CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEELS TO BE USED UPON RAILWAYS AND OTHER ROADS; AND WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO THE CONSTRUC- TION OF WHEELS IN GENERAL
Year: 1838

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JOHN
FREDERICK BOURNE, of Manchester, in the County of Lancaster, Engineer, and
JOHN BARTLEY, junior, of the same Place, Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Sixth day of September, in the second year of Her reign,
did, for Herself, Her heirs and successors, give and gránt unto us, the said
John Frederick Bourne and John Bartley, Her espécial license; full power,
sole privilege, and authority, that we, the said John Frederick Bourne and
John Bartley, our executors, administrators, and assigns, and such others as
we, the said John Frederick Bourne and John Bartley, our executors,
administrators, and assigns, should at any time agree with, and no others, from
time to time and at all times during the term of years therein expressed
should and lawfully might make, isc, exercise, and vend, within England and'
Wales, and the Town of Berwick-upon-Tweed, our Invention of "CERTAIN
IMPROVEMENTS IN THE CONSTRUCTION OF WHEELS TO BE USED UPON RAILWAYS AND
OTHER ROADS; AND WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO THE CONSTRUC-
TION OF WHEELS IN GENERAL;" in which said Letters Patent is contained a

page_text: proviso, that we, the said John Frederick Bourne and John Bartley, shall
cause a particular description of the nature of the said Invention, and in what
manner the same is to be performed, to be enrolled in Her Majesty's High
Court of Chancery within six calendar months next and immediately after
the date of the said in part recited 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, we, the said
John Frederick Bourne and John Bartley, do hereby declare that the nature
of the said Invention, and the manner in which the same is to be performed,
are particularly described and ascertained in and by the Drawings hereto
annexed, and the following explanation thereof, that is to say:―
Our improvements in the construction of wheels to be used upon railways
and other roads, and which improvements are also applicable to wheels in
general, consists, firstly, in the peculiar method of preparing and putting
together the ordinary parts of such wheels, as the felloe, spokes, or naves;
and, secondly, in the application of certain machinery or apparatus for the
purpose of bending the tyre, hoop, or rim of locomotive engine, or other
wheels to be employed upon railways, or of any other wheels where loose or
separate tyres are used.
In order that these improvements may be more particularly explained, we
have attached to these Presents two Sheets of Drawings, and marked the
same with figures and letters of reference in correspondence with, the following
details.
We will firstly describe our improvements as suitable to that description of
wheels which are to be employed upon railways, and to be composed entirely
of wrought iron, and illustrated in Sheet, 1 of the Drawings. We first form
the nave of the wheel by taking two straight pieces of bar iron of about
three inches square, and when heated bend each of them into a ring of the
size of the intended nave, as in Figure 1, at a; or the nave may be formed
by taking a solid mold from the forge, and cutting or forging it to the
required form; we then take twenty-four pieces, (more or less according to the
number of arms of the intended wheel,) of flat bar iron of about three inches
by one and a quarter inches, each of them half the length of the intended arm
or spoke, with sufficient allowance for welding, and having formed a head to
each of them, as in b, Figure 1, we "jump" or weld six (more or less) of them
on to each ring or semi-nave, in such a manner that the longest section of the
arm (namely, three inches,) shall stand in the direction of the running course
of the wheel, having the edge of the arm towards the front of the engine, and

page_text: the flat surface to the side, as in Figure 2, a, a, a. The remaining twelve pieces
(more or less) or semi-arms are next to be welded on to twelve pieces (more
or less) of flat bar iron, say, five and a quarter inches by one and a quarter
inch, and of the length of one-twelfth part of the circumference of the
periphery or rim of the wheel, as at c, c, in Figure 1, and during this process
of welding the arm is placed into and the segment of the felloe on to a block,
and hammered thereupon, which will give the segment the proper curve to
form the periphery of the wheel, as commonly practised; six, or one half of the
number of the semi-arms thus formed upon the felloes, and the semi-arms also
formed upon each ring or semi-nave, are then to be welded together at the
joints b, b, b, in Figure 2, and will thus present the forms as represented in
Figures 3 and 4; all the arms or spokes in Figure 3 being set or "dished "
one way, and all the arms in Figure 4 being set or dished the reverse way, as
shewn in the detached sectional Figure 5; the portion of the wheel Figure 3 is
then taken and laid upon the portion of the wheel Figure 4, in such a manner
that all the segments c, c, c, shall form an entire rim or felloc, and all the
arms or spokes d, d, d, in Figure 3 exactly intersect the spaces between
the arms d, d, d, in Figure 4, thus presenting an entire wheel, as shown
in the front view, Figure 6, and in section in Figure 7; small angular pieces
are then to be cut out of the points of contact of the segments forming the
felloe, and corresponding V-pieces are to be welded in their place, as at e, e, e,
in Figure 8, in the usual manner, in order to ensure a good welding, and thus
form a solid felloe. The wheel will now be found entire and of solid wrought
iron, as well as possessing considerable strength and durability, having the
peculiar advantage of having each alternate arm dished in opposite directions,
in order to resist any lateral pressure, and also having all the arms placed
edgewise to the line of motion, so that when the wheel is revolving the
smallest portion or narrowest edge shall be presented to the resistance of the
atmosphere. Moreover, if power be applied from the axle to the periphery
of the wheel, it will proceed through the arms or bars of iron placed in the
best position to communicate that power without yielding, namely, with their
longest section opposed to it. The wheel in the state just described is now
fit for the lathe, in order to have the felloe turned to the proper cone and
flanch, or to receive an ordinary outside hoop or tyre, which is to be shrunk
or contracted, and rivetted on in the usual manner. The complete or finished
wheel is shewn in front view at Figure 9, and an edge view at Figure 10;
although we consider the above described wheel as the best calculated for:
locomotive engine wheels, particularly the "driving wheels,"" yet we would not
confine ourselves to flat arms for such purposes, as they may be of round bar

page_text: iron, as in Figure 11, or of any other suitable form, but put together in the
manner above described.
Another description of wrought iron wheel, of a cheaper construction, and
more suitable for waggons or carriages, we construct by first preparing a
straight bar (either flat upon its surface, or made with a flanch, as upon
railway tyres,) of the full length of the periphery or felloe of the intended
wheel, and "jumping up" or welding one half of every spoke or arm at equal
distances apart from the straight bar or tyre, as seen in Figure 11*,
the bar is bent either in the ordinary way or by a process hereafter to
bé described, in order to form the felloe of the wheel and assumes the form
of Figure 12; every alternate semi-spoke is then set or ",
dished "one way,
and every other one is "dished" in the reverse direction. The cross, Figure
13, consisting of one ring forming the semi-nave, and a portion or half the
number of spokes welded thereto, is then placed in the position represented by
dotted lines in Figure 12, and welded to the other half of the corresponding
semi-spokes at a, a, a, a, so that the eye c in Figure 13 shall be exactly in the
centre of the wheel; another semi-nave exactly similar to Fig. 13 is then to bo
placed above this, and its semi-spokes placed to correspond with the remaining
semi-spokes on the felloe, and these must also be welded together at b, b, b, b,
the opening in the felloe or tyre is then shut and welded and the wheel
complete, as represented in Figure 14.
A good waggon or carriage wheel may also be made upon the same plan
as the one last described, by having the arms welded upon the tyre bar in
their whole length, and bending the tyre bar to form the felloe, thus bringing
all their ends towards the centre, where they may have a nave cast around
them.
Another improved construction of wrought-iron wheel with a cast iron
nave is represented in Figure 15; this wheel is constructed by taking a
straight bar (or segments if preferred) with or without a flanch, according
to the wheel required, and of the same length as the periphery or circum-
ference of the wheel; holes are then to be punched at equal distances
apart, and of corresponding number with the number of spokes required,
and the holes countersunk, so that they taper towards the centre of the
wheel arms, rounded at the ends to fit the holes in the tyre, and having
a collar or shoulder at the distance of half an inch or more from the same
end, and flattened and punched at the other end, are to be prepared, and
the rounded end heated, which is then to be put into the hole made in the
tyre, and rivetted therein, as shewn in Figure 16, and each alternate arm set
or "dished" in opposite directions, as shewn in the sectional Figure 17; a cast:

page_text: iron nave is then to be cast in the centre, embracing and fastening all the other
ends of the arms, when it may either be finished with a plain rim, or be pro-
vided with an outer tyre. Figures 18 and 19 represent two descriptions of
spokes adapted to this wheel, Figure 18 being round arms, and Figure 19 flat
or square. It will also be evident that wheels of a simpler construction and
to be employed for lighter purposes may be made upon the foregoing
principles, but with only one set of arms instead of a double set, and all
"dished" or set in the same direction, or if it should be preferred the spokes
may be set perpendicularly.
ம்
The second feature of our improvements is shewn in Sheet 2 of the
Drawings, and consists in the application of certain mechanism or apparatus
for the purpose of bending the tyre iron or bars by mechanical power instead
of the usual method of bending them by manual labour. Figure 1 represents
a side elevation of a machine to be used for this purpose; and Figure 2 a
plan or horizontal view of the same as seen from above. The framing of the
machine is shewn at a, a, a, a, carrying the shafts b, b, and c.; the shafts b, b,
are mounted in pedestals in the frame, and the shaft c is supported by adjus-
table bearings sliding' in mortices in the frame a, a. Upon the upper ends of
the shafts b, b, are two rollers d, 'd, having grooves turned in their peripheries
corresponding with the flanch upon the tyre bar, and upon the upper end of
the shaft c is mounted a plain roller e, to form the flat under surface of the
hoop or tyre. In rolling the hoop or tyre we first cut the bar to the required
length, and heat it in a stove or furnace to a red heat, and after having bent
it slightly edgewise on a block sufficiently to allow for the difference in
thickness between the flanched edge and the other, we pass it between the
rollers d, d, and e, as shewn in the Drawings. The rollers are then turned by
means of a driving strap passed around the fast pulley f, upon the main shaft g.
which actuates the bevilled wheels h, h, and spur wheels i, i, keyed upon the
shafts b, b, carrying the rollers. The diameter of the circle or the size to
which the tyre iron is to rolled or bent is determined by the regulating screws
k, k, which cause the roller e to approach or recede from the rollers d, d, and
consequently to vary the curve thus given to the tyre bar. 1, 1, 1, 1, is a light
platform of rollers for the purpose of supporting the tyre iron while it is in its
heated state and under the process of bending. The detached Figure 3
represents the necessary alteration required to be made in the roller e, when
the machine is to be used for bending a tyre iron which has arms or semi-
arms welded to it, as in Figure 11*, Sheet 2, when it will be evident that the
roller e must have a groove or recess m formed in it to allow the arms or
semi-arms to pass.

page_text: Having now described each particular of our Invention, and the manner in
which the same is to be performed, we desire it to be understood that we
claim as our Invention,-
Firstly, the manner in which such wheels are constructed or put together,
as are represented in the various Figures in Sheet 1 of the Drawings, and
above described.
And, secondly, in the application of such or similar apparatus, as represented
in Sheet 2 of the Drawings, for the purpose of bending tyre bars or hoops to
be attached to locomotive engine wheels, and all other wheels where loose or
separate tyres are applied.
In witness whereof, we, the said John Frederick Bourne and John
Bartley, have hereunto set our hands and seals the Fourth day of
March, One thousand eight hundred and thirty-nine.
JOHN FREDERICK (L.S.) BOURNE.
(L.s.) BARTLEY, JUN'.
JOHN
AND BE IT REMEMBERED, that on the Fourth day of March, in the
Second year of the reign of Her Majesty Queen Victoria, the said John Frede-
rick Bourne and John Bartley, junior, came before our said Lady the Queen
in Her Chancery and acknowledged the instrument aforesaid, and all and every
thing therein contained and specified, in form above written. And also the
instrument aforesaid was stamped according to the tenor of the Statute made in
the fifty-fifth year of the reign of His late Majesty King George the Third.
Inrolled the Sixth day of March, One thousand eight hundred and
thirty-nine.

page_text: .
In the Matter of a Patent granted to JOHN FREDERICK BOURNE, of
Manchester, in the County of Lancaster, Engineer, and JOHN
BARTLEY, junior, of the same Place, Engineer, for an Invention of
"CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEELS TO BE USED.
UPON RAILWAYS AND OTHER ROADS, AND WHICH IMPROVEMENTS ARE ALSO
APPLICABLE TO THE CONSTRUCTION OF WHEELS IN GENERAL," bearing
date at Westminster the Sixth day of September, One thousand
cight hundred and thirty-eight, of which Invention a Specification
was enrolled in the High Court of Chancery, on the Sixth day of
March, One thousand eight hundred and thirty-nine, and which
said Letters Patent and all interest therein have been duly assigned
to HENRY SMITH and THOMAS WILLEY, both of Liverpool, in the
County of Lancaster, Engineers, and Copartners.
SCLAIMER AND MEMORANDUM OF ALTERATION proposed to be
entered by the said Henry Smith and Thomas Willey, as such assignees of
the said Letters Patent as aforesaid, with the Clerk of the Patents of"
England, pursuant to an Act of Parliament passed in the fifth and sixth
years of the reign of His late Majesty King William the Fourth, intituled
"An Act to amend the law touching Letters Patent for Inventions," and
to an Act of Parliament passed in the seventh and eighth years of the reign
of Her present Majesty Queen Victoria, intituled "An Act for amending
an Act passed in the Fourth Year of the Reign of His late Majesty,
intituled, An Act for the better Administration of Justice in His Majesty's
Privy Council, and to extend its Jurisdiction and Powers."
n the working out of the said Invention so described in the said Specifi-
on it has not been found that the means of making wheels described in
pect to Figures 15, 16, 17, 18, and 19, of the Drawing are useful, for
ch reason we wish to disclaim, and we do hereby disclaim, all those parts of
Specification which describe and claim the making of wheels according to
means described in respect to Figures 15, 16, 17, 18, and 19, of the
awing; and we have been advised that the validity of the Patent is rendered
ertain by reason of the Specification not describing how the tyre of bars of

page_text: other wheels than railway wheels with flanches are to be made or bent
according to the second part of the Invention, although the Patent claims
the bending of other tyre bars, for which reason we wish to disclaim, and
we do hereby disclaim the words "and other Roads, and which Improvements
are applicable to the Construction of Wheels in general" from the title of the
Patent; and for the same reason we do wish to disclaim, and we do hereby
disclaim, all parts of the Specification which in any way mention or claim the
bending of any tyre for wheels other than flanched tyre for railway wheels; and
in order that the nature of the alterations thus made may be understood, we
have added hereto a copy of the said Specification, with the exception of the
Drawings, where in the parts disclaimed are struck out with red ink [deleted
type] and the other alterations rendered desirable by this Disclaimer are written
in with red ink [ital.]
In witness whereof, we, the said Henry Smith and Thomas Willey have
hereunto set our hands and seals, this Twenty-first day of June, in the
year of our Lord One thousand eight hundred and forty-seven.

page_text: description of the nature of the said Invention, and in what manner the same
is to be performed, to be enrolled in Her Majesty's High Court of Chancery
within six calendar months next and immediately after the date of the said in
part recited 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, we, the said
John Frederick. Bourne and John Bartley, do hereby declare that the nature
of the said Invention, and the manner in which the same is to be performed, "
are particularly described and ascertained in and by the Drawings hereto
annexed, and the following explanation thereof, that is to say:-
Our improvements in the construction of wheels to be used upon railways
and other roads, and which improvements are also applicable to wheels. in
general, consist, firstly, in the peculiar method of preparing and putting
together the ordinary parts of such wheels, as the felloe, spokes, and naves;
and, secondly, in the application of certain machinery or apparatus for the
purpose of bending the tyre, hoop, or rim of locomotive engine or other wheels
having flanches to be employed upon railways, or of any other wheels-where.
loose-or-separate tyres-are-used.
In order that these improvements may be more particularly explained, we
have attached to these Presents two Sheets of Drawings, and marked the
same with figures and letters of reference in correspondence with the following-
details.
We will firstly describe our improvements as suitable to that description
of wheels which are to be employed upon railways, and to be composed
entirely of wrought iron, and illustrated in Sheet I. of the Drawings.
We first form the nave of the wheel, by taking two straight pieces of
bar iron of about three inches square, and when heated, bend each of them
into a ring of the size of the intended nave, as in Figure 1, at a; or the
nave may be formed by taking a solid mold from the forge, and cutting or
forging it to the required form; we then take twenty-four pieces, (more or less,
according to the number of arms of the intended wheel,). of flat bar iron of
about three inches by one and a quarter inches, each of them half the length
of the intended arm or spoke, with sufficient allowance for welding, and
having formed a head to each of them, as in b, Figure I., we "jump" or weld
six (more or less), of them on to each ring or semi-nave, in such a manner that
the longest section of the arm (namely, three inches,) shall stand in the
direction of the running course of the wheel, having the edge of the arm
towards the front of the engine, and the flat surface to the side, as in

page_text: Figure 2, a, a, a. The remaining twelve pieces (more or less) or semi-arms
are next to be welded on to twelve pieces (more or less) of flat bar iron,
say, five and a quarter inches by one and a quarter inch, and of the length of
one-twelfth part of the circumference of the periphery or rim of the wheel, as
at c, c, in Figure 1, and during this process of welding the arm is placed into
and the segment of the felloe on to a block, and bammered thereupon,
which will give the segment the proper curve to form the periphery of
the wheel, as commonly practised; six or one half of the number of the semi-
and thus formed úpon the felloes, and the semi-arms also formed upon
each ring or semi-nave are then to be welded together at the joints b, b, b,
in Figure 2, and will thus present the forms as represented in Figures 3 and 4;
all the arms or spokes in Figure 3 being set or "dished' one way, and
all the arms in Figure 4 being set or dished the reverse way, as shewn in the
detached sectional Figure 5; the portion of the wheel Figure 3 is then taken
and laid upon the portion of the wheel Figure 4 in such a manner that all the
segments c, c, c, shall form an entire rim or felloe, and all the arms or spokes
d, d, d, in Figure 3 exactly intersect the spaces between the arms d, d, d, in
Figure 4, thus presenting an entire wheel, as shewn in the front view, Figure 6,
and in section in Figure 7; small angular pieces are then to be cut out of
the points of contact of the segments forming the felloe, and corresponding
V-pieces are to be welded in their places, as at e, e, e, in Figure 8, in the usual
manner, in order to ensure a good welding, and thus form a solid felloe.
The wheel will now be found entire and of solid wrought iron, as well as
possessing considerable strength and durability, having the peculiar advantage
of having each alternate arm dished in opposite directions in order to resist
any lateral pressure, and also having all the arms placed edgewise to the
line of motion, so that when the wheel is revolving the smallest portion or
narrowest edge shall be presented to the resistance of the atmosphere.
Moreover, if power be applied from the axle to the periphery of the wheel, it
will proceed through the arms or bars of iron placed in the best position to
communicate that power without yielding, namely, with their longest section
opposed to it. The wheel in the state just described is now fit for the lathe,
in order to have the felloe turned to the proper cone and flanch, or to receive
an ordinary outside hoop or tyre with a flanch which is to be shrunk or
contracted and rivetted on in the usual manner. The complete or finished
wheel is shewn in front view at Figure 9, and an edge view at Figure 10;
although we consider the above described wheel as the best calculated
for locomotive engine wheels, particularly the "driving wheels," yet we would

page_text: not confine ourselves to flat arms for such purposes, as they may be of round
bar iron, as in Figure 11, or of any other suitable form put together in
the manner above described.
Another description of wrought-iron wheel of a cheaper construction and
more suitable for waggons or carriages, we construct by first preparing a
straight bar (either flat upon its surface or made with a flanch, as upon railway
tyres,) of the full length of the periphery or felloe of the intended wheel,
and "jumping up" or weld one half of every spoke or arm at equal distances
apart from the straight bar or tyre, as seen in Figure 11*, the bar is bent
either in the ordinary way or by a process hereafter to be described in order to
form the felloe of the wheel and assumes the form of Figure 12; every alter-
nate somi-spoke is then set or "dished" one way, and every other one
is "dished" in the reverse direction. The cross, Figure 13, consisting of one
ring forming the semi-nave, and a portion or half the number of spokes
welded thereto, is then placed in the position represented by dotted lines in
Figure 12, and welded to the other half of the corresponding semi-spokes at
a, a, a, a, so that the eye e in Figure 13 shall be exactly in the centre of the
wheel; another semi-nave exactly similar to Figure 13 is then to be placed
above this, and its semi-spokes placed to correspond with the remaining semi-
spokes on the felloe, and these must also be welded together at b, b, b, b; the
opening in the felloc or tyre is then shut and welded and the wheel complete,
as represented in Figure 14.
A good waggon or carriage wheel may also be made upon the same plan as the
one--last-described, by having the arms welded upon the tyre bar in their whole
length-and-bending the tyre-bar-to-form-the-felloe, thus bringing all their ende
towards-the-centre, where they may have a nave east-around-them.
Another improved construction of wrought iron-wheel with a cast-iron-navo-is.
represented in Figure 15-1 this wheel is constructed by-taking a straight bary-(or
segments, if preferred) with or without-a-flanel, according to the wheel required,
and of the same length as the periphery or circumference of the wheel; holes are
then to-be-punched-at-equal-distunees-apart, and of corresponding number with the
number of spokes-required, and the holes countersunk so that they taper towards
the centre of the wheel arms, rounded at the ends to fit the holes in the tyre, and
having a collar or shoulder at the distance of half-an-inch-or-more-from the same
end, and-flattened and--punched at the other end, are to be prepared-and-the.
rounded-end-heated, which is then to be put into the hole made in the tyre
and rivetted therein, as shewn in Figure-16, and each alternate-arm-set-or-"dished"
in opposite-directions-as-shewn-in-the-sectional-Figure-17-3-0-east-iron-nave-is-then

page_text: arms, when it may either be finished with a plain rim- or be provided with
an-outer tyre. Figures 18 and 19 represent two descriptions-of-spokes-adapted
to this wheel, Figure 18 being round arms, and Figure 19-fat-or-square.
It will
also be evident that wheels of a simpler construction, and to be employed for lighter
purposes, may be made upon the foregoing principles, but with only one-set of arms
instead of a double-set,-and-all-dished-"-or-set-in-the-same direction, or if-it
should be preferred the spokes-may be set perpendionlarly.
The second feature of our improvements is shown in Sheet 2 of the
Drawings, and consists in the application of certain mechanism or apparatus
for the purpose of bending the tyre iron or bars by mechanical power, instead
of the usual method of bending them by manual labour. Figure 1 represents
a side elevation of a machine to be used for this purpose; and Figure 2 a
plan or horizontal view of the same, as seen from above. The framing of the
machine is shewn at a, a, a, a, carrying the shafts b, b, and c; the shafts b, b,
are mounted on pedestals in the frame, and the shaft c is supported by
adjustable bearings sliding in mortices in the frame a, a. Upon the
upper ends of the shafts b, b, are two rollers d, d, having grooves turned
in their peripheries corresponding with the flanch upon the tyre bar; and upon
the upper end of the shaft c is mounted a plain roller e, to form the flat under
surface of the hoop or tyre. In rolling the hoop or tyre we first cut the bar
to the required length and heat it in a stove or furnace to a red heat, and
after having bent it slightly edgewise on a block sufficiently to allow for the
difference in thickness between the flanched edge and the other, we pass it
between the rollers d, d, and e, as shewn in the Drawings. The rollers are
then turned by means of a driving strap passed around the fast pulley f, upon
the main shaft g, which actuates the bevelled wheels h, h, and spur wheels i, i,
keyed upon the shafts b, b, carrying the rollers. The diameter of the circle or
the size to which the tyre iron is to be rolled or bent is determined by
the regulating screws k, k, which cause the roller e to approach or recede from
the rollers d, d, and consequently to vary the curve thus given to the tyre bar.
1, 1, 1, 1, is a light platform of rollers for the purpose of supporting the tyre
iron while it is in its heated state and under the process of bending. The
detached Figure 3 represents the necessary alteration required to be made in
the roller e when the machine is to be used for bending a tyre iron, which has
arms or semi-arms welded to it, as in Figure 11*, Sheet 2, when it will
be evident that the roller e must have a groove or recess m formed in it, to
allow the arms or semi-armis to pass.

page_text: Having now described each particular of our Invention and the manner in
which the same is to be performed, we desire it to be understood that wo
claim as our Invention,-
Firstly, the manner in which such wheels are constructed or put together,
as are represented in the various Figures 1 to 14 inclusive in Sheet 1 of the
Drawings, and above described.
And, secondly, in the application of such or similar apparatus, as represented
in Sheet 2 of the Drawings, for the purpose of bending tyre bars or hoops to
be attached to locomotive engine wheels, and all other wheels where loose or
separate tyres with flanches are applied.
In witness whereof, we, the said John Frederick Bourne and John
Bartley, have hereunto set our hands and seals, the Fourth day of
March, One thousand eight hundred and thirty-nine.
To the Clerk of the Patents of England.
This is to certify that Henry Smith and Thomas Willey, both of Liverpool,
in the County of Lancaster, Engineer, [and Copartners, Assignees of Letters
Patent granted to John Frederick Bourne, of Manchester, in the County of
Lancaster, Engineer, and John Bartley, of the same Place, Engineer, have
applied to me for leave to enter with you the above written Disclaimer and
Memorandum of Alteration of a certain Invention for which Letters Patent
were duly granted to the said John Frederick Bourne and John Bartley
under the Great Seal dated the 6th day of September 1838, and of the
Specification which was duly enrolled on the sixth day of March 1839. And
on considering of the said application I directed them to advertise their said
Disclaimer and Memorandum of Alterations in the London Gazette, Times,
Morning Chronicle, and Liverpool Courier newspapers; and such advertise-
ments having been duly made in the said London Gazette, and the said
Times, Morning Chronicle, and Liverpool Courier newspapers; and no
objection having been made to the said application, I have accordingly
granted leave to the said Henry Smith and Thomas Willey to file their said
Disclaimer and Memorandum of Alteration, pursuant to the Statute passed in
the 5 & 6 year of the reign of His late Majesty, entitled an Act to amend the
Law touching Letters Patent for Inventions.

page_text: AND BE IT REMEMBERED, that on the Twenty-first day of June, in the
eleventh year of the reign of Her Majesty Queen Victoria, the said Henry
Smith and Thomas Willey came before our said Lady the Queen in Her
Chancery, and acknowledged the instrument aforesaid, and all and every
thing therein contained and specified, in form above written. And also
the instrument aforesaid was stamped according to the tenor of the Statute
made in the fifty-fifth year of the reign of His late Majesty King George the
Inrolled the Second day of July, One thousand eight hundred and
forty-seven.