a very oblique action against such curved surface, be returned or
raised up from the position before mentioned on the carriage into another

page_text: position thereon, which would not admit of any contact with or action against
the lever aforesaid; and by a spring or other catch the said parts are retained
in their last-mentioned position, in order that they may not be operative on the
long lever at any other succeeding time, unless the said parts are previously.
let down or purposely set as before by some person in the carriage. And like-
wise that the rims of the wheels of the several carriages of the train shall
apply laterally against another suitable long lever, which is connected with the
aforesaid double switch rails, so as that the wheels will cause the said switch
rails to be securely retained in the position in which they have been placed as
aforesaid until all the carriages have passed; after which the said switch rails
will be returned, by force of their ordinary reacting weight, to their proper
resting position for restoring the passage along the main line. Also the same
long lever last mentioned being moved laterally by a very oblique action of the
wheels of the carriages against it, when those carriages are moved along the
siding or other line of rails towards the double switch rails, in order to cross
on to the main line; and by the motion so given to the said lever the double
switch rails will be moved in due time, so as to become properly set for the
carriages to be conducted thereby on to the main line of rails.
Thirdly the improvement herein-before described in reference to Figures 13,
14, and 15, Sheet II., for giving the requisite motions to double switch rails, of
nearly the same kind as Figures 6 and 7, Sheet I., but by action derived from
a weight suspended by a cord or chain that is kept wound up around a roller-
so as to exert a continual tendency to turn that roller round, and in so doing, by
means of a camm on the axis of the roller, to raise up a loaded lever, which is
connected with the double switch rails in the manner of a reacting weight
thereto, which loaded lever in being so raised moves those rails into corre-
spondence with the rails of the siding; but nevertheless the tendency of the
weight of the loaded lever will be to move the said rails into correspondence
with the rails of the main line whenever the said loaded lever (after having
been so raised up) is permitted to descend again by its own weight, but it is
prevented from so descending by a suitable detaining catch; and also the
roller and camm (immediately after having raised the loaded lever) are
detained from further motion by another detaining catch, and the said two
detaining catches are connected with long levers suitably disposed for being acted
upon with a very oblique action by parts in the foremost carriage, somewhat
similar to those already described in reference to Figures 4, 5, and 6, Sheet I.;
and according as the said parts may be set by a person in the carriage whilst
it is in motion along the rails towards the double switch rails, so some one of
the said parts will come obliquely in contact with one or other of the said long

page_text: levers, so as to move the same, and thereby disengage one or other of the said
detaining catches, and then the requisite motion will be given to the double
switch rails in due time for the wheels of the carriages to pass over them in
the direction intended and provided for by the previous setting of the parts in
the carriage; such motion being so given to the switch rails either by the
instantaneous descent of the loaded lever, in order to move the double switch
rails into correspondence with the rails of the main line, or else by a sudden
revolving motion of the said roller and its camm lifting up the said loaded
lever instantaneously, and moving the double switch rails into correspondence
with the rails of the siding.
Fourthly, the improvement herein-before described in reference to Figures 8,
9, and 10, of crossing rails, each of which is formed with a vertical axis, at or
near the middle of its length, to serve for its centre of motion, in order that
the lengthway direction of the said crossing rail may be set (by angular
motion about such centre of motion) to conform with the direction of the rails
of one or other of two intersecting lines of rails; and each such crossing rail
having long levers connected with it, against which levers the wheels of the.
carriages apply laterally, as they are moving along the rails towards the said
crossing rail, and the wheels operate with a very oblique action against one or
other of the ends of one or other of the said long levers, so as to move the
same, and the moveable crossing rail wherewith they are connected, in order
to place the latter in the required position in due time for the carriages to pass
along it; and one or other of the ends of one or other of the said long levers
are acted upon as aforesaid by the wheels of carriages moving towards the said
crossing rail in either direction along either of the lines of rails which intersect
at such crossing rail; and the wheels of the carriages which follow after the
foremost one in the same train, in passing by the said long levers, will effectually
retain the moveable crossing rail in the proper position, which has been given
to it as aforesaid by action of the foremost wheel of the foremost carriage,
until all the carriages of the train have passed. And such of the said moveable
crossing rails as require to be always moved simultaneously may be connected
in pairs by means of connecting rods and short levers on their respective axes
of motion, as herein-before described in reference to Figure 10, whereby
motion being given to one crossing rail by means of its long levers and the
action of the wheels thereon as aforesaid, a like motion will at the same
time be transmitted to the other moveable crossing rail by means of the afore-
said short levers and connecting rod, whereby the two crossing rails are
connected.
Fifthly, the improvement herein-before described in reference to Figure 16,

page_text: Sheet II., of crossing rails, having an increased breadth of their upper edges
for giving a greater extent of bearing surface for the wheels on those parts Bu
and C of the rails which are opposite to the ordinary pointed rail D". And
also having the double guard rail A" between the two rails B and C", instead
of the ordinary guard rails at F" and G".
Sheet II., of crossing rails, having an increased breadth of their upper edges
for giving a greater extent of bearing surface for the wheels on those parts B"
and C" of the rails which are opposite to the ordinary pointed rail D". And
also having the double guard rail A" between the two rails B and C", instead
of the ordinary guard rails at F" and G".
In witness whercof, I, the said Bryan Donkin, have hereunto set my
hand and seal, this Eleventh day of May, One thousand eight hundred