IMPROVEMENTS IN RAILWAYS AND WAGGONS USED THEREWITH IN LOADING AND DISCHARGING COALS, STONES, BALLAST, EARTH, AND OTHER MATERIALS
Year: 1857

page_text: LETTERS PATENT to Michael Henry, of 77, Fleet Street, in the City of
London, Patent Agent, for the Invention of "IMPROVEMENTS IN RAILWAYS
AND WAGGONS USED THEREWITH IN LOADING AND DISCHARGING COALS, STONES,
BALLAST, EARTH, AND OTHER MATERIALS." -A communication from B. A.
Soullié and G. Vigneau.
Sealed the 1st January 1858, and dated the 7th July 1857.
PROVISIONAL SPECIFICATION left by the said Michael Henry at the
Office of the Commissioners of Patents, with his Petition, on the 7th
July 1857.
I, MICHAEL HENRY, of 77, Fleet Street, in the City of London, Patent
Agent, do hereby declare the nature of the said Invention for "IMPROVE-
MENTS IN RAILWAYS AND WAGONS USED THEREWITH IN LOADING AND DISCHARGING
COALS, STONES, BALLAST, EARTH, AND OTHER MATERIALS," communicated to me
by B. A. Soullić and G. Vigneau, foreigners residing abroad, to be as
follows:-
One object of the Invention is to enable railway waggons to pass from one
line of rails to another without turntables, and to load or discharge their
contents at any required points with increased facility. The waggons pass
from one, or the "up line," to another, or the "down line," of the railway by
a short curved way, which may be so constructed as to be shifted bodily when

page_text: required by a travelling crab or similar means. The waggons are mounted
either on plain wheels on independent axles and kept in the curved way by
horizontal wheels connected to the waggon by arms, and working against the
upright face of the rails, or on wheels of different or differential diameters,
(or when the wheels are flanged as ordinarily, supplementary "loose" wheels
are added, which may either travel in hollow rails or are guided and kept on
the rails by horizontal wheels. For such waggons the rails of the curved way
are of higher level than that of the rest of the line, and of different guage, and
additional rails are provided, between the inner faces of which the horizontal
wheels work. For the more commodious use of the waggon, in certain cases
it is formed in two parts, vizt, of an upper tilting carriage or body, and a lower
or travelling carriage. The upper carriage opens at the sides for the discharge
of its contents by means of swinging or folding doors, so hung on binges
contrived in posts as to open quite back over the front and back of the
waggon; and this upper carriage or part is mounted on wheels running on
rails placed transversely on the upper part of the lower carriage, so that the
upper carriage, when set free by withdrawing a pin from one side of a V or
other shaped block which retains the middle axle, or otherwise, will run on the
rails on the lower carriage and tilt over one side, being kept from falling off
by suitably placed abutments. One mode of arranging the upper carriage
wheels is to place one at each end of an axle in the middle of the frame and
one in the middle of a cross piece at each end of the frame.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Michael Henry in the Great Seal Patent Office on the
7th January 1858.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, MICHAEL
HENRY, of 77, Fleet Street, in the City of London, Patent Agent, send
greeting.
WHEREAS Iler most Excellent Majesty Queen Victoria, by IIer Letters
Patent, bearing date the Seventh day of July, in the year of our Lord One
thousand eight hundred and fifty-seven, in the twenty-first year of Ier reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Michael Henry, Ier special licence that I, the said Michael Henry,
executors, administrators, and assigns, or such others as I, the said Michael
Henry, my executors, administrators, and assigns, should at any time 3
agree with, and no others, from time to time and at all times thereafter

page_text: during the term therein expressed, should and lawfully might make, use,
exercise, and vend, within the United Kingdom of Great Britain and Ireland,
the Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN
RAILWAYS AND WAGONS USED THEREWITH IN LOADING AND DISCHARGING COALS,
STONES, BALLAST, EARTH, AND OTHER MATERIALS," communication from B. A.
Soulli and G. Vigneau, foreigners residing abroad; upon the condition,
(amongst others) that I, the said Michael Henry, my executors, or adminis-
trators, by an instrument in writing under my, or their, or one of their hands.
and scals, should particularly describe and ascertain the nature of the said
Invention, and in what manner the same was to be performed, and cause the
same to be filed in the Great Seal Patent Office within six calendar
months next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Michael Henry, do hereby declare,
the nature of the said Invention, and in what mauner the same is to be per-
fornied, to be particularly described and ascertained in and by the following.
statement, reference being had to the Drawings annexed, and to the letters
and figures marked thereon, that is to say:-
An important object of the present Invention is to afford means for the
passing of railway wagons from one line of rails to another without turn-
tables, and for their being loaded and discharging their contents at any
required point with increased facility. The wagon passes from one, or the
up line of rails, to another, or the down line, by a short curved way which
may be so constructed as to be shifted bodily, when required, by a travelling
crab or similar means. The wagon is mounted either on plain wheels on
independent axles, kept on the curved way by horizontal wheels connected to
the wagon by arms and working against the lateral faces of the rail, or on
wheels of different or differential diameters, or when its wheels are flanged as
ordinarily, additional loose wheels are added to carry it on the curve; the
rails of the curved way being for such wagons of higher level than those of
the rest of the line (and of different gauge,) and the wagon wheels guided
and kept on the rails by being made to travel in hollow or trough rails, or by.
horizontal wheels or rollers working between the inner faces of an additional
line of rails provided for the purpose on the curved way. The wagon is formed
of two parts, namely, an upper or body part or tilting carriage, and an under
part, truck, or travelling carriage. The upper or "body" part is mounted on
wheels, running on rails fixed on the top of the lower carriage or "truck," so that
when such "body" part is set free (by withdrawing a pin from one side of a
block which retains its middle axle, or otherwise), it will run on the rails upon
the truck, and tilt over on one side for the discharge of its contents, being kept

page_text: from falling off by suitably placed abutments. This upper part or tilting
carriage opens at the sides by means of swinging or folding doors, so hung on
hinges contrived in posts as to open quite back over the front and back
ends of the carriage. A convenient mode of arranging the upper carriage
wheels is to place one at each end of an axle running midway along the frame
and one at the middle of each end of the frame.
Having thus set forth the nature of this Invention, I now proceed, with
reference to the accompanying Drawings, fully and particularly to explain the
same and the best micans with which I am acquainted for carrying it into
effect.
When the improvements are to be employed in connection with a line
already laid down, the wagons may be provided with wheels of different
diameters, but the mode preferred is to furnish the truck or running part of a
wagon, in addition to its ordinary flanged wheels, with supplementary loose
wheels, that is to say, wheels acting independently of the axle and which serve
to carry the wagon when on the curved way, to and from which it is brought
by its flanged wheels. A wagon constructed according to this arrangment is
represented in Figures 1 and 2; it is made in two parts, forming together (as
it were) a compound carriage, and consisting of an upper or body part W, to
receive the materials to be discharged, and an under or truck part Z, by which
the upper part is supported and moved on the railway, and which chiefly differs
from an ordinary truck in having supplementary loose wheels F, F, in addition
to its flanged wheels G, G. The rails of the curved way being, to suit this
arrangement, higher than those of the rest of the line (and of different
gauge), the wagon on reaching them mounts thereon, so that its weight is
lifted off its flanged wheels and thrown on its loose wheels, which are guided
and kept on the rail by horizontal wheels or rollers; or instead thereof the
loose wheels may travel in hollow or trough rails on the curved way, which,
however, is objectionable, from the increased friction and the liability of the
concavity to become obstructed by rubbish, &c. F, F, are the loose wheels
placed on the axle K at the side of the others, as shewn in Figures 3, 4, and
14. E, E, are guide wheels or rollers working between special rails C, C, and
attached to the truck, at the front and back ends (most conveniently at the
intersection of the cross pieces of the frame with the spreader; but I do not
restrict myself to the particular arrangement shewn in the Figures, as the
same may be modified without departing from the Invention). The wheels
F may conveniently be formed with semicylindrical chilled iron tyres, the
guide wheels will keep the axis of the wagon perpendicular to the radius of
the curve and the axles parallel thereto; and the only friction will be from

page_text: the rolling of the wheels F and E, the sliding of the wheels F on their axles,
and the rubbing of the journals in their bearings; I are three rails (saddle or
otherwise shaped) fixed on the upper part of the truck Z; the preferable
mode of arranging them is to place them transversely, one on each of the end
cross beams of the truck and one on the centre cross beam; the two end or
outermost rails terminate in buffers or stops, against which the wheels of the
body W abut when tilting. The upper or "body" part W of the wagon consists
of a frame M, having a bottom or floor, and posts or uprights at the angles, to
which are fixed end boards or pieces, forming front and back ends to the wagon
body, while the sides are closed in by folding or swinging doors O, attached
by arms or bands P and hinges Q to the posts or uprights, as shewn in Figures
15, 16, and 17. The leaves of these doors, when open, fold or turn over the end.
boards, and can be fastened back to them. Folding or swinging lateral doors
are preferable to the ordinary let-down flaps hinged to a wagon floor, which
require frequent repairs and renewal. There may be a greater number, of
folding or swinging doors than shewn, and other doors, such as let-down flaps,.
may be added; R, R, are wheels which support the "body" W, and by which it.
runs on the rails I, I. The wheels R may have grooved tyres, as shewn, but.
other forms of tyres may be used, according to the rail adopted. There may
be four wheels R under each wagon body, and, to correspond with the rails:
when set as described, one wheel should be placed at each end of the middle
cross piece of the frame, and the other two on a shaft at right angles to and
in the middle of each end of the frame, and which two being thus on the
same shaft and of the same diameter, act together. A convenient method of
attaching the body W to the truck Z when the wagon is running on the line,
is by means of this shaft and V shaped blocks K, fixed to cross pieces at each
end of the truck, Figures 12 and 13; the shaft being retained when the truck
is in motion by passing pius S through the blocks. These pieces K should be:
strengthened in the direction of the axis. I do not confine myself to this plan of
retaining the two parts together, as other shaped blocks, or, indeed, any suitable
holding contrivance answering the purpose, may be adopted; Figures 5 to 11
are details. There may be more than four wheels R to the body, as, for
example, six, one being at each angle, to support it more securely; in such
ease the arrangement of wheels, rails, and stops, shewn in Sheet II. of tho
Drawings, is preferable to that in Sheet I. Where considerable speed is not
required a modification of the wagon may be used, in which, instead of
mounting the truck on four wheels, two turning with the axle and two loose,
it is supported on two flanged loose wheels carried by independent or separate
axles (arranged as in Figures 15 and 16), which travel on the ordinary line

page_text: by their tyres, but on the curved way by their flanges. The curved way or
railway which serves as a substitute for turntables for connecting one or the
up line or part of a railway with another or the down line or other part of
the railway, and for the passage of wagons, in order to be loaded and dis-
charged, is constructed of rails laid in a curve, upon and firmly attached to a
frame or platform, which may be so set that its rails shall lead at the one end
to or towards the up line, and at the other end to or towards the down line of
a railway, in such manner that a wagon may run from the one line along the
curve to the other; such a way may be readily shifted bodily by applying a
crab or other suitable contrivance to its frame or platform. Figure 14 is a
plan of a portion of a moveable way, adapted for the passage of such wagons
as are represented in Figures 1 and 2. For the more commodious trans-
ference of the vehicles from the straight lines to the curve, tho frame
terminates at each end in straight portions, leading to or towards the up and
down lines of rail, and attached to and moveable with the curved part. A is
the curved line of rail laid on and securely bolted or screwed to a frame or
platform B, preferably composed of picces of wood firmly fixed together, from
the upper surface of which the rails A project to the proper extent; being,
when loose wheels are used, of different gauge and higher level than those of
the ordinary line, such gauge being broader or narrower than that of the
latter, according to the arrangement of the wheels F; C is an additional line
attached to and moveable with the frame B, between the rails of which tho
wheels E work; it may consist of iron plates set edgewise in wooden sleepers
D, fixed to and projecting from the frame.
In certain cases where an economical wagon is required, as, for instance, for
discharging earth in forming embankments, where a contractor has to lay
down the lines and provide the wagons as he wants them, a wagon of cheap,
simple, and commodious construction may be adopted, chiefly differing from
that referred to in Figures 1 and 2 in respect of the truck, which has no
flanged wheels, but is supported on plain wheels (without flanges), carried on
independent axles, one to each wheel, and guided and kept on the rails by
horizontal wheels or rollers, which act instead of flanges, and are mounted in
arms connected to the framo and work against the upright face of the rail.
The curved way for such a wagon requires only one line of rails, which must
be of the same gauge and level as the lines which it connects. A wagon of
this description is represented in Figures 15 and 16, and may be used for
rapid service of loading and discharging, and for curves of any radius;
Figures 18, 19, 20, and 21, are details. This wagon, like that in Figure 1,
consists of two parts, an upper or "body" part W, and an under or truck

page_text: part Z. The truck has four independent axles, each carrying a wheel X with
plain tyres (preferably of chilled iron), that is, without flanges. Y are
horizontal friction or guide wheels, set on shafts against each wheel X, and
working against an edge rail set in the sleeper. These guide wheels are
connected to the truck by arms strengthened by iron braces. In this arrange-
ment much friction is saved, that of these wheels and their journals being
less than that of flanged wheels. The grease boxes may be placed on the
arnis. The truck carries rails I for the upper carriage or body part to run on
(one rail at front, one behind, and one in the centre), and also buffer bars or
rods placed fore and aft (bolted to the shafts and spreader), and armed with
iron plates; a little play is left between them and the upper carriage axle.
On these rods are knee blocks, in which, and in the plates, are orifices through
which bolts are passed to retain the axle of the body part and secure it to the
truck when in motion Buffer blocks are attached to the rods for the upper
carriage to abut against when tilting, and thus be stopped from falling off.
The construction of the body part of this wagon is similar to that before
described, except instead of mounting it on wheels with hollow or grooved
tyres, it may be on flanged wheels which revolve at their upper parts within
the frame, so that the height of the wagon may be reduced without diminishing
the diameter of the wheel. The railway for such wagons to run on is formed,
by preference, of wooden sleepers, having an edge rail set in their inner sides,
as shown, and kept apart by girders bolted to them. The rails of the curved
way must be of the same gauge and level as those of the up and down or
straight rails leading to it, instead of being of different gauge and level, as
described in reference to Figure 14, and no extra parallel line is required for
the guide wheels to work between, as here they act against the side of the rail
on which the running wheels travel; but the way may be made moveable, as
before, by fixing the sleepers on a frame or platform, which may be shifted
as required. Crossings may be effected by a single switch in their centre.
I now proceed to illustrate the mode of employing these wagons and curved
way, supposing them, for example, as applied in the formation of an embank-
ment for railway constructions, a purpose for which they are especially
advantageous. Instead of having, as at present, after bringing the loaded
wagons to the situation where the embankment is to be formed to discharge
their contents on the line, and then carry them along, distribute, and throw
them up to form the earthwork by spades, &c., and then to transfer the empty
wagons by turntables and cross lines to the return line to be reloaded, I,
having recourse to my improved arrangements, would proceed as follows:-
The wagons having been loaded (which may be effected at any desired part

page_text: of the line or on a curved way), should be run up to the situation of the
intended embankment, where a moveable curved way must be so set as to
lead from the arrival to the return line, and the train of wagons or the first
wagon being detached, is run along the curve to the part where the discharge
is to bo effected; there the lateral doors are opened at the proper side, and
hooked back over the end boards, and the upper or body part is set free by
withdrawing the pin which retains the axle in the block on that side (or by
undoing whatever connecting contrivanco may be employed); this upper part
being in equilibrio on three wheels up to the moment of tilting, is run on the
truck rails I until the outside wheels abut against the stops, and from the
shock (which may be assisted by an impulsion from front) tilts, and completely
empties or discharges its contents; it is then raised to a horizontal position,
run back on the rails, and refastened to the truck, the doors unhooked and
closed, the wagon run round the curved way to the return line to form part of
a train of empty wagons to bo reloaded, while the next wagon of the full train
is run on the curve to the proper point, emptied, and run off in like manner.
In Figure 14 the wagon is shewn as just off the arrival line, and resting by
its loose wheels F on the curved way, the regular flanged wheels G being
lifted off the rail. When there is an inconvenient distance between the curved
way and the edge of the embankment, the former can be shifted by a crab run
on the line or other means, and united to the regular lines by extra rails.
A single gear crab may be used for shifting the way, mounted on a proper
framework, travelling on wheels on the line, and being applied to the centre of
gravity of the curved way, lifts, lowers, or shifts the whole apparatus (frame
and rails) bodily. When the Invention is used in earthwork operations, the
crab may have its axis parallel to the axis of the projected embankment, or
perpendicular thereto, lifting the frame B by a crosspicce instead of by its axis
or axial beam. For this purpose, a three-branched hook or grapnel (forming
as it were two right-angled triangles) may be provided, which grasps the cross
beam of the frame, having at the other end an eye, in which the chain or cord
of the carb enters, passing also on a beam at the end of the framework.
These apparatuses are especially advantageous in the construction of earth-
works, because no irregularity of the soil would impede their operation, and
the discharge can be effected at any angle and with precision. False
manœuvres and loss of time will be avoided by the concert and regularity
established between the loading and discharging operations, and the wagons,
though of less height than those in ordinary use, will receive as great a load.
If it be desirable in parts of the work to employ the wagons, Figures 1 and 2,
on an ordinary cross lino or with turntables, the loose wheels F and guide

page_text: wheels E can be removed. These improved ways and wagons may be used
for a variety of purposes other than in earthwork operations, as, for example,
in distributing matters in a finely divided state, or in small masses or particles,
as manure, rubbish, and stones; also for laying down ballast, which may be
discharged at various parts of a line at any desirable angle; likewise for
loading coals into and from colliers, the wagons being brought for the purpose.
to and along a curved way (laid on a quay beside the vessel and leading from
an up to a down line) to discharge and receive coal, and then run back again
to the regular line of railway. These arrangements may be applied in many
cases where it may be desired to transfer or convey carriages from one line.
of rails to an adjoining one, and where rapid successive loadings and dis-
chargings are desirable.
And having now described the nature of the said Invention, and in what
manner the same may be performed, I wish it to be understood that I do not
restrict myself to the precise details herein set forth, and represented in tho
Drawings, provided the general character of the Invention be retained; and
I declare that I claim,-
First, the general arrangement or combination of wagon having the upper
part opening laterally and moveable on an under part mounted on plain wheels
guided by wheels acting against the rails, or provided with wheels of different
or differential diameters, or (in addition to flanged wheels) with supplementary
loose wheels to carry it on special rails higher than those of the ordinary line,
combined or not with guide wheels, working between extra rails, all as herein-
before described.
Second, I claim the mode of and arrangements for rendering the upper part
of the wagon moveable on the under part, by supporting it on wheels arranged
to run on rails laid transversely on such under part, together with the
mode of and arrangements for so connecting the upper to the under part
that it may be secured thereto when the latter is in motion, but be readily
set free while yet being retained thereon when tilting, all as herein-before
described.
Third, I claim the mode of constructing the wagon body with lateral folding
or swinging doors which open back over the ends, and when closed shut in the
sides, as herein-before described.
Fourth, I claim the particular arrangements and combination of parts for
guiding the waggon wheels and keeping them on the curve by guide wheels
acting as flanges against the rail, or by wheels working between special
inside guide rails, herein-before described, and represented in the Drawings
annexed.

page_text: Fifth, I claim the application and general arrangement of curved way,
connecting or leading from one line to another line of a railway, so that a
wagon may pass thereon from one or an up line to another or down line, and
so constructed that it may be shifted bodily by a travelling crab or other
suitable means. And I also claim the employment with and application to
railways of such moveable curved way or railway as a means of transferring
wagons suitably contrived for travelling thereon from one line of rails to
another, such way having, when required, rails higher than those to and from
which it leads, and extra parallel guide rails, in manner and for the purposes
herein-beforo described.
And, lastly, I claim the general arrangements herein-before described of
curved way connecting an up to a down line, and wagons adapted for running
thereon, considered as combinations, whereby the loading and discharging
of coals, stones, ballast, earth, and other materials are facilitated and
expedited.
In witness whereof, I, the said Michael Henry, have hereunto set my
hand and seal, this Seventh day of January, One thousand eight
hundred and fifty-eight.
Witness,
G. C. ANDERSON,
77, Fleet St.
M. HENRY. (L.S.)