IMPROVEMENTS IN RAILWAYS AND THE CARRIAGES THEREOF
Year: 1864

page_text: LETTERS PATENT to Charles Darwin Tisdale, of the State of Massachusetts,
of the United States of America, for the Invention of "IMPROVEMENTS IN
RAILWAYS AND THE CARRIAGES THEREOF."
Sealed the 22nd July 1864,, and dated the 2nd April 1864.
COMPLETE SPECIFICATION filed by the said Charles Darwin Tisdale at.
the Office of the Commissioners of Patents, with his Petition and
Declaration, on the 2nd April 1864, pursuant to the 9th Section of the
Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, BE IT
KNOWN, that I, CHARLES DARWIN TISDALE, of the State of Massachusetts,
of the United States of America, have made an Invention for "IMPROVE.
KENTS IN RAILWAYS AND THE CARRIAGES THEREOF," and I do hereby declare the
nature of the said Invention, and the manner in which the same is to be
performed, to be fully described in the following Specification, and represented
in the accompanying Drawings, making part thereof.―
The main purpose of my Invention is to enable a railway carriage to be
run on either of two railway tracks of different gauges or widths, and, to be
changed from one to the other as occasion may require.
The nature of my Invention consists as follows, that is to say, in certain
wheel-changing rails and locking mechanism, or their equivalents,in combi-
nation with two tracks of different or unequal gauges, and with the wheels
so applied to the axles of the carriage, or to the carriage, as to enable those

page_text: on one side of the carriage to be moved either toward or away from those on
the other side of the carriage.
And the nature of my Invention further consists in a combination and
arrangement of certain guard rails with the wheel-changing rails, two tracks
of different or unequal gauges,and wheels so applied to the carriage or its
axles as to be movable in manner substantially as specified.
And the nature of my Invention further consists in the combination of a
switch and an extra broad gauge track rail with the wheel-changing rails, and
the two tracks of different or unequal gauges.
And the nature of my Invention further consists in certain peculiar wheel-
locking mechanism to be herein-after described.
And the nature of my Invention further consists in a truck frame, as
composed of two movable frames and a king bolt bar (by which they are
connected) or its equivalent, the same being arranged and applied together
substantially in manner and so as to operate as herein-after described.
And the nature of my Invention further consists in the combination of the
said king bolt bar and separate wheel frames, and means of connecting the
adjacent ends of the said frames for a purpose as herein-after stated.
And the nature of my Invention further consists in the combination of
the said king bolt bar and separate wheel frames with means of fastening
the frames to the bar.
And the nature of my Iuvention further consists in the said king bolt bar
as provided with one or more shoulders at each end of it when the said bar
is combined with two wheel frames applied to it and having wheels as
specified.
And the nature of my Invention further consists in a certain new arrange-
ment and application of two wheels,a sleeve,an axle and stuffing boxes where-
by one wheel can be rotated independently of the other.
And the nature of my Invention further consists ina combination consisting
of two tracks of different or unequal gauges, a longitudinal ascending railand
a lateral descending wheel plane, the same to be arranged in manner and for
the purpose of changing a railway carriage from one track to another when
the two tracks have different gauges.
And the nature of my Invention further consists of an auxiliary track rail,
two tracks of different or unequal gauges,a longitudinal ascending rail, and a
lateral descending wheel plane.
And the nature of my Invention further consists in a combination of a
flange guard rail, two tracks of different or unequal gauges, a longitudinal
ascending rail, and a lateral descending plane.

page_text: Sheets 1,2,and 3 of the Drawings herewith presented represent my Inven-
tion or improvements. Of Sheet 1 of such Drawings, Figure 1, is a.top view
of a carriage, and two tracks of different gauges, having my Invention applied
to them; Figure 2, is a top view of the carriage; Figure 3 a vertical
and longitudinal section of it; Figure 4 is a transverse section taken through
one of the axles and its two wheels; Figure 5 is a horizontal section taken
through the two axles. In the said Figures, A, A, and B, B, are two rail-
ways or tracks of different gauges, one, viz., that marked A, A, being of a gauge
broader or greater than that of the other. One track is arranged in advance
of that of the other, and there is placed between them two lines of changing
rails or what may be termed a "changing track" such being marked C, C,
in Figure 1, each rail, C, leading from one of the rails A to a rail B as shown
in the said Figure. Parallel to each of the rails A, A, and the changing
rail C, in prolongation with it, and inside of them and at the distance of the
thickness of the wheel flange from them is a guard rail D. Furthermore,
a.switch E, E, is arranged in the broad gauge track, and close to the rails
D, D. There is also an extra broad gauge.track rail F arranged parallel
with one of the guard rails D.and extending from the switch down to the
narrow gauge track B. B, as shown in Figure 1. The truck or carriage is
exhibited at.G, it having two axles a, a, and two wheels b, b, to each of them,;
the journals of these axles are to be supported in suitable boxes and are to
revolve freely therein. Each wheel instead of being fastened to the axle
is.attached to a sleeve or tube which encompasses and slides freely on
the axle in the direction of its length, but is prevented by suitable means
from revolving on and independently of the axle. The means may be a
"feather connection," or may consist of a projection d extending from
the axle.and into a notch or recess e made lengthwise in the tube or
sleeve. Furthermore, each tube.or sleeve is constructed with a groove.fr
extending entirely around it and near to its inner end as shown in
Figures 1, 2, aud 4. Between the sleeves of each axle there is a yoke or
frame G2 formed as shown in the Drawings; these yokes with the grooves f
of the sleeves constitute what may be termed the wheel-locking mechanism,
the object of which is not only to maintain the wheels in their proper positions
whether for running on either of the two tracks A, A, B, B, but to permit
them to be adjusted for either by means of the rails C, C, D, D. Each yoke
has two projections 9, g, arranged in its tail part h, as shown in Figure 5.
They are to enter the grooves of the axle and keep the sleeves at such a
distance apart as they will be when the wheels are on the track of narrower
gauge. The head part i of the yoke clasps the axle as shown in Figure 3,

page_text: and has a width which when the head part is directly between the two sleeves
will cause it to keep the wheels in their proper positions for them to run on
the track of broader gauge. Between its head and tail parts h, i, each yoke
is notched on its opposite sides as shown at k, k; the two yokes are linked
together as shown at l, and from the tail part of one of them a rope m extends
toward and around a sheave or wheel n, and from thence around the barrel
o of a hand windlass H, from whence the said rope extends toward and is
fastened to the head part of the other yoke. The windlass Hand the sheaven
are arranged at opposite ends of the truck G.
The operation of the above specified parts or portions of my Invention may
be thus described. If the carriage be supposed to be on the track A, A, and
we wish to transfer it to the track B, B, of narrower gauge, the rails of the
switch being in correspondence with the broader gauge track rails A,A, while
the carriage may be on that part of the track A, A, which has the parallel
rails D, D, between it, the two yokes should be moved so as to bring the
notches k, k, of them directly over their respective axles. Under these
circumstances the sleeves will be free to slide on the axles while the carriage
is passing over the deflecting or change rails C, C, which while the carriage
may be moving on them, gradually force the wheels of each axle to approach
one another until they may reach the proper distance apart for them to travel,
on the track of narrower gauge. As soon as the four wheels may have entered
upon the said track B, B, the yokes are to be moved so as to lock the wheels
at their proper distances asunder. The carriage may be changed from the
track B, B, to the track A, A, of broader gauge, in which case the guide
rails D, D, will operate to press apart the wheels of each axle. In either
change the rails D, D, also operate to maintain the wheels on the rails A, A,
or C, C, while the carriage may be running on such. The purpose of the
switch E, and the auxiliary rail F is to allow carriages adapted to the track
A, A, to be run down to the track A, A, and be hitched or connected with
a carriage or train standing on the latter track.
My improved railway carriage truck to be used on tracks of differentgauges
is represented in Sheet 2 of the Drawings, of which Figure 1 denotes a plan
or top view of it; Figure 2 a side elevation of it; Figure 3, two half sections,
one of which is taken through one of the wheels and its axle, while the other
is taken through the king bolt bar by which the two frames of the carriage
or truck are connected.
The object of this part of my Invention is to enable a railway carriage
provided with it to be adapted to run on either of two or more tracks of
different gauges.

page_text: In the Drawings of the said Sheet 2, C and D are two separate wheel
frames, each of which, as represented, supports two separate axles E, E, each
of which is furnished with one railway wheel F. Each axle has two journals
a, b, which are introduced into boxes c, d, affixed to the frame C or D as shown
in Figures 2 and 3. Through the middles of the two frames C, D, a long bar
G extends, each trame being so adapted to such bar as to be capable of
sliding freely on it in directions longitudinal of the bar, and so as to enable
the wheels of one frame to be brought either nearer to or further from those
of the other, those of one frame always retaining their parallelism to those of
the other. The king bolt or pin on which the truck swivels horizontally is
to pass down through the central part of the bar G, the carriage body from
which the king bolt may proceed resting on friction rollers H, H, arranged
on the wheel frames C, D, as shown in the Drawings. The bar G may be
composed of a stick of timber, and a metallic tube encompassing it, or it may
be of either material, and if desirable may have a series of holes made
horizontally and laterally through it on each half of it, there being a corre-
sponding hole in each of those parts of the frames C, D, which encompass
the bar. Under such circumstances a bolt may be run through each of the
frames and the bar that is through the holes thereof, and thus confine the
frame to the bar. The arrangement of the bolt holes should be such as to
enable the wheels of the two frames C, D, to be fixed at their proper distances
asunder for tracks of two or more different gauges, in order that the carriage
may be adapted to run on any one of such tracks. In the Drawings the bolts
are shown at .I, I; and their holes at K, K. The bar G may also have a
shoulder e, at each end (as seen in the Drawings), such being to arrest the
outward movement of each of the frames C, D, on the bar. It will be evident
that instead of the said bar G, or as a mechanical equivalent therefor a
frame or platform to reston, the two wheel frames may be employed, it being
so adapted to the said wheel frames, as to admit of their being slid under-
neath it, and either toward or away from one another, such substitute for the
bar serving as a bridge to support the body of the carriage. In order to
protect the bar G from the effect of lateral strain on either of the frames C, D,
when such strain may be produced by the shock of the wheel flange or flanges
against the track rail I apply to the two frames C, D, and at each two of their
next adjacent ends, a latch bar L, or its mechanical equivalent, the said bar
being held to one frame by a pin f, on which it may turn horizontally. The
other frame is provided with a similar pin or projection g on which the bar
may lock by one of a series of notches h, h, made in the bar. By means of the
latch bars and their pins the lateral strain induced by the blow of a wheel,

page_text: when moved horizontally against a rail, will be borne by both of the wheel
frames without detriment to their bar G.
Figure 4, of Sheet 2, exhibits my new arrangement and application of two
wheels, a sleeve, an axle, and stuffing boxes whereby one wheel can be rotated
independently of the other. When two wheels and an axle are applied.
together, as herein-after described, either of the wheels can revolve indepen-
dently of the other, so that when moving on a curve of the railway track, the
wheel which may be on the outer or longer rail of the track may revolve
without producing any slipping of the other wheel. I am aware that this
effect is not new, or in other words, that wheels and axles have been so made
and applied together as to produce such a result when in use; but under
such circumstances I believe the axle has been constructed in two distinct
parts each being affixed to a wheel so as to revolve with it.
My Invention or improvement differs essentially therefrom as in it the
main axle is in one entire piece, and has a journal arranged at each of its
extremities. This axle goes through both wheels, and is fastened to one of
them, only the other wheel being fixed to a tubular sleeve which encompasses
the axle and extends from one wheel to the other; each wheel is provided
with a stuffing box, one of which is arranged on the inner side of one wheel,
while that of the other wheel is arranged on its outer side. Furthermore,
the axle has a shoulder or collar to run in the last-mentioned stuffing box,
the said shoulder or collar being fast to the axle; the object of the two
stuffing boxes and the shoulder or collar is to prevent the waste of oil from
the sleeve, which oil may be put therein through an aperture made laterally
into the sleeve and being provided with a screw or plug for closing it as
circumstances may require.
In Sheet 2, Figure 4, A and B are the two wheels; C, the axle, of which a, a,
are the journals, and b, the shoulder or fixed collar; Dis the sleeve, and E, E,
are the stuffing boxes, c being the aunular cap of one, and d that of the other,
the whole being arranged as shown in the said Drawing, and as herein-before
described. By having the single axle running through both wheels, and a
sleeve extending from one to the other of them, there is not that danger of
breakage of the axle as is the case when the axle is made in two 'parts, and
provided with a sleeve to extend over, but part of the distance between the
:two wheels.
Others of my improvements are exhibited in Sheet 3 of the Drawings,
and may be thus described, the object of these latter improvements being to
enable a railway carriage to be changed from one track to another of a
different gauge. Of the said Sheet 3; Figure 1 is a top view of the improve-

page_text: ments as applied to two railways tracks of different gauges. Figure 2 is a
longitudinal section, and Figure 3 a transverse section of the same.
The railway carriages which are to be employed with the Invention, as
exhibited in the said Sheet 3, are such as herein-before described, that is to
say, such as have mechanical means by which all the wheels on one side of
the carriage may be moved either way from or toward those of the other
side of it.
""
.
In the accompanying Drawings, A and B may be supposed to denote the
two rails of a railway or track, while B and C may be supposed to indicate
those of a railway or track of broader gauge. The two rails B and B¹ are
in line with each other, and terminate at the point d, they thus making one
continuous rail. The rail C terminates at a point f, or may be continued
some distance beyond it, as shown at C¹, the said point of being at one end
of the lateral descending wheel plane E, which is arranged alongside of the
rail C, and between it and the rail B¹ extends inward beyond the line
of the rail A, and inclines upward transversely, and with respect to
the rail C, as shown in Figure 3. The rail A has an inclined plane or
continuation of it extend in line from it up to the upper surface of the
descending wheel plane E, the same being as shown at A³ in Figure 2.
From the said upper surface, and in line with the rail A², another rail A'
may be extended parallel to the track rail B¹; the two rails A1 and C¹
are auxiliary to the principal part of or my main Invention, and are useful
to support cars when run by or beyond the plane E. A wheel flange guard
rail D is arranged parallel to the plane E and the rails B, B', the same being
for the purpose of preventing the wheels of the truck from slipping off the
rail B', during the process of changing the wheels from the narrow to the
broad guage track, that is, from the track A, B, to the track B', C. By
running the carriage from the track A, B, so that the flanges of the wheels
of one side of such carriage may rest on the plane E, while the treads of
the other wheels or those of the opposite side may be
on the rail B','
moved apart so
the carriage will be in a situation to have its wheels
as to be capable of working on the track (B, C,) of broader gauge.
While the wheels are in the act of being moved apart those resting on the
plane E will descend the said plane laterally until their treads are brought
directly over and on the rail C, which having taken place, the carriage will
be on and be arranged for working on the track of broader gauge. When
my Invention is used for transferring a railway carriage from one track to
another of a narrower gauge, the plane E may if desirable slope inward
from the outer rail as shown in Figure 4 of Sheet 3, in which case the

page_text: gravitating power of the weight of the carriage will assist in causing the
wheels to descend the plane E.
Having thus described my improvements having reference to railways,
and carriages therefor, what I claim as my Invention is as follows, that is
to say, of the mechanism represented in Sheet 1.
I claim the combination of the wheel changing rails C, C, and the locking
mechanism thereof,. or their equivalents with two tracks (A, A, B, B,), of
different or unequal gauges, and with the wheels, so, applied to the carriage
or its axles, as to enable those on one side of the carriage to be moved either
toward or away from those on the opposite side of the carriage, the whole
being substantially as specified.
I also claim the combination and arrangement of the guard rails (D, D,)
with the wheel-changing rails (C, C,) two tracks (A, A, B, B.) of different
or unequal gauges, and wheels, so, applied to their carriage or its axles as to
enable those on one side of the carriage to be, moved either toward or away
from those on the opposite side of the carriage.
I also claim, the combination of the switch (E, E,), and the extra, broad
gauge track rail (F,) with the wheel-changing rails (C, C,) and the two track
rails (A, A, B, B,) of different or unequal gauges.
I also claim the peculiar wheel-locking mechanism, the same consisting
of the two yokes (G, G.) and the wheel tubes made and applied to the axles
substantially in manner and so as to operate therewith as herein before
specified.
And of the mechanism represented in Sheet 2 of the Drawings I claim the
combination of the two separate wheel frames (C, D),) and the king bolt bar
(G), or its mechanical equivalent, the same being applied together, and to
the wheels substantially in manner and so as to operate as and for the.
purpose herein-before specified.
I also claim the combination of the said separate wheel frames (C, D,) and
their king bolt bar (G) with means substantially as described, (viz., the
latch bars (L) and their pins f, g,) for connecting and disconnecting each
two adjacent ends of the said wheel frames, the purpose of connecting them
being as herein-before stated.
I also claim the combination of the wheel frames (C,D,) and their bar (G)
with the bolts (I, I,) and their holes (K, K, or mechanical equivalents)
applied to the said frames and bar, the same being for the purpose of so fixing
the frames to the bar as to preserve the wheels in their true positions with
respect to the railway track.
I also claim the bar Gas provided with one or more shoulders (e), at each

page_text: end when the said bar is combined with two wheel frames (C, D,) applied to
it and supporting the wheel axles, substantially in manner as herein-before
explained.
I also claim the arrangement and application of two wheels, a sleeve, an
axle, and stuffing boxes as represented in Figure 4, Sheet 2, whereby one
wheel can be rotated independently of the other.
And of the mechanism represented in Sheet 3 of the Drawings, I claim
the combination consisting of two tracks (A, B, B, C) of different or unequal
gauges, the longitudinal ascending rail A³, and the lateral descending wheel
plane (E), the whole being arranged and so as to operate as specified.
I also claim the combination of an auxiliary track rail (A' or C¹), two tracks
of different or unequal gauges, a longitudinal ascending rail, and a lateral
descending wheel plane.
I also claim the combination of flange guard rail (D), with the two tracks
(A, B, B, C,) of different or unequal gauges, the longitudinal ascending rail
(A) and the lateral descending plane E, the whole being substantially as
described.
In witness whereof, I have hereunto set my hand and seal, this Second