AN IMPROVEMENT OR IMPROVEMENTS IN RAILWAY WHEELS
Year: 1849

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
COOPE HADDAN, of No. 29, Bloomsbury Square, in the County of Middlesex,.
Civil. Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters.
Patent under the Great Seal of the United Kingdom of Great Britain and
Ireland, bearing date at Westminster, the Fifth day of January, in the twelfth.
year of Her reign, did give and grant unto me, the said John Coope Haddan,.
my cñors, adiñiors, and assigns, Her especial licence, full power, sole privilege
and authority, that I, the said John Coope Haddan, my exors, adñiors, and,
assigns, or such others as I, the said John Coope Haddan, my exors, adññiors,
or assigns, should at any time agree with, and no others, from time to time
and at all times thereafter during the term of years therein expressed, should
and lawfully might make, use, exercise, and vend my Invention of "AN
IMPROVEMENT OR IMPROVEMENTS IN RAILWAY WHEELS;" within that part of Her
Majesty's United Kingdom of Great Britain and Ireland called England,
Her Dominion of Wales, and Town of Berwick-upon-Tweed, and in the
Islands of Jersey, Guernsey, Alderney, Sark, and Man, and also in all Her
said Majesty's Colonies and Plantations abroad; in which said Letters Patent
there is contained a proviso requiring that I, the said John Coope Haddan,
should particularly describe and ascertain 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, and cause the same to be enrolled in Her said
Majesty's High Court of Chancery within six calendar months next and,

page_text: immediately after the date of the said in part recited Letters Patent, as,
.reference being thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the
said John Coope Haddan, do hereby declare that the nature of my said
Invention, and the manner in which the same is to be performed, arc
particularly described and ascertained in and by this present Specification,
reference being had to the three several Sheets of Drawings hereunto annexed,
and forming part hereof, that is to say:-
My Invention consists,―
Firstly, in forming the middle of the nave, or the middle of the nave and
part of the spokes, or the middle of the nave and the spokes, and the rim or
felloe of wheels, of bars of wrought iron, by so bending or shaping the ends
intended to be nearest the centre, that when placed together the said bended
or shaped ends may lap or overlay each other, and form the middle portion of
the nave, and the other portions may form parts of the spokes or the spokes
and inner rim or felloe for supporting the tyre.
Secondly, in a mode of constructing railway wheels with tyres so formed as
to enable a wheel intended to run upon an edge rail to be used upon a tram
rail, by applying an outer ring or tyre fitted partly against the tread and upon
the flanch of an ordinary tyre.
Thirdly, in forming the treads or working surfaces of the tyres of railway
wheels of such form that in use they may bear upon the middle line and
the flanch against the edge of the rail, or nearly so, and not against the
hollow existing between the flange and the tread, by making the tyre of less
diameter at the part immediately next the flanch than at that part which is
intended to work upon the middle of the surface of the rail.
And, in order to explain my Invention as completely as possible, I will now
proceed particularly to describe the methods which I consider best adapted for
carrying each division thereof respectively into practical operation.
With regard to the first division of my Invention, my first object is to pre-
pare the bars which are to form the nave or nave and other portions required
to be formed from such bars. I will illustrate this by a description of the
method of preparing bars intended for forming the nave, spokes, and rim or
felloe of wheels having L shaped spokes, and of three feet in diameter. For
this purpose I take bars of iron and cut them into lengths a little longer than
is necessary to form the required portions of nave, spoke, and rim, or felloe,
as represented at Figures 1 and 2 (in Sheet No. 1 of the Drawings), which are
two corresponding views of such a bar. Each bar I then heat at rather more
than six inches from one and thereof; that is to say, I heat it the most at this

page_text: part (as denoted by the red line in the said Figures), but I also heat it over
about six inches in each direction therefrom. By "jumping" the bar on
an anvil, or by hammering on one end, I then somewhat shorten its length,
but increase it in its transverse directions at the part which has been heated,
both as regards width and thickness, as shewn by the corresponding views,
Figures 3 and 4, which represent the bar after having been subjected to this
operation (the object of which is to allow for the waste occasioned by subsc-
quently heating this part of the bar to a welding heat). And further, I make
the said end of the bar of an uniform degree of taper or gradual diminution in
thickness by forcing it, before it becomes cold, into a block a, having a forked
recess or groove of corresponding taper, as represented in the corresponding
views, Figures 5 and 6, the latter Figure shewing the said block in section.
In the same Figure a wedge 6 is also shewn, being for the purpose of forcing
the bar out of the block a, in order to remove it therefrom. But before doing
so I mark the bar at the part corresponding with the position denoted by the
red line in Figures 5 and 6, in order that each bar may be at the mark of a
similar thickness. And from this mark I measure the same distance (about
six inches) towards the noarer end of each bar, and cut off the superfluous
metal at this distance. From the newly formed or "nave." end of each bar,
I.then measure the required distance, and cut off the superfluous metal at the
other or outer end, whereby each bar will be of the same length, and the same
amount of increased thickness will be given in a corresponding position on each
at the former or "nave" end thereof. I next prepare the outer end of each
bar into suitable form for the subsequent process of welding it as required.
This form may be as shewn at c in either of the Figures 7, 8, or 9, or other-
wise if preferred. And I effect this object by placing the bar in a frame or
apparatus (d, e, f.) (see Figures 10, 11, and 12,) the outer end of the bar
being heated and hammered upon whilst hot, and the part e of apparatus
(d, e, f,) against which the said outer end of the bar comes, being so
shaped as to give the required form thereto. Figures 10 and 11 are
corresponding elevations, and Figure 12 a plan of the apparatus referred to.
The part f is suitably shaped to receive the "nave" end of the bar, which
rests firmly on the bottom of the said part, as shewn.
these Figures represented as having the end c hammered into the required
I next bend the
form, its previous form being denoted by dotted lines.
"nave." end of the bar into such shape that it will lap round the corre
sponding portion of the bar next and against which it is subsequently to be
placed. This I effect in manner following, and as represented in Figure 13,
which is a plan view of a table and apparatus for the purpose of shewing a
bar as having been operated upon. h is the table, with a fixed block i thereon,
The bar is in

page_text: having one edge or portion thereof of a form corresponding with that required
to be given to the "nave" end of the bar. k, a sliding or moveable block,
likewise of corresponding form. 1, a stationary block, but likewise removeable
at pleasure. m, a wedge for forcing forward the block k. The mode of using
the table and apparatus is as follows:-The parts k, l, m, are to be removed
in.order that the bar to be operated upon may be placed on the table. The
said bar being heated at its "nave" end is then to have the extremity of such
heated part placed in the recess i* formed in the block i, and the bar is to
be gradually bent against and so as to take the form of the edge of the said
block, which effect is to be completed by the insertion of the blocks 7 and
kin their respective positions, and the action of the wedge m, which is to be
driven between them. The bar may be released on withdrawing the wedge.
The only remaining part of the process of preparing the bars which are to form
the "nave," spokes, and rim or felloe, is to bend them (after having been
treated as above described) into the general form required, namely, that of
the letter "L," that is to say, having one principal bend or angle. This I
effect by means of a table and apparatus somewhat similar to those lastly above
described. Figure 14 is a plan view of the table and apparatus referred to.
Figure 15 a vertical section taken through the line Z, Z, in Figure 14, and
viewed in the direction denoted by the arrow Y in that Figure. Figures 16
and 17 are corresponding detached elevations of one of the blocks 1, the former
Figure shewing also a portion of the table ḥ. In the four last-mentioned
Figures the parts corresponding with those already described, with regard to
the Figure 13, are marked with letters or characters similar to those employed
in that Figure; and for this reason I deem it unnecessary further to describe
this table or apparatus, or the mode of using the same, especially as the same
method of bending spokes is already well known and commonly practised by
wheel manufacturers; I would, however, remark, that the process of bending
by this machine.is to be commenced at the "nave" end of the spoke. And
I would further remark, that a modification of this machine may be used,
making the parts k, k, and one of the parts in one with the table, either cast
thereon or fixed thereto, and the other part ¹ moveable. In this case. the
parts will be altered as denoted by the red lines in the Figure 14, and the bar
to be operated upon is to be bent somewhat roughly into the shape required
before being subjected to the operation. The bars or spokes having been
prepared in manner as above described, or by rolling, and then bending into
the form required, the next operation is to arrange and unite together a
number of these to form the frame of a wheel.
In Sheet, No. 2 of the Drawings, Figure 18. is an edge, view of a. complete
spoke, intended for an L spoke wheel, the inner or "nave" end of the said

page_text: spoke being marked A. In making an L spoke wheel I take a number of
such spokes (the angles of the bends thereof having been determined
according to the number of the spokes required, I prefer ten), and dispose
the inner ends (A) to form a nave in the manner represented in the Figures
19 and 20, which are a side elevation (with certain parts removed) and
transverse section respectively of such a wheel. The ends A of the spokes are
to be heated, and all welded together at the centre as far as possible, and to
the cheek pieces in the usual manner, so as to form the nave complete. The
outer ends of the spokes are then to be welded up to the angular bends of
their respective adjoining spokes, in order to form the inner rim or felloe
of the wheel, either in the manner shewn by the Figure 19 or in any other
convenient manner. The inner rim or felloe is then to be turned even, and
the tyro shrunk on, and the wheel completed in the ordinary manner. In the
two last-mentioned Figures the middle portion of the nave is marked A, the
spokes B, the cheek pieces C, the felloe D, and the tyre E. Although I
consider that the requisite strength of the nave will result principally from
good welds of the spokes to the cheek pieces, yet I prefer that the welding of
the inner ends of the spokes to each other should be as perfect as is practicable,
and the way in which I propose to effect this is as follows: to have a ring or
circular hoop F; with notches or grooves radially disposed thereon, corresponding
in number and position with the required number and position of the spokes.
This ring is to be of such diameter that it may be as near to the nave as will
allow. of tapering blocks or wedges to be placed between the spokes, which
blocks or wedges are to be made to press the lapped ends of the spokes upon
and against each other, whilst the spokes are held by a temporary band
shrunk around the rim, or by a band in one, two, or more parts, which may
be caused to produce the same effect by screwing together. The object of this
ring or circular hoopf is to keep the spokes in their proper relative positions
during the welding, and the said ring or hoop is to be applied on either side
of the wheel, and to be furnished with hooks G and wedges H, as shewn (in
Figure 21 is a detached per-
Figure 19), for fastening it to the next spoke.
spective view of one of the hooks G. Figures 22 and 23 are views in elevation,
taken respectively through the lines X, X, and W, W, in Figure 19.
It
Another feature in the construction of this wheel remains to be noticed.
will be observed, on reference to the Figure 19, that after the nave is bored to
receive the axle, certain spaces or grooves are left between the inner extremities
of the several spokes, the advantage obtained, or intended to be obtained, being
that the compact fitting of the axle to the nave may not destroy or injure the
arrangement of the inner ends of the spokes; but, that if there should be any

page_text: tendency to produce this effect, the spaces or grooves will allow the part so
acting to be forced into them. The solid cheek pieces are however intended
to take the greater portion of the strain, and if preferred the whole of the
strain may be thrown on to them by boring out the spoke portion of the nave
to a larger diameter than the cheek piece portion. The Figures 24. and. 25
represent a side elevation (with certain parts removed), and a transverse
section respectively of a wheel similar to the wheel lastly above described,
except in these particulars, namely, that the spokes are formed with projections
or snugs for the purpose of. giving them a better bearing against each other,
and the inner ends which form the middle portion of the nave are bent in the
contrary direction to that represented in the former Figures; the object intended
being to shew that either plan may be pursued; some of the projections or snugs
(marked K) are shewn as they appear on the spokes. previous to their being
welded together, and the others (K*) are shewn as set down, as they are
intended to be in the finished wheel. These projections or snugs are to be
formed on the spokes (by rolling or forging), as shewn in the Figures 26
and 27, being edge and face views respectively of a bar so rolled. Figure 28
shews an edge view of the bar bent into the required form of spoke. The
Figure 29 represents a side elevation of a portion of a wheel having a nave,
the frame of which is formed of bars bent and lapped over each other as
before described to form a nave, and the other portion of which bars, instead
of forming spokes and inner rim or felloe, form only about two thirds of the
spokes, to which are welded the heads of ordinary. T-headed spokes. In
constructing this wheel I weld the said bars to the said T heads before welding.
up the nave, but I weld up the rim or felloe afterwards in the ordinary manner.
The Figure 30 represents a modification in the construction of the nave,
which may be applied to any of the general forms of wheels herein-before
described. In consists simply in disposing the spoke portions of the bars
tangentially with regard to the nave instead of radially; but I consider that
the radial disposition will generally be preferred. The Figure 31 shews a
different plan of welding up the inner rim or felloe. This plan may be
adopted instead of the plans shewn in Figures 19 and 24. The Figure 32
represents a side elevation of a portion of a wheel, constructed with double L
spokes, as in wheels known as Losh's and Haddan's, both the ends of the
several spokes being bent and arranged in a similar manner to that described
with reference to single L spoke wheels, but modified to suit the number of
the spokes. The Figure 33, in Sheet No. 3, shews a detached view of one of
sucb double L spokes, and both the last-mentioned Figures exhibit tho spokes
as constructed with projections or snugs; but they may be constructed without:

page_text: them as in Figure 19 if preferred. It is important in the construction of wheels
having double L spokes, that the bars of which the spokes are formed should
be of exactly the proper length for the purpose; and, since in the process of
rolling the bars there is frequently considerable inequality in the length of bars
rolled from the same quantity of iron, I find it necessary that, when rolled
with projections or snugs, the bars should (previously to the bending) be
guaged; and for this purpose I use a template, in order that the two projections
or snugs on each bar may be at the proper distance from each other. Figure
34 is a longitudinal section of the template referred to, taken through the
line V, V, in the plan view thereof, Figure 35. Figure 36 is an end elevation,
and Figure 37 a transverse section taken through the line U, U, in Figure 35.
If, in offering the bar to be gunged to the opening in the template, it should
be found that the projections or snugs thereon are too close to allow the bar to
pass through, the former may be lengthened by hammering or rolling out (if
cold, greater accuracy will be insured) till the proper distance is attained. It is
therefore desirable that the bars should be rolled rather too short than too long.
When the spokes are formed without projections or snugs, guaging is unnecessary;
as the bars may be at once cut to the requisite length when cold. The plain
bars cut to a proper length, or thoso having projections or snugs thereon, after
being guaged to a proper length, are to be bent first at their ends into the form
requisite to produce the middle or spoke portion of the nave, and when this
is done are to be bent into the general double "L" form by any of the
present well-known modes of forming such spokes. I would here remark,
that double L-spoke wheels according to my present Invention may be made
not only with spokes straight from the nave to the line of contact (of the
adjoining spokes), as represented in the Figure 32, but also with such parts of
the spokes curved as in my well-known "back to back" wheels, or the parts of
the spokes other than the nave portions of them may be made according to the
pattern of my well-known "wood wedge" wheels, or according to any other.
pattern which may be made from bars having the ends thereof bent, and
disposed to form a nave in manner herein-before set forth. I would remark, that
should only one check piece be used, or should the two cheek pieces be welded
on at one heat, the bars will not require to be upset or rolled somewhat
thicker at the ends intended to form the middles of the naves as described,
as with but one heat there will be little or no waste or diminution in bulk
of the bars.
I
With regard to the second division of my Invention, the manner in which
into effect the object intended is exemplified by the Figures 38, 39, 40,
and 41. Figure 38 shows an exterior edge view of a portion of a wheel with
carry

page_text: ordinary tyre resting upon an ordinary edge rail, which is represented in section,
a part only of such rail being shewn. Figure 39 is a corresponding sectional
elevation of the wheel, shewing my outer ring or tyre as applied to the first
or ordinary tyre. Figure 40, a similar view, shewing the second ring or tyre
with part thereof caulked or set down, so as to clip the flanch. Figure 41,
an exterior edge view of a portion of a wheel with double tyre thus formed,
represented as resting upon a tram rail, which is shewn in section. With
reference to the four last-mentioned Figures, Q is the first or ordinary tyre,
and Q its flanch. R, the second ring or tyre, and R* the portion of it which
is to be caulked or set down. I shrink on the second ring or tyre by applying
it in a heated state, and caulk the part R* before it gets cold. S, an edge
rail; T, a tram rail. A wheel adapted for running on an edgo rail is thus
readily converted into a wheel for running on a tram rail, and when desired it
may be changed and applied to its former use by simply cutting through the
part which clips round the tyre.
With reference to the third division of my Invention, the shape of which I
make the tyre to answer the purpose before mentioned is shewn by the red
line in the Figure 38 of the Drawings. The shape is shewn by a red line
in order that the contrast between such shape and that of an ordinary tyre
may be at once discerned. It will observed that the diameter at 2, which is
the part immediately next to the flanch, is less than at y, which is the part
intended to bear upon the middle of the surface of the rail. In a wheel of
three feet or any other diameter with tyre of about four inches and a half or five
inches in breadth, I consider one quarter of an inch difference in the diameters
at y and z to be a proper amount. The shape which I have found to answer
best. in practice may be obtained in the manner shewn by the dotted
red lines. '
I claim firstly the constructing railway wheels of the nature and in the
manner described and ascertained under the first division of my Invention.
Secondly, the constructing railway wheels with tyres of the nature and
in the manner described and ascertained under the second division of my
Invention.
Thirdly, the constructing railway wheels with tyres of the nature and
in the manner described and ascertained under the third division of my
Invention.
In witness whereof, I, the said John Coope Haddan, have hereunto set
my hand and seal, this Fourth day of July, in the year of our Lord
One thousand eight hundred and forty-nine.
ส
J. C.. (L.S.):
HADDAN.

page_text: AND BE IT REMEMBERED, that on the Fourth day of July, in the year
of our Lord 1849, the aforesaid John Coope Haddan came before our said
Lady the Queen in Her Chancery, and acknowledged the Specification afore-
said, and all and every thing therein contained and specified, in form above
written. And also the Specification aforesaid was stamped according to the
tenor of the Statute made for that purpose.