CERTAIN IMPROVE- MENTS IN THE CONSTRUCTION OF RAILWAYS AND RAILWAY CARRIAGES, PARTS OF WHICH ARE APPLICABLE TO CARRIAGES ON COMMON ROADS
Year: 1852

page_text: HODGE'S SPECIFICATION...
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TO ALL TO WHOM THESE PRESENTS SHALL COME, I, the said
PAUL RAPSEY HODGE, Civil and Mechanical Engineer, of 9, Adam Street,
Adelphi, in the City of Westminster and County of Middlesex, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letter's
Patent under the Great Scal of Great Britain, bearing date at Westminster,
the Eighth day of March, in the fifteenth year of Her reign', did give and
grant unto me, the said Paul Rapsey Hodge, my exors, adñiors, and assigns,
Her especial license, 'full power, sole privilege and authority, that I, the
said Paul Rapsey Hodge, my exors, admiors, and assigns, and such others
as I, the said Paul Rapsey Hodge, my exors, admiors, and assigns, should at
any time agree with, and no others, from time to time and at all times
Lereafter during the term of years therein mentioned, should and lawfully
might make, use, exercise, and vend, within England, Wales, and the Town
of Berwick-upon-Tweed, my Inventions that he has had communicated to
him from a Foreigner residing abroad, auí Invention for "CERTAIN IMPROVE-
MENTS IN THE CONSTRUCTION OF RAILWAYS AND RAILWAY CARRIAGES, PARTS OF
WHICH ARE APPLICABLE TO CARRIAGES ON COMMON ROADS;" in which said Letters
Patent there is contained a proviso that I, the said Paul Rapsey Hodge,
shall cause a particular description of the nature of my said Invention,
and in what manner the same is to be performed, by an instrument in
writing under my hand and seal, to be enrolled in Her said Majesty's

page_text: High Court of Chancery within six calendar months next and immediately
after the date of the said recited Letters Patent, reference being thereunto
had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Paul Rapsey Hodge, do hereby declare the nature of my Invention, and the
manner in which the same is to be performed, are particularly described
and ascertained in and by the following statement thereof, reference being
had to the Drawings hereunto annexed, and to the figures and letters marked
thereon, that is to say:-
My Invention consists of certain Improvements in the Construction of
Railways and Railway Carriages, Parts of which are applicable to Carriages
on Common Roads, which are fully shewn in the following description and
accompanying Drawings.
Chapter 1st. One of my improvements in the construction of railways
consist in the application of an electrical or an electro-galvanic current being
passed through either the up or down rail, and returned again in the opposite
rail, so that a perfect circuit be kept up through the rails, either through the
whole length of the line or any portion thereof, depending altogether on the
strength of the batterys employed, thereby preventing a decomposition of the
iron forming the permanent way, it being a well known fact that the action of
either a galvanic or electro-galvanic current will throw off all oxygen, pre-
venting the ogidation of the metal forming the rails.
Chapter 2nd. Another of my improvements in railways consists in a new
arrangement of movable "points," used for crossing from one line of rail
to another, which is fully shewn in Sheet 1 of the Drawings, Figures 1, 2, 3,
and 4. Figure 1 is a plan shewing the point A which forms the junction of
the two rails, and the two movable limbs B, B, which radiate on the two pins
or centres C, C, and are curved at the other end for the purpose of admitting
the flange of the wheel in between the point and the moveable link, either in
passing from left to right or from right to left, as from A to B or from
B to A, or vise versa. In order to ensure a continuous bearing for the wheel
tyre while it passes from right to left or left to right, each movable limb is
operated on and pressed up to the point A alternately by means of two buffer
springs H, H, made of india rubber, or a spiral metallic spring, but I prefer
the former. These springs are placed on an horizontal bar D, Dx, as shewn
more fully in the transverse section, Figure 2, which is supported by the
'central partition of the bed plate E, E, x, x, x, the bar at the same time
plays freely through an elongated hole in each of the studs x, x, which
project down from and are affixed to the movable limbs x B, XB B. Between the

page_text: fixed flanges x, x, on the end of the horizontal bar and the studs x
are placed the springs (H,H,) as before mentioned, so that when the flange
of the wheel forces off from the point either of the movable limbs B, B, the
opposite spring is sure to keep the movable limb against the point for the
wheel to pass over, ensuring a continuous tread on the rail for the wheel,
instead of the wheel jumping through the space, as is now the case.
Another method of springing the movable limbs is shewn in Figures 3
and 4, where I apply a continuous elastic spring H, H, passed around the
studs x, x, so that when the wheel separates either of the movable limbs
B, B, from the point the spring H, H, is distended, and when the wheel has
passed the point the spring, by its natural elasticity, closes home and hugs
the movable limbs B, B, to the point A. In either case the springs are
concealed in a box of cast iron, and is embedded in proper masonry below
the rails.
Chapter 3rd. My next improvement is in the construction of certain parts
of railway carriages, and consists of springs formed of india rubber acting in
combination with the steel spring. Figure 5, Sheet 1, represent one of these
arrangements, in which the two india-rubber springs are acting in consort with
the ordinary spring. A, A, the spring. B, the spring pin resting on the axle
box C. D, D, are two upright spindles which are affixed to the frame of the
carriage or locomotive at their lower ends by means of the bolts E, E; these
spindles pass through a hole in the leaves of the springs, and has affixed at
their upper ends a flange F, fastened down by the nut F. Intervening between
the ends of the springs and the flanges, I place two cylindrical springs G, G,
of india rubber, bounded with small metallic rings H, H, to prevent an undue
amount of distention or compression. Another form or arrangement of these
springs of india rubber in connection with the common spring is shewn in
(Figure 6), where the spindles D, D, passes from the ends of the springs
down through a hole in the frame, and the springs of india rubber G, G, are
placed between the frame and the flanges F, F, fastened on to the end of
the spindle. The action of the two arrangements will be to ease the steel
springs from the most intense shocks that are sometimes occasioned, arising
from various causes, thereby dividing the vibration, preventing the springs
from breaking, and giving great ease to the carriages. Another arrangement
of india-rubber springs without the steel springs is shewn in Figures 7 and 8.
Figure 7 is an elevation shewing the situation of the springs over the axle
bag. A, A, is a cross head; attached to the centre is the spring pin B, resting
as before on the axle box C. D, D, are two upright spindles fastened into
the frame at the lower ends, while the upper ends pass through a hole in each

page_text: end of the cross head and also through the square strap E, which pass around
the end of the cross head and under the india-rubber spring, as is more fully
shewn in section, Figure 8. It will be readily seen that the weight of the engine
or carriage will cause the springs of rubber to be compressed, and afford
an elastic medium between the axle and the carriage. I also claim the same
arrangement inserted without the strap E, so that the two springs of rubber
are placed under the frame and alongside of the pedestal.
Chapter 4th. Figures 9, 10, 11, are three arrangements of a steam spring
and lifting aparatus to be attached to the axle boxes of the locomotive
carriage and in connection with the ordinary spring if necessary, but can be
used as a steam spring without the steel spring A, A, the ordinary spring sup-
ported by the links B, B, having a spring pin passing from the spring to the
axle box D, that, instead of resting on the top of the axle box, it is affixed to it
by means of a cotter. Intervening between the spring (A) and the frame (J), I
place a short steam cylinder (E), the spring pin answering the purposes of the
piston rod passing through stuffing boxes F, F, above and below the cylinder.
Attached to the spring pin or piston rod Cis a piston G, working in the cylinder
E, having a space above and below the piston, as marked (H and I). It will
be readily seen that this steam cylinder will perform a three-fold office. First
as a spring, by admitting steam above the piston in the space through the
medium of a proper valve and steam pipe from the boiler, the elasticity of the
steam mill answer the purposes of a spring. Secondly, that a starting by
admitting steam above the piston, we take off a portion of the weight from
the fore and after wheels of the engine carriage, and transfer it to the driving
wheels, the amount of pressure depending on the area of the piston and
pressure of steam in the boiler, which weight can be taken off again at
pleasure by the valve. Thirdly, that by admitting steam below the piston in
the space (I), when the engine is running down hill, and the steam shut off
from the engines, the force of the steam will pick up the wheels from the rails,
the steam engines will stop while the locomotive will run on the fori and
after wheels, thereby saving much wear and tear to the moving parts of the
machinery. When the engine is again started, the wheels may be dropped
down at pleasure by again reversing the steam above the piston. Figures
10 & 11 shew two other arrangements of the same thing, but the principle
and objects are the same. The valve arrangement for the ingress and
egress of the steam from the boiler or to the atmosphere, either above or
below the piston G, may be effected in various ways.
Chapter 5. Another of the improvements in railway carriages consists of a
new form of axle box, and is fully shewn in the several Figures 1, 2, 3, 4, 5, 6,

page_text: 7, 8, 9, 10, 11, and 12, in Sheet 2 of the Drawings. Figures 1 and 2 are
longitudinal and transverse sections of one of my improved boxes. A, A, the
journal; B, B, the body of the box; (C), the front cap; D, a grooved collar
affixed to the body of the axle a short distance from the heel of the journal;
(E), a piece of leather or canvass or india rubber, or made of a mixture of
india rubber and any fibrous material, but I prefer leather. In the centre of
this leather I cut a hole corresponding to the diameter of the bottom of the
grove in the collar D, the leather being kept to its place by means of
the wrought-iron plate F, affixed to the box by bolts or otherwise. (G) is
the oil chamber and is filled in with any fibrous and capillary material. I
prefer, however, good cotton waste or cotton wick loosely spun or twisted;
care should, however, be taken that the lower surface of the journal (A) should
be in immediate contract with the fibrous material. H, the brass box or
bearing. (I), the plug to put in the oil or grease. Figure 3 represents
another arrangement of an axle box, where (A) is the journal; (B, B,)
is the body of the box; C, a screw cap in front, the cap having an in-
ternal screw, and the nose on the box an external thread. (D, D,) a
a revealed rectangular collar, in section, affixed to the body of the axle,
at the back of which is a piece of leather (E, E,) or any other suitable
material, having a hole in it corresponding to the smaller diameter at the back
of the collar (D). (F) a ring of leather or packing placed in an annular
grove at the back of the body of the box. G is what I term the upper
chamber appropriated for the lubricating material. (H, the brass box or
bearing. (I,I,) a bridge wall and partition which separates the upper chamber
from the lower or secondary chamber (J, J), as well as the bridge wall (I),
which separates the oil or lubricator from the collar D, keeping the oil or
grease from running out. The action or effects of this arrangement is as
follows: That as the upper chamber G is filled with oil and a capillery mate-
rial, the journal A is kept constantly lubricated, whilst the dust and dirt is kept
out from coming into the box, and also the dirty oil or grease is kept from
going out of the box at the back by means of the collar D and leathers E
and F. As the velocity of the heel or sholder of the journal at its periphery
is greater than that of the surface of the journal, in consequence of its being
of a larger diameter, the dirty oil or grease is always attracted at that point,
as marked (A), instead of being worked out at the back of the box and around
the axle, accumulating a dirty mass, as is now the case with ordinary axle
boxes. I have provided a secondary chamber where the dirty oil passes
down and is drawn off periodically through the plug hole (K), the clean oil
being put in through the upper plug hole (L). Figures 4, 5, 6, and 7,

page_text: are several views of another arrangement of the same principle, with this
exception, that the lower or secondary chamber is curved to allow of a
greater quantity of oil while the dirty oil is drawn out through the cock (K),
the back collar being the same as that in Figure 1. Figures 8 and 9
represent a longitudinal and front view of the same principle, having the
grooved collar D and the leather E confined by the wrought-iron plate
at the back, the shape of which is shewn in Figure 7, in section; also
the first and secondary chambers G and J, divided by the bridge wall I,
having a space J for the oil to pass down into the lower chamber J. The
difference in this arrangement from the former is in the screw cap (C), where
the front of the box is chased with a female screw, and the cap with an
external or male screw. Another arrangement of axle box is represented in
Figures 10 and 11, where the collar D differs somewhat from the former, it
being a "revealed" space, instead of the groove, the leather E and plate F
being the same; also the first and secondary chamber, but instead of drawing
off the oil through the plug hole, as in the two former arrangements, I place in
front of the box a small cylinder (L), having a small piston in the two small
block valves in it (on the lower side), and a spiral spring N pressing on the
upper side, and wound around the stein or rod (O). The action would be as
follows: That by pulling up the rod O and piston M. the oil will rush in from
the secondary chamber J, through the small valve K, into the cylinder L; it
is there pressed up through the tube P and Q into the opening R, over the
top of the journal, thereby constantly circulating a stream of oil over the
journals. Another arrangement is shewn in Figure 12, where, instead of the
spindle (0) being pulled up by hand periodically (there is a cross bead S on
the top of the spindle (O) to a secondary spindle T) passing down through a
hole in the top of the box, and is operated on every revolution of the axle (A)
by the cam piece on its face, marked U, thereby constantly pumping the oil
over the journal from the secondary chamber J.
Chapter 6th. Another of my improvements in railway carriages, and is
shewn in Figures 13 and 14, consists in placing an elastic medium between
the wheel of the carriage on the axle so as to ease the lateral shocks so
universally felt in railway carriages. (A, A), the center of the wheel; (B, B),
the arms; (C), the rim; (D), the tyre; (E), the axle; (F, F), F1, F¹, two
collars affixed firmly to the body of the axle, while the wheel plays on a
feather. I turn out circular groves on the inner faces of the two collars
F, F, and the centre of wheel A, A, into which I place two annular rings G, G,
made of vulcanized india rubber, as an elastic medium to prevent the severity
of lateral shocks on railway carriages.

page_text: Chapter 7th. Figures 15, 16, 17, and 18, represent another improvement
in railway carriages, and consists of a new form of wheel. A. A, is a wrought
or cast centre; B, B, wrought iron arms; C, a section of the rim; D, the
outside tyre; E, the axle. I construct my wheel either with a cast or wrought
centre, but I prefer the latter, the object being to have a centre and hole
through it that will not be injured by taking the wheels off from the axles,
at the same time to have the advantage of renewing either the arms B or
rims C without destroying the centre of the wheel, which has so much previous
labour spent on it by the boring and cutting of the key grove. Another
modification of the same form of wheel as shown in Figures 16 and 17, and
enlarged section of the tyre in Figure 18. The difference between this and
the former is in the alternate cross arms, and the curving out of the rim on its
periphers, and the curving the internal surface of the tyre to match, preventing
the tyre coming off. Another form and construction of wheels for railway
carriages is shewn in Figures 19, 20, 21, and 22. It consists of wrought-
iron centres, as in the former, either with straight or curved arms, or crossed
alternately, as in Figures 19, or with two discs, as in Figure 20; the difference
being that these wheels have cast-iron chilled tyres of the form and shape
shewn in Figures 19 and 20, having an annular chamber D "cored out" around
the wheel, so that the chill on the outer surface may be uniform, having no
arms coming into contact with the inner surface while the metal is "chilling."
I also claim the making of a cast wheel with the annular space all around
its periphery bored out, as well as the inserting of an angular wrought iron
ring, as marked E, E, for that purpose of chilling the wheel deeper through
the thick part immediately under the flange, as well as to hold the wheel
together, in case of fracture, by contraction or otherwise. Figure 22 repre-
sents a chilled cast rim or tyre shrunk on to wrought arms, having the
annular chamber 1) all around the wheel for the purpose of obtaining of a
uniform "chill."
Chapter 8. That part of the Invention which relates to its application to
carriages on common roads is represented in Figure 23, and is similar in every
respect to that previously shewn in Figures 13 and 14, and described in
Chapter 7. This arrangement is applicable to a common carriage wheels,
where the "Collinge" patent box or any other is used. A, A, the axle ;
B, B, the box; C, C, the nave or hub of the wheel, this being of cast metal,
but can be of wood; D, D, the spokes. Between the box and the uave there
is a space left both for horizontal and vertical motion, so that by placing the
several annular springs, or rings made of vulcanized india rubber between the
box and centre or nave, as is shewn in section and marked E, E, E, E, the

page_text: whole of the tremour or shocks occasioned by passing over a rough road is
done away with, and a perfect easy motion obtained, while at the same time
the noise is nearly done away with also.
Having thus described all my several improvements, I make the following
claims of Invention, that is to say :--
Firstly, I claim as part of my Invention, and as new, the passing of an
electrical or electro-galvanic current through the rails forming the permanent
way of a railroad at any given distance in proportion to the strength of the
battery required, thereby preventing of rust or decomposition of the metal
forming such permanent way, substantially as herein-before described in
Chapter 1.
Secondly, I claim as part of my Invention, and as new, the arrangement of
moveable points used for crossing from one line of rail to another, so as to
ensure a perfect tread at all times of the wheel, substantially as herein-before
described in Chapter 2, and shewn in Drawings.
Thirdly, I claim as part of my Invention, and as new, the arrangement of
springs of india rubber in connection with the common spring for railway
carriages, as also the springs of india rubber in connection with the cross head
and links, as herein-before described in Chapter 3, and fully shewn in the
Drawings referred to.
Fourthly, I claim as part of my Invention, and as new, the steam spring
and lifting apparatus, to be attached to the axle and boxes of locomotive
carriages, in connection with or without the ordinary spring, as herein-before
described in Chapter 4.
Fifthly, I claim as part of my Invention, and as new, the various forms of
axle boxes for railway carriages, with their double chambers and arrangements
of collars and flanges of metal and leather, or any other material, working
in a groove or otherwise, either for the use of oil or grease, as fully
described in Chapter 5, and shewn in the Drawings referred to.
Sixthly, I claim as part of my Invention, and as new,. the placing of an
elastic medium between the wheel and collars, for the purpose of preventing
lateral shocks on railway carriages.
Seventhly, I claim as part of my Invention, and as new, the various new
form's of metallic wheels, either of wrought or cast iron, separately or
combined, as fully shewn in the several Figures referred to in the Drawings,
and described in Chapter 7.
Eighthly, and I claim as part of my Invention, and as new, the application
of elastic collars or rings of india rubber placed between the axle box and
the nave of the wheels of carriages used on common roads, so as to give ease

page_text: both to lateral as well as vertical shocks, caused by the unevenness of the
road, as fully shewn in the Drawing, and described in Chapter 8.
In witness whereof, I, the said Paul Rapsey Hodge, have hereunto set
my hand and seal, this Eighth day of September, in the year of our
Lord One thousand eight hundred and fifty-two.