IMPROVEMENTS IN MACHINERY. AND APPARATUS FOR ALTERING THE POSITION OF LOCOMOTIVE ENGINES, CAR- RIAGES, AND GOODS, AND PREVENTING INJURY AND ACCIDENTS ON RAILWAYS
Year: 1861

page_text: LETTERS PATENT to Thomas Dunn, of Pendleton, near the City of
Manchester, Engineer, for the Invention of "IMPROVEMENTS IN MACHINERY.
AND APPARATUS FOR ALTERING THE POSITION OF LOCOMOTIVE ENGINES, CAR-
RIAGES, AND GOODS, AND PREVENTING INJURY AND ACCIDENTS ON RAILWAYS,"
PROVISIONAL SPECIFICATION left by the said Thomas Dunn at
the Office of the. Commissioners of Patents, with his Petition, on
the 17th May 1861.
I, THOMAS DUNN, of Pendleton, near the City of Manchester, Engineer,
do hereby declare the nature of the said Invention for "IMPROVEMENTS IN
MACHINERY AND APPARATUS FOR 'ALTERING THE POSITION OF LOCOMOTIVE ENGINES,
CARRIAGES, AND GOODS, AND PREVENTING INJURY AND ACCIDENTS ON RAILWAYS," to
be as follows
The nature of my Invention consists, first, in constructing railway
traversers, in such manner that those wheels working under the
traverser, and carrying the weight thereof may be enlarged, and work
with less jerks than usual; also, that a less number of 'wheels than here-
tofore are required. I cut a narrow gap through the rail of the per-
manent way, and support and strengthen the said rail by fish plates or
o'ther suitable means, and so form a through cross tram plate, or a
relieving piece to answer nearly the same purpose may be used. By this
means the engine and carriage wheels pass over a narrow gap without
touching the cross tram rails, in place of the traverser wheels as formerly,
and as the engine and carriage wheels are more than double the size of
the usual traverser wheels, there is less jolting and more even working
than usual...
Secondly my Invention relates to unner lift or overhead truvzonsond

page_text: whereby the carriages, engines, or goods, are lifted by steam, water, or
hand power, and so carried across any number of lines or space of
ground, and deposited in their required position. This apparatus is
made similar to a travelling crane with an improved arrangement in
the machinery, consisting of a steam cylinder at each end to work the
bottom cradle, and one or two cylinders in the centre to work the hoist-
ing apparatus. The boiler is fed from water carried in hollow beams
forming part of the apparatus, or in a tank, and a pivot is applied in
the centre to turn the articles when suspended. A T-beam and under
carriage are used for altering the position of carriages, and side frames
are also used for altering the position of goods; and for small goods a
small carriage is moved along on the permanent way with an elevating
jib to be worked by a flat rope of wire or hemp. This jib is raised and
.lowered by a screw working in connection with snatch block, or by a
worm and wheel, or hydraulic or other power. The framework is here
made to slide across the carriage to balance the weight, and also for
moving goods, a top traverser is formed of latticework of wood or iron,
to be worked with a hand rope wheel giving motion to a worm wheel
for traversing; and the goods may also be hoisted or lowered by a
similar motion.
a
Another part of my Invention, which relates to altering. the position
of railway engines, carriages, and goods, consists in applying a travers-
ing frame, having a centre pin fixed at each end, which pin when
depressed into a footstep raises the wheels off their bed, thereby con-
verting the said traverser into a semi-turntable, capable of being used
to turn an engine, carriage, or goods, end for end, or entirely round, or
to any required angle.
Thirdly, the nature of my Invention consists in making turntables
steady, secure, and safe during the quick transit of engines, carriages,
or goods. To effect this, the table bottom is composed of a series of
strong rings of cast or wrought iron; so that the bearings are very short
from one ring to the other, all the rings are turned or made truc to
receive a top of similar construction, which beds firmly upon the bottom,
and when together they are very firm and rigid. The top is raised for
the purpose of turning an engine, carriage, or goods by means of a long
lever or cams, or by hydraulic or other power, which will overcome the
weight of the table top and its load, and so lift it off its bed, the top
turns upon a centre piece and pin or ball. When a peculiarly light and
strong curb is required for export or easy transit, I corrugate, singly
or doubly, the plates which form the outer curb or compress the same
in moulds, which makes a much stronger and safer curb with the samc
weight of iron, or as strong a curb with less metal.

page_text: Fourthly, the nature of my Invention consists in preventing injury
and accidents on railways. To effect this I make the engines or
carriages with double axles, one part working within the other, so that
in case one should break' or be disabled the other may carry its load into
a station without injury or accident. I also form the bosses of wheels
of sufficient depth to meet together, or to be joined by a hollow packing.
as à substitute for a hollow axle; or the hollow axle may be flanged at
each end and form part of the wheel. I also form the under side of the
carriage so that it will work upon the outer axle or a single axle, in case
a journal end should break off or become disabled.
Lastly, the nature of my Invention relates to moving engines,
carriages, and goods with safety at high velocities, which high velocities
or speeds endanger the wheels, axles, journals, guards, and under
structure generally. This part of my Invention consists in construct-
ing the side frames of carriages, so as to work into grooves made in side
frames applied to railways, and also to form the said side frames of
railways of sufficient strength to support the bodies of the said carriages,
so that in case of any breakage of the wheels, axles or underwork of the
carriage, the body part would be supported and slide along like a sledge,
instead of coming to the ground or being overthrown. The framing
forming the road and guides may be made of timber, stone, iron, or
other materials, or the fixed rail or road may fit into a double guide on
the carriage to suit convenience, the object being to make the carriage
body or top of goods' waggons, engines, or other carriages, to rest on
the slides when the under work gives way.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said James Dunn in the Great Seal Patent Office on the
16th November 1861.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
DUNN, of Pendleton, near the City of Manchester, Engineer, send
greeting.
WHEREAS Her inost Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Seventeenth day of May, in the year of our
Lord One thousand eight hundred and sixty-one. in the twenty-fourth
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said Thomas Dunn, Her special licence that I, the
said Thomas Dunn, my executors, administrators, and assigns, or such
others as I, the said Thomas Dunn, my executors, administrators, and

page_text: assigns, should at any time agree with, and no others, from time to time
and at all times thereafter 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 MACHINERY AND APPARATUS FOR
ALTERING THE POSITION OF LOCOMOTIVE ENGINES, CARRIAGES, AND GOODS, AND PREVENT-
ING INJURY AND ACCIDENTS ON RAILWAYS," upon the condition (amongst others)
that I, the said Thomas Dunn, my executors or administrators, by an
instrument in writing under my, or their, or one of their hands and
seals, 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 Thomas Dunn, do hereby declare the 1
nature of my said Invention, and in what manner the same is to be per-
formed, to be. particularly described and ascertained in and by the
following statement (that is to say):-
On Sheet 1, Figure 1 is a side elevation of a low-shelved railway
traverser, constructed according to my present improvements, shewing!
also my improved mode of supporting and strengthening the rails of
the permanent way, where they are cut out for the passage of the wheels
of the traverser; Figure 2 is a plan, and Figure 3 an end view of the
same.
a, a, are the side frames of the traverser; b, b, the angle iron stay
frames; and c, c, the self-acting points; these parts are constructed in
the manner described in the Specification of Letters Patent granted to
me on the Twenty-eighth of January, One thousand eight hundred and
sixty, Number 221; d, d, are the end frames of the traverser, to which
are fixed the bearings for the supporting wheels e, e; these wheels are
of a larger diameter and consequently may be worked with less power
and with greater ease than usual; f, f, are the rails of the permanent
way, and g, g, the cross tram rails for the traverser; the rails g are
supported in the chairs h, or in any other convenient manner; i, i, are
stay or guide plates of sheet iron extending the length of the cross 3
beam tram rails g; these plates are cut out to receive the ends of the
rails of the permanent way, which are thereby supported and staid;
these plates serve also to keep the ballast from the rails g. When the
traverser is in line with the rails of the permanent way the engine or
carriage to be moved to another line of rails is run up the points c on 4
to the traverser in the usual manner, but when the traverser is removed
the wheels of the engine and carriages pass over the narrow gaps in the

page_text: rails of the permanent way, the said gaps being so narrow that they can
pass over without interruption or inconvenience.
On Sheet 2, Figure 4 is an elevation, and Figure 5 a plan, of part of
the rails of the permanent way and of the cross tramway, to which a
modification of my improvements is applied. In these views f, f, are
the rails of the permanent way, and g 'the cross tram rail furnished with
a shoulder for guiding the wheels e of the traverser; these wheels have
grooves fitting on the said shoulder. Instead of the plates i, shewn on
Sheet 1, I make use in this case of strong angle irons i, which fit
between the rails of the permanent way and form stays to hold them to
the proper guage. The angle irons .i.are recessed at the lower side to
receive the lower flanges of the rails f... The ends of the rails f. and i
are firmly united by the angle fish plates, which are bolted or rivetted
to the said rails.
In Figures 6 and 7, the cross tram rail g is an inverted bridge rail,
and the angle irons i. are rivetted to the flanges of the bridge rail; the
angle irons i extend the whole length of the tram rails g, and the rails
f of the permanent way are or may be connected to the angle irons i
by angle fish plates 1, as above described.
In Figures 8 and. 9 the cross tram rail g is a shallow bridge rail,
against the shoulders of which the ends of the rail f of the permanent
way and the double angle irons i abut; these double-angle irons may be
connected to the rails of the permanent way by angle fish plates.
In Figures 10 and 11 the cross tram rail g is made of the ordinary
double-headed rail, and the sides of the gap are formed of sheet-iron
stay plates i, to which the ends of the rails f. of the permanent way
are secured by angle fish plates l.
In Figures 12 and 13 the cross tram rail g is made of the ordinary
contractor's rail, and only one stay plate i is shewn, as the ballast is
supposed to be removed between the cross tram rails g; in this case the
ends of the stay plate i are bent at right angles and rivetted or bolted
to the ends of the rails f.
Figure 14 represents the cross tram rail g with a shoulder for the
wheels e to run upon, and with corrugated sheet-iron stay plates i.
Figure 15 represents the cross tram rail g with a shoulder fitting in
the sleeper and with two wooden stay plates i connected to the rails f
of the permanent way by angle fish plates l.
Figure 16 represents the cross tram rail g, made of two flat bars
rivetted or bolted together, and the stay plate i of sheet iron; the ends
of the plates i are bent at right angles and recessed to fit within the
shoulders of the rails of the permanent way to which they are.bolted..
Figure 17 represents the cross tram rail g and the stay plates i formed

page_text: of two inverted T-irons; in this case the rails f of the permanent way
and the plates i may be connected by angle fish plates, as before
described.
Figure 18 represents the cross tram rail y formed of a bar of iron
fitting in the bent stay plate i made of sheet iron, bent into the shape
of a trough.
Figure 19 represents the cross tram rail g and the rails f of the per-
manent way of the same section; the stay plates i are of sheet iron, and
They are connected to the rails / by angle fish plates 1.
Figure 20 represents the wheel e of the traverser with a projecting
flange and two flat surfaces, the latter bearing upon the cross tram rails
g, and the former bearing upon the flat bar g' fitting between the rails
g; in this instance the rails of the permanent way and the cross tram
rails are on the same level.
Figure 21 represents the cross tram rail g, formed of an inverted con-
tractor's rail, and the stay plates i of angle iron, the lower flanges of
which are cut away near the rails f of the permanent way, and the
vertical flanges are then bent at right angles and bolted to the rails f.
Figure 22 represents the wheel e of the traverser with a shoulder bear-
ing on the cross tram rail g, which is revetted to the flat side of the
angle iron i, which forms the stay plate.
.
Figure 23 represents the cross tram rail g, formed of inverted angle
iron, fitting in a sleeper or a double sleeper; the edge of the wheel e is
V-shaped, to fit the rail g, and the stay plates i are of angle iron, con-
nected to the rails f of the permanent way, in the manner described in
reference to Figure 21.
Figure 24 is very similar to Figures 20 and 22, but in this arrangement
the cross tram rail g and the stay plate i is a plain angle iron.,
Figure 25 represents the cross tram rail g of angle iron with the angle
upwards, and the wheel e with a corresponding shaped groove; the stay
plate is of sheet iron.
Figures 26 and 27 represent two views of a modification of this part
of my Invention; the cross tram rail g fits between the ends of the rails f
of the permanent way, which are only partially cut through at the gap;
the wheels e of the traverser are slightly raised is passing over the rails
of the permanent way by the relieving pieces g³, the ends of which
are bevelled off or rounded. The stay plate i is made as shewn in
Figures 12 and 13.
In Figure 28 the cross tram rail g is rounded and otherwise shaped like
the ridge plate of a roof, and the wheel e is grooved to correspond; the
stay plate is rivetted or bolted to one side of the rail g, and is
connected to the ends of the rails f by the angle fish plates l.
וי

page_text: On Sheet 3, Figure 29. is, an elevation, partly in section, of my
improved upper lift or overhead traverser, whereby locomotive engines,
carriages, and goods may be lifted by steam or other power, and
carried across any number of lines of lines or spaces of ground, and
-deposited in their required position; is the ground line, and f, f, the
lines of rails; 1, 1, are the pillars, placed at any convenient distance
apart, supporting the beams or gantries m, the upper sides of which are
formed by the rails m', for the wheels e of the traverser to run upon;
the side beams of this traverser are of the same section as the gantries m,
as-shewn detached on an enlarged scale at Figure 30; n is a steam
boiler supported on the traverser, for supplying steam to the cylinders
o, o, at the left-hand end of the traverser, and to the cylinder p at the
right-hand end of the same; these cylinders are supported by the bottom
cradles or end frames d of the traverser. The cylinders o are connected
by suitable gearing to the wheels e, for moving the traverser along the
rails m'; p' is the framing, and p' the supporting wheels of the crab,
which is worked to and fro on the traverser for moving the carriages or
goods from one line of rails to the other. Motion is communicated to
the crab by the cylinder p², to which steam from the boiler n is con-
veyed by the elbow-jointed pipes p". The feed water for the boiler is
contained in the hollow beams m of the traverser, as shewn in Figure 30,
or in the end cradles d, or in a tank supported by the traverser. When
a carriage is to be moved from one line of rails to another the under
carriage or frame y is placed under the carriage to be lifted. To each
side of the frame q are jointed two rods q', connected above to the T-
beam g, in which is a centre pivot q³, connected by a block and chain
or rope to the winding drum 2 of the crab. As soon as the carriage
to be moved has been raised sufficiently above the rails of the railway, .
the crab is moved laterally on the traverser by the steam cylinder 2*,
which is connected by gearing and clutch boxes to one pair of the
supporting wheels p' of the crab. It is apparent that when the carriage
to be moved has arrived over the rails on which it is to be deposited, .
the motion of the crab is arrested, and the carriage is then lowered by
reversing the motion of the winding drum p. The object of the pivot q³.
is to turn the carriage round when suspended, if requisite.
To the
cradle ends of the traverser are jointed the jibs r and 7¹, the winding
drum of which are worked by the steam cylinders o and p. The angle
of the jib r is varied by hydraulic power in the following manner :-
The steam cylinder ? pumps water into the cylinder, the piston of
which is connected by the chain or cord to the snatch block r. The
block is connected by the guy chain or cord to the fulcrum of
the jib r, or to any other fixture, and the block 78 is connected by a

page_text: chain or cord to the end of the jib 1. The hydraulic cylinder is
either fixed or oscillates upon the same fulcrum as the jib ?', in order
that it may accommodate itself to the varying angles assumed by the
chains or cords 73, 7, and 77, according to the raising or lowering of
the end of the jib r. The angle of the jib is varied by the worm
wheel 18, the boss of which revolves in a fixed bearing, and it is driven
by the steam cylinders o, as shewn in the Drawing. This worm wheel
serves as a nut for the screw, to the end of which is connected the
chain or cord, which after passing over a guide pulley, is connected
to the snatch block 7, as above described.. When the worm wheel 7-8
is turned round it moves the screw laterally, and either tightens or
slackens the chain or cord, thereby either lowering or raising the
end of the jib ¹.
.
On Sheet 4, Figures 31 and 32 represent a portable jib crane, to
which my improvements are applied; in these views are the rails of
the permanent way, and s the wheels of the carriage supporting the
crane; to the beams s' of the carriage is attached the bed plate 5*,
in which the slide supporting the framework of the crane is moved
laterally, by a screw and nut, as in the slide rests of lathes or other
tools; is the jib, the angle of which is varied by hydraulic power, as
shewn in the Drawing, and before described in reference to Figure 29.
The goods or other articles are raised or lowered by a flat wire or hemp
rope s', which is taken over the flanged winding drums, on which it
is lapped in the same manner as the flat ropes employed in winding
coals; the crane is held stationary when required by the clips &o, fitting
between the rails f, and by the right and left-handed screws s³, which
are screwed into the double nuts so.
Figures 33 and 34 represent part of an overhead travelling crane parti-
cularly adapted for workshops or warehouses, the beam t of which is
of wood or iron latticework. The hoisting apparatus is moved along
the beamt by the rope t and hand wheel 3, to which are fixed the
pinions t³, gearing in the wheels t', fixed to the bearing wheels to. The
goods are raised and lowered by the rope to and hand wheel t, to the
axle of which is fixed a worm 18, gearing into the wheel fast to the
winding drum t¹º.
Figure 35 represents a derrick crane constructed according to my
improvements; in this instance the angle of the jib is varied by the
worm wheel 78, screw. 7, and the chains and snatch blocks, as beforc
described in reference to Figure 29.
The winding apparatus is clearly shewn in the Drawing, and it is
made in the usual manner, or by a flat rope, as described in reference
to Figure 31

page_text: On-Sheet 5, Figure 36 is an elevation of a wharf crane to which my
improvements are applied. u is a column supported in a footstep and
bearing as usual; u' is a plate connected to the column u, to which the
fulcrum of the jib is attached; the angle of the jib is varied by the
hydraulic cylinder, and the goods are raised or lowered by the
hydraulic cylinder ², the piston rod of which is connected to multi-
plying pulleys ", as in the cranes known as William Armstrong's patent
hydraulic cranes.
Figure 37 is another wharf crane constructed according to my
improvements; in this case the column u and jib are connected or
formed together; to the column u are connected the rollers u* and u³,
which swivel in the circular chamber u; the goods are raised and
lowered by the flat rope s*, passing around the winding drum s³, as
before described, in reference to Figures 31 and 32.
In Figure 38 the angle of the jib is varied by an eccentric v, which
is turned partly round, when required, by the worm and worm
wheel; the fulcrum of the jib coincides with the axle of the winding
drums, which is provided with a flat rope st.
In Figure 39, the jib and column are in one piece, as in Figure 37;
the lower roller u' works against the interior of the chamber º, the
upper part of which supports the rollers w of the top plate w'; this
plate is furnished with a diagonal slot for the column to pass through;
the goods are raised and lowered by the hydraulic cylinder u³, and the
multiplying pulleys u³, as in Figure 36.
In Figure 40, the interior of the column u forms a cylinder for the
ram, which is connected by the links to the jib r, the angle of
which is varied by forcing water into or allowing it to escape from the
column u; the short end of the jib is jointed to the upper end of the
link, the lower end of which is jointed to the ring a³, which forms
a clip round the column; by this arrangement the jib can be made to
swivel round the column; the hoisting apparatus consists of the winding
drum s and flat rope s*.
Figure 41 represents another modification of my improvements in
hoisting apparatus. u is the column, and the jib, the lower end of
which is cylindrical, and forms the ram for the hydraulic cylinder 18,
by forcing water into this cylinder or allowing it to escape therefrom,
the angle of the jib can be varied.
On Sheet 6, Figure 42, is an elevation of a railway traverser, to which
a centre pin is applied at one or both ends for the purpose of enabling
the traverser to be swivelled round; Figure 43 is a plan; and Figure 44,
a transverse section of the same. a, a, are the side frames; b, b, the
angle iron stay frames; c, c, the self-acting points; d, d, the end frames;

page_text: and e, e, the supporting wheels; f, f, are the rails of the permanent
way; and g, g, the cross tram rails, one of which is shewn in dotted
lines for the traverser to run upon when it is used in the ordinary
manner. The left-hand stay frame b is provided with a cross beam A,
the centre boss of which forms a nut for the screwed centre pin A', the
lower end of which fits in a footstep in the fixed plate A. When this
traverser is to be used partly as a turntable the centre pin A' is turned
round by the lever A³, or otherwise, so as to raise the wheels e near
the centre pin, slightly above the cross tramway g, as shewn in Figures
42 and 44; the right-hand wheels e remain, however, in contact with
the circular rail g', the traverser can then be moved round or partly
round on the centre pin A' by the attendant acting on the lever A*,
which is connected by a pall and ratchet wheel to one of the wheels e;
by this arrangement the engine, carriage, or goods on the traverser can
be turned into any convenient position.
On Sheet 7, Figure 45, is a sectional elevation, and Figure 46, a plan
of my improved turntable, particularly adapted for heavy work, or for
the quick transit of engines, carriages, and goods. B is the curb and
foundation plate, the latter being formed of three rings, but a greater
or less number of rings may be employed, according to the diameter
of the turntable, and the nature of the traffic for which it is intended;
the centre B' of the foundation plate forms a pillar, on which the centre
of the platform or table top C fits; this table top has three rings corre-
sponding to the rings in the foundation plate, the surfaces of both
series of rings being turned or otherwise made true, so as to bed firmly
together, and thereby to give great strength and rigidity to the turn-
table. The table top C is raised for the purpose of turning it round,
or partly round, by means of the lever D, whose fulcrum is at D'; to the
inner end of the lever D is attached a socket D³, for receiving the
lower end of the centre pin D3, the upper end of which fits in a cup
in the centre plate C' of the table top; this plate is furnished with
regulating screws in the usual manner. The outer end of the lever D
is provided with a screw nut taking into the double-threaded screw E,
which is loose on the shaft E', but connected to it when required by
the clutch box E'; this shaft is turned round by the handle E³, and
bevel wheels shewn in the Drawings. When the outer end of the lever D
has been depressed by turning the handle E³, the table top with the
load upon it is raised, as shewn in the Drawing, and it is then at
liberty to be turned round, or partly round, by the chain F, the ends
of which are attached to the drum E', also loose on the shaft E', but
connected to it, when required, by a clutch box. I wish to remark that

page_text: the lever D and the chain F have before been used separately for raising
and turning the table top.
On Sheet 8, Figure 47, is a sectional elevation of a modification of the
turn-table shewn on Sheet 7. In this view the parts marked B and C
are similar to those before described; in this instance the table top C
is raised in the following manner: On the centre pillar B' of the.
foundation plate B is mounted loosely the worm wheel G, which is
turned round, when required, by the worm G', and the gearing clearly
shewn in the Drawing; to the upper surface of the worm wheel G are
cast or fixed four or other convenient number of inclined planes G³,
acting against similar inclines on the ring G³, which is loose on the
pillar B', but prevented from rotating by keys and grooves; the lower
surface of the table top bears upon the ring G", consequently when the
worm wheel G is made to revolve the table top C is either raised for
the purpose of being turned round or lowered to bring the rings of
the table top C in contact with the rings on the foundation plate B.
Figures 48 and 49 represent an improved mode of constructing the
curbs of turntables, in this case the curb is formed of two corrugated
plates of sheet iron, rivetted or screwed together at intervals, the top
of the curb is a ring of rail or bar iron..
Figures 50 and 51 represent a curb formed of two plates of corrugated
sheet iron put together so that the projections of one plate fit into the
recesses in the other, in this case an angle iron is connected to the
lower part of the outer curb to strengthen it.
Figures 52 and 53 represent a curb formed of a single plate of
corrugated iron with an outer angle iron to strengthen it.
Figures 53 and 54 represent a curb formed of a single plate of sheet
iron, the surface of which is corrugated in both directions; in this case
the corrugations would have to be produced by compressing the plates
in moulds.
In Figures 55 and 56, the curb is formed of a plate of corrugated sheet
iron, the corrugations being horizontal instead of vertical as in the
Figures above described.
On Sheet. 9, Figure 57 represents an improved mode of constructing
the table tops of turntables, in this instance the table top C is formed
with two or more wrought-iron rings formed of plates of iron
strengthened by angle irons, the lower flanges of which are made of
rail iron faced or set true to fit the rails B forming the foundation of
the turntable.
Figure 58 is a modification of the above, the rings of the table top C
are made of plate iron strengthened at the top by angle and bar iron,
and rivetted below to circular bridge rails, the foundation rings B are

page_text: made with projecting flanges taking into the hollow part of the bridge
rails.
In Figure 59 the table top C is made with rings of girder or double T
iron, the lower surfaces of which bear upon the T iron foundation
rings B.
In Figure 60 the table top C is made with rings of deep channel iron
connected by bolts passing through bars of flat iron by which the channel
irons are held apart, so that their lower surfaces fit on each side of the
Tiron foundation rings B.
1
In Figure 61 the table top C is made of rings of deep angle iron, the
lower edges of which are connected by two angle irons to the contractors'
rails which bear upon similar rails forming the foundation rings B..
In Figure 62 the table top C is made with rings of plate iron, con-
nected by channel irons bearing upon the bridge rails B forming the
foundation..
i
G
In Figure 63 the table top C is made with rings of the ordinary
double headed rails which bear upon the foundation rings B made of
similar rails.
In Figure 64 the rings of the table top C are made of deep angle iron
strengthened by ordinary angle irons, and below by two open angle
irons which fit on the angle iron foundation rings B....
In Figure 65 the table top C is made of cast iron with rings bearing
upon the rings of the foundation plate B.
In Figure 66 the cast-iron table top C is made with projecting flanges
below, fitting into the wrought-iron foundation bridge rails B.
In Figure 67 the table top C is made with rings of the ordinary
double headed. rails, and the foundation rails B are deep contractors'
rails.
In Figure 68 the rings of the cast-iron table top C are recessed below
to fit on the double headed foundation rails B.
Figure 69 represents part of a turntable to which another of my
improved arrangements of mechanism for raising the table top is applied.
In this view D is a long lever whose fulcrum is at D', this lever is formed
of two double headed rails fitting one on each side of the centre boss
of the table top C, the parts of the lever D are united by the cross
head D in which is a ball acting on the under side of the centre
pin D3 which is bolted to the table top.
Figure 70 represents a mode of raising and lowering the table top C
by a crank H acting on the centre pin D³, the upper end of which fits
in the cap in the centre plate C¹.
Figure 71 represents a mode of raising and lowering the table top C
t

page_text: by an eccentric H', acting in the same manner as the crank snewn in
Figure 70..
"
Figure 72 represents a mode of raising and lowering the table top C by
hydraulic power, in this case the pillar B' of the foundation plate B
forms a cylinder into which water is forced acting on a ram attached to
the table top C..
On Sheet 10 I have shewn various modifications of my improvements
in machinery and, apparatus for preventing injury and accidents on
railways.
Figure 73 represents an end elevation of a railway carriage con-
structed according to my improvements, in this view f are the rails of
the permanent way; I the carriage wheels, and J the body of the
carriage; K is a strong iron bar, two or more of which are attached to
the carriage or engine in any convenient positions; the ends of the
bars K enter between the angle irons L which form grooves extending the
whole length of the railway, or in such parts thereof where they may be
required; the angle irons L are attached to and supported by the posts M,
these angle irons and posts must be sufficiently strong to support the
engine or carriage in case of the breakage of a wheel or axle or under
framework; when such an accident occurs the engine or carriage would
then slide along in the groove formed by the angle irons L instead of
coming to the ground or falling over as is the case when accidents occur
to engines or carriages of the present construction.
In Figure 74 the beam K is supposed to be of wood shod with sheet
iron or with a plate of sheet iron attached to and connecting the ends
of the beams K, and to the posts M are fixed the channel irons L
supported by cast-iron brackets.
In Figure 75 the beam K is provided with two wrought-iron clips
fitting on each side of the rail L fixed to the post M.
1
In Figure 76 the beam K is provided at each end with part of a bridge
rail, and the posts M support the T rails L, the centre flange of which
takes into the inside of the bridge rail.
In Figure 77 the ends of the beams K are furnished with bent plate
irons fitting on the Barlow rails L which are fixed to the posts M.
In Figure 78 the ends of the beams K are furnished with Barlow rails
fitting in bent plates of iron L supported by the posts M.
In Figure 79 the beams. K are made with bent plate irons fitting on
the bridge rails L, fixed to the posts M.
In Figure 80 the beams K are provided with two H irons, and the T
irons L are supported by the posts M.
In Figure 81 the beams K are provided with two angle irons fitting
between similar angle irons L, fixed to the posts M..

page_text: In Figure 82 the grooves for supporting the ends of the beams Kare
made of channel irons L, and these channel irons are supported by the
cast-iron brackets M to which may be cast the chairs for the rails f of the
permanent way.
i
In Figure 83 the supports M are made of plate iron with angle iron
stay pieces. The space between the angle irons L forms the groove for
the ends of the beams K to travel in.
In Figure 84 the supports M are of cast iron, as in Fig. 82 and the
space between the angle irons L forms. the groove for the ends of the
beams K.
In Figure 85 the beams K are furnished with wrought-iron ends, the
flanges of which fit on each side of the two angle irons L, bolted to the
posts M.
In Figure 86 the ends of the beams K are shod at the under side
with pieces of sheet iron, and the Barlow rails L are fixed to the posts M,
which are also intended to be made of pieces of Barlow rails.
Figure 87 represents a wall of stone or brickwork to support the
plates L instead of the wood or iron posts M, above described; the
beams K are also provided with plates of iron fitting on each side of
the plate L.
'
In Figure 88 the beams K, are provided, with angle iron ends, the
lower part of which are recessed to correspond with the shoulder of the
double-headed rails L, connected by brackets to the posts M.
In Figure 89 the beams K are provided with angle irons at their ends
fitting above the two angle irons L, connected by brackets to the
posts M.
!
In Figure 90 the beams are provided with double angle or Z-irons,
and the rails L are of similar double angle irons, fixed to the posts M.
In Figure 91 the beams K are provided with angle iions, and the
rails L are also angle irons fixed to the posts M.
In Figure 92 the beams K. are provided with plates of iron, and the
rails L are made of T-iron, bearing upon the posts M.
In Figures 86, 88, 89, 90, 91, and 92, the ends of the beams. K are
only supported on the upper side of the rails L, but in all the other
cases shewn they are supported in both directions.
1
Figure 93 represents a wall of brick or stone, supporting the cast-iron
beams L, in which are studs for the antifriction rollers L', which enter
between the plates attached to the beams K.
1
Figure 94 represents part of a railway carriage to which my improved
mode of constructing wheels and axles is applied. The interior axle N
is of solid wrought iron, as usual, and the outer axle O is of cast iron;
it is cast of one piece with the naves of the wheels P, as described in

page_text: the Specification of Letters Patent granted to me on the Second of
November, One thousand eight hundred and forty-seven. The two axles
are connected by a key, or in any other convenient manner, so that they
may revolve together. The beams Q are attached to the under side of
the carriage within the wheels. The object of the double axle is 'to
prevent the engine or carriage to which they are applied being over-
turned in case one of them should break.
"
In Figure 95 the hollow axle O is formed by prolonging the bosses
of the wheels, so that they may meet in the centre, and be bolted
together.
In Figure 96 the hollow axle O is a tube bolted at each end to one
of the flanges cast to the naves of the wheels; and in Figure 97 the
hollow axle is a wrought-iron tube, and the spokes of the wheels
are formed by ending up the ends of the plate of which the tube is made.
Having thus described the nature of my Invention, and the manner
of performing the same, I declare that I claim,-
First, the placing the cross tram rails for railway traversers below
the level of the rails of the permanent way, whereby the supporting
wheels of the low shelved traverser may be considerably increased in
diameter, as shewn and described in reference to Sheets 1 and 2.
Secondly, the improved mode of constructing railway traversers shewn
and described in reference to Sheets 1 and 2, by which the gap in the
rails of the permanent way is reduced, so that the wheels of the engines
or carriages may pass over without inconvenience, thereby leaving the
lines free when the traverser is moved to one side.
Thirdly, the application of, and the various modes of constructing
the guide or stay plates i, as shewn and described in reference to Sheets
1 and 2, by which the ends of the rails of the permanent way are held
in position, and the ballast is prevented from falling on the cross tram
rails for the traverser.
Fourthly, the angle fish plates 1, for connecting the stay plates i to the
rails of the permanent way, as shewn and described in reference to
Sheets 1 and 2.
Fifthly, the revolving piece marked g³ in Figures 26 and 27 of Sheet 2,
for raising the wheels of the traverser when passing over the rails of the
permanent way, which in this case are not cut through.
Sixthly, the general arrangement of the parts forming an overhead
or upper lift traverser for railway engines, carriages, or goods, as
shewn and described in reference to Sheet 3.
Seventhly, the forming the beams and cradles of overhead or upper
lift traversers, so that they may contain the feed water of the boiler
for the steam engine, by which the traverser and the hoisting apparatus

page_text: are worked, as shewn and described in reference to Figures 29 and 30
of Sheet 3.
Eighthly, the varying the angles of the gibs of cranes by means of
snatch blocks and ropes or chains, actuated by hydraulic or other power,
as shewn and described in reference to Figure 29 on Sheet 3, and to
Figure 35 of Sheet 4.
I
Ninthly, the general arrangement of the portable railway crane,
shewn and described in reference to Figures 31 and 32 of Sheet 4, and
particularly the traversing slide sa, and the apparatus for varying the
angle of the jib.
Tenthly, the application of a lattice beam for supporting an over-
head hoisting apparatus, and the general arrangement of the parts
constituting the same, as shewn and described in reference to Figures 33
and 34.
.
Eleventhly, the application of a flat rope and corresponding winding
drum to cranes for railway purposes, as shewn and described in reference
to Figure 35 on Sheet 4, and to Figures 37, 38, 40, and 41 on Sheet 5.
Twelfthly, the improved modes of applying hydraulic power and
multiplying pulleys for hoisting purposes, as shewn and described in
reference to Figures 36, and 39 of Sheet 5.
Thirteenthly, the application of hydraulic power for varying the angle
of the jibs of cranes, as shewn and described in reference to Figure 29
of Sheet 3, and to Figures 36, 39, 40, and 41, of Sheet 5.
Fourteenthly, the mode of varying the angle of the jib of a crane, as
shewn and described in reference to Figure 38 of Sheet 5.
Fifteenthly, the general arrangements of the cranes or hoisting
apparatus, shewn and described in reference to the various Figures on
Sheet 5.
Sixteenthly, the application of a centre pin to one or both ends of a
railway traverser, by means whereof the traverser can be converted into
a partial turntable, as shewn and described in reference to Sheet 6.
Seventeenthly, the general arrangement and combination of the parts
forming a railway turntable, as shèwn and described in reference to
Sheet 7.
Eighteenthly, the peculiar arrangement of machinery shewn in
Sheet 7, for working the lever by which the table top is raised and
lowered, and for turning it round.
Nineteenthly, the application of rings to the foundation plates and
table tops of turntables, by means whereof bearing surfaces at short
intervals, and great strength and rigidity are obtained, as shewn and
described in reference to Sheet 7.
Twentiethly, the improved modes of constructing turntables with

page_text: rings at short intervals, as shewn and described in reference to Figure 47
of Sheet 8, and to Figures 57 to 68 of Sheet 9.
Twenty-firstly, the improved arrangement of parts for raising and
lowering the table tops of turntables, as shewn and described in
reference to Figure 47 of Sheet 8, and to Figures 69, 70, and 71 of
Sheet 9.
Twenty-secondly, the improved mode of applying hydraulic power
for raising and lowering the table tops of turntables, as shewn and
described in reference to Figure 72 of Sheet 9.
Twenty-thirdly, the application of corrugated sheet iron for making
the curbs of turntables, as shewn and described in reference to Figures
48 to 56 of Sheet 8.
Twenty-fourthly, the application to railway engines and carriages of
cross beams or projections taking into or bearing upon side rails or
frames, for supporting the engine or carriage in case of the breakage of
a wheel or axle, or other accident, as shewn and described in Figure 73
of Sheet 10.
Twenty-fifthly, the improved modes of constructing the beams or pro-
jections applied to engines or carriages, and the rails by which the
engine or carriage would be supported in case of accident, as shewn and
described in reference to Figures 74 to 92 of Sheet 10.
And, twenty-sixthly, the application of double axles to railway
engines and carriages, as shewn, and described in reference to Figures
94, 95, 96, and 97, or any modification thereof by which injury' and
accidents are prevented in case of the breakage of one of the axles.
In witness whereof, I, the said Thomas Dunn, have hereunto set
my hand and seal, this Fourteenth day of October, in the year
of our Lord One thousand eight hundred and sixty-one.
THOMAS DUNN. (L.S.)