CERTAIN IMPROVEMENTS IN WHEELS AND AXLETREES TO BE USED ON RAILWAYS, AND IN MACHINERY FOR STOPPING ON OR PREVENTING SUCH CARRIAGES FROM RUNNING OFF RAILWAYS, WHICH IMPROVEMENTS MAY
Year: 1842

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I,
JOHN LEE, late of Weston Street, Bermondsey, in the County of
Surrey, and now of 29, Penton Place, Penton Street, Walworth, in
the said County of Surrey, Gentleman, 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 Third day of
August, in the sixth year of Her reign, did, for Herself, Her heirs and
successors, give and grant unto me, the said John Lee, Her especial
licence that I, the said John Lee, my executors, administrators, and
assigns, or such others as I, the said John Lee, my executors, adminis-
trators, 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, use, exercise, and vend,
within England, Wales, and the Town of Berwick-upon-Tweed, and
also within all Her Majesty's Colonies and Plantations abroad, my
Invention of "CERTAIN IMPROVEMENTS IN WHEELS AND AXLETREES TO BE
USED ON RAILWAYS, AND IN MACHINERY FOR STOPPING ON OR PREVENTING
SUCH CARRIAGES FROM RUNNING OFF RAILWAYS, WHICH IMPROVEMENTS MAY

page_text: BE ALSO APPLIED TO OTHER CARRIAGES AND MACHINERY;" in which said.
Letters Patent there is contained a proviso, obliging me, the said
John Lee, by an instrument in writing under my hand and seal;
particularly to describe and ascertain the nature of my said Invention,
and in what manner the same is to be performed, and to cause the
same to be inrolled in Her Majesty's High Court of Chancery within
six calendar months next and immediately after the date of the said
recited Letters Patent, as in and by the same, reference being there-
unto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso I, the
said John Lee, do hereby declare that the nature of my said Invention,
and the manner in which the same is to be performed, are fully
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 improved apparatus to be applied to
carriages adapted to be propelled on railways and on roads by steam
power or other means, the objects of the said apparatus being to make
the
conveyance of
and
persons property in the said carriages more safe
from accident than heretofore, and also to supply the opportunity of
quickly repairing any damage that may be sustained by the wheels or
axles of such carriages. My Invention embraces improved bearings
or axles for the wheels of such carriages, by which they are the more
easily removed than heretofore, and also a mode of coupling cach
axle (made in two parts) together to secure the requisite stiffness, and
at the same time enable either half of the axle that may become
fractured or otherwise made unfit for service to be readily removed
without removing the other and uninjured half of the axle. I apply
very powerful brakes to stop the action of the wheels of carriages;
and inasmuch as these brakes are adapted to act as well against the
rail on which the wheels run as against the periphery of the wheels
themselves simultaneously, I have named them "compound brakes."
My Invention embraces the requisite machinery for working these
brakes, both as thus adapted for acting on the wheels and rails, and
as applied against either the wheel or rail only, in three ways, viz

page_text: first, by allowing the collision of the carriages by means of rods, cranks,
&c. to act on the brakes as herein -after described; second, by a windlass
which acts upon a screw connected with the brakes by means of rods,
cranks, &c., which windlass is under the control of the guard on the
carriage; third, by applying a continuous steam pipe from the boiler of
the locomotive steam engine throughout the entire length of the train
of carriages, the connection of the said pipe between them being made
good by suitable joints, the main steam pipe of each carriage having a
branch pipe fitted with a plug or piston, (the rod of which plug or piston
is connected with the brakes by means of rods, cranks, &c., and thus
the engine driver is enabled by charging these pipes with steam to put
the brakes into immediate action. My improvements likewise include
a combination of parts to prevent the wheels of the carriages being
forced off the rails, and a part of the same apparatus is made available
also for supporting the carriage in case of the failure of a wheel or
wheels, and further enabling the carriage to proceed on its journey
without the use of such wheel or wheels. My improvements also
extend to gun carriages and ordinary carriages, and also wheel work
in machinery. The details of my accomplishing these objects are fully
set forth herein-after, and contained in the descriptions of and references
to the annexed Drawings which explain the apparatus I have invented
for those purposes.
GENERAL DESCRIPTION OF THE ANNEXED DRAWINGS.
Drawing 1, Figure 1, exhibits a side elevation of a railway carriage
with my said improvements applied thereto. Drawing 2, Figure 2,
is a longitudinal section of the same. Drawing 3, Figure 3, under plan
of ditto. Drawing 4, Figure 4, cross section; and Fig. 5, end elevation
of ditto. Drawing 5, Figs. 6 and 7, section and exterior view of the
steam pipe and its appendages. Figures 8 and 9, side and top views of
one of the auxiliary axles. Figure 10 exhibits my compound brake as
applied to one of the wheels of the carriage; Fig. 11, side view of
ditto. Figure 12 shews a section of a wheel fitted with a bearing
collar for the auxiliary axle upon the nave of the wheel. Figure 13
shews a section of a wheel fitted with a bearing collar for the like
A 2

page_text: purpose, which collar is fitted within the nave of the wheel. Figures 14
and 15 shew the elevation and plan of the arrangement of which Fig. 13
is the section. Figures 16 and 17, front clevation and section of the
windlass, by which the guard of each carriage is enabled to put the
brakes of that carriage into action. Figures 18 and 19 shew my im-
proved coupling of the wheel axles by scarfing the ends of the axles
and fitting a screw or union joint thereto. Fig. 20 shews a coupling for
axles of a polygonal form. Drawing 6, Figures 21, 22, and 23, exhibit
the cross section, plan, and side view of a portion of a railway provided
with guide rails, as I purpose to employ in conjunction with my carriage
improvements for the purpose of effectually retaining the carriage upon
the rails, and further supporting it and enabling it to proceed without a
wheel or wheels. Figures 24, 25, and 26, shew a construction of
wooden guide rails, which I have invented for the same purposes as last
described. Figures 27 and 28, and Drawing 7, Fig. 29, shew an
altered construction of a railway carriage, as adapted to secure it from
getting off the rails by using a single guide rail constructed of wood, as
in Figures 24, &c., and here shewn in section. Figures 30 and 31,
plan and side view of single guide rail constructed of wood as in
Figures 24, &c. Figures 32 and 33 exhibit cross section and plan of
part of a railway, having one guide rail for the purpose already described,
formed of iron filled with wood. Figures 34 and 35, cross section and
plan of part of a railway having one guide rail, and also the two
wheel rails constructed of wood in the manner of my Invention as
lierein-before mentioned. Figures 44, 45, 46, and 47, shew part of
my improvements as may be applied to the wheels of carriages.
Drawing 8, represents my improvements as applied to gun carriages.
Figure 36, is an elevation, and Figure 37, a plan of the limber shewn
in connection with the wheels, &c. Figure 38, is an elevation of the
wheel, with the limber and axles removed. Figure 39, outside eleva-
tion of wheel, shewing the ring and ears to which the brake is attached.
Figure 40, is a section through the limber and axles. Figure 41, is a
cross section of the wheel, shewing the nave with the collars, &c., by
which it is connected with the limber and auxiliary axles. Figures 42
and 43 shew partial side view and plan of auxiliary axle to an enlarged

page_text: scale. In all the Figures on the annexed Drawings the same parts are
uniformly indicated by the same letters, and it is therefore only necessary
in the following description to refer to these letters without specifying
in each place to which particular Drawing or Figure the reference
applies.
DETAILED DESCRIPTION OF THE ANNEXED DRAWINGS.
I will proceed to describe first the improvements I have made in the-
bearings and axles of the wheels of railway and other carriages, and which.
improvements are also applicable to other machinery. A, II, represent
the wheels, which may be constructed as any of those now in use arc,
excepting the nave, in which my said improvements in part consist.
Figures 10, 11, and 12, in Drawing No. 5, shew one manner of con-
structing the nave according to my improvements; and Figures 13, 14;
and 15, on the same Drawing shew another manner in which I con-
struct it; that is to say, I make the naves longer than they are now.
usually made, and provide grooves or recesses, as shewn at A, I, ank
A, J, Figures 12, and 13, in which collars or rings fitted thereto are
made to work. Each of these collars has projecting ends or ears A, S..
formed on it, which ends or ears are made freely to work vertically
within suitable slots made in bearing plates, brackets, or arms, marked.
A, J, J, that are attached by bolts and nuts to longitudinal timbers
that are introduced in the framework of the carriage. This free vertical
movement is necessary to provide for the varying weights with which
the carriage may be loaded. The front collar or ring A, J, has a thin
plate, ring, or casing A, Q, welded or otherwise attached to it, which
encloses the moving surfaces of the nave and collars in order to protect
them from the accidental admission of dust or other injurious sub-
stances. A, J, J, are the bearings here described, which I term "inside
bearings," and A, L, are the slots wherein the ears of the collars just
described are allowed to move; small bands or bars marked A, K, are
bolted to the lower ends of these bearings to secure the ears of the
collars A, I, and A, J, from being accidentally detached. To give
facility in fixing or removing these collars A, I, and A, J, I propose to
make each in two parts, as shewn particularly in Figure 14, Drawing 5,

page_text: (which is an inside elevation of a wheel, &c.,) and bolt them together as
shewn thereon. In Figure 13, which shews the section of a wheel and
collars, it will be observed that the hinder collar A, I, is formed to pass
within the nave of the wheel instead of outside of it, as in Figure 12.
I have also shewn by dotted lines that instead of this collar a continuous
tube may be introduced within the nave of the wheel, and to extend to
the back of the nave, and be there screwed within a separate collar, to
which the hind pair of ears for guiding shall be attached. The axles which
pass through the naves of the wheels, and on which they are fitted to
turn freely, instead of being fixed to them by keys in the ordinary
manner, are constructed in two parts or lengths which are united at the
middle, that is, under the centre of the width of the carriage, as shewn
at A, M. The annexed Drawings shew three ways of uniting them, viz',
in Figures 3, 4, and 5, the ends of the cylindrical axles are made to butt
closely against each other, and a tube or collar A, M, that is accurately
fitted to them is passed over the joining and screwed to each half axle
by a split key or pin. In Figure 20, Drawing No. 5, I have shewn the
ends of the half axles as formed into hexagonal prisms a little larger
than the other part of the axles, and each scarfed out so as to fit the
other, and present corresponding tongues and notches to each other. A
collar A, N, which fits the axles when thus laid together, is of the same
length as the enlarged ends described, and is cylindrical externally, is
passed over them, and is cut with a screw on a portion of its length at
each end; these screwed ends are cut in reverse directions, that at one
end being right-handed and that at the other left-handed. A hollow
cap or collar that is perforated to fit the cylindrical part of the axles,
and also cut with a female screw to suit the screwed ends of the
collar A, N, is then screwed on at each end of the joint, and thus
secures the two half axles firmly together. Figures 18 and 19 represent
a joint for the half axles, which is formed by scarfing them as just
described, the joint being cylindrical externally, and secured by the two
collars A, O, and A, P, one of which is screwed upon the other, and
both having shoulders internally that bear against the shoulders of the
axle, and thus secure the half axles from detachment. By this improve-
inent in the axles it will be found that should one part of the axle

page_text: become fractured or otherwise injured and desirable to be removed, this
may be effected by unscrewing or unpinning the centre joint (as the
case may be), and withdrawing the injured half of the axle by drawing
it backwards. A perfect one may then be introduced and the centre
joint secured, thus remedying the defect without throwing the carriage
out of use, or even detaining the carriage on its journey beyond a
very trifling period. Besides the foregoing, my said improvements con-
sist of appendages which I have named auxiliary or subsidiary axles,
and I thus describe them :- Parallel and in the same horizontal plane
with the axles of the wheels I provide two strong bars of metal A, P, P,
which I intend to serve as supports in case of the cylindrical or centre
axle breaking or otherwise failing altogether, and I connect these bars
or auxiliary or subsidiary axles with the wheels in the following man-
ner-At their ends they are welded or otherwise securely joined to
two curved plates of metal which are made to fit the curvature of the
nave of the wheel, with the thin plate, ring, or casing A, Q, herein-before
described, upon it, so that when these curved plates are placed upon
the nave of the wheel, and opposite to each other, they embrace two
thirds or thereabouts of its entire external surface. The auxiliary or
subsidiary axles are secured by means of these curved plates to the naves
of the wheels by slots formed in the curved plates, which slots are made
to fit the projecting ears A, S, of the collars or rings A, I, and A, J,
herein-before described, over which they are passed, and the small sole
pieces A, T, are then fixed to the curved plates by the bolts passing
through corresponding eyes on them, so that thus the wheels are by the
collars on their naves, and their auxiliary or subsiduary axles, with the
curved plates belonging to them, securely held in their places, even
although the central axles should altogether fail. It will be seen more-
over that a great facility for detaching the wheels from their auxiliary
or subsidiary axles is given by making the sole pieces A, T, separate
from the curved plates, and uniting them only by the small bolts herein-
before described. My compound brake as applied to one, more, or all
the wheels of a carriage consists of a block of wood A, cut to fit a part
of the periphery of the wheel, and shielded by two metal plates B, of
similar shape; the lower edge of the wood block is lipped in the manner

page_text: of the wheel itself, and is formed so as to present a long surface to the
rail when the brake is put into action. The lower end of the brake is
connected by an outer plate of metal C, with one of the ears or arms D of
the ring or collar E, which is made to fit loosely in a groove or recess
formed on the nave E, E, of the wheel; two similar cars or arms pro-
jecting from the opposite side of the collar E, which is made in two
parts for the purpose of fixing it in the groove on the nave, is fitted into
a socket formed in a lever F, which lever is forked at its upper end,
and connected by a pin with a longitudinal bar G. The upper end of
the brake is connected at H by a pin with one arm of a crank, which
turns on a centre pin fixed at I to the carriage framing, and the other
arm of which crank is pinned at J to a bar or rod J, J, connected by
a pin with the lever F, before described. The bar G extends nearly
throughout the entire length of the carriage framing, and passes
through and is pinned to the forked heads of levers, such as F, con-
nected with the brakes of the other wheels. If brakes be applied on
both sides of the carriage, as represented on the annexed Drawings, one
of the bars G must be provided on each side of the carriage, similarly
connected with the brakes by levers, &c., as before described. One end
of the bar G is jointed to a bar K, keyed to a strong axis or shaft L
that is placed parallel with the wheel axles, and turns in brasses and
plummer blocks M fixed against the under service of the side framing of
the carriage. This shaft L is keyed in the centre to a strong lever N,
which receives motion in one or more of three ways, as hereafter de-
scribed. The manner in which the motion of this lever N is made either
to press the brakes against the wheels and the rails, or to withdraw
them, is obvious; if the lever N is forced towards that end of the carriage
near which it is situated, and the lever or levers K similarly moved,
the longitudinal bar G is drawn in the same direction, this also makes
the lever F, and the arms of the collar or ring E, turn together upon
the nave of the wheel, thus forcing the brake away from the wheel;
simultaneously the movement of F, by means of the rod or bar J, J,
raises the arm of the crank at H, and thus raises the entire brake so
as to clear the wheel. The dotted lines on Figure 10 indicate the raised
position of the brake, as described. On the other hand, the reverse

page_text: motion of the lever N will obviously move the intermediate parts, so
as to bring the concave surface of the brake against the wheel and
rail, and thus retard or stop the motion of the carriage. The lever N,
as already stated, may be moved in three different ways; first, by the
collision of the carriages; thus, on the buffer rods two collars are
formed, as shewn at O, O, and between these collars the ends of a spring
p, formed of plates of metal, as shewn in the Drawings, or a plate of
metal which extends across the width of the framing from buffer rod
to buffer rod, and fastened by keys and straps or otherwise. The
middle part of this spring is made to embrace a rod or bar Q, which
has a collar on it, against which the spring presses. This bar Q, which
I name the brake bar, works in a metal collar fixed in the cross
framing of the carriage, and is cranked at the other end so as to be
attached to the lever N at a point equi-distant from the shaft L (herein-
before described) with another point R, as herein-after described.
To connect the cranked end of the bar Q with the lever N the former
is made forked, and is also formed with a slot or oblong hole (to allow the
lever to move in its required arc) through which a pin fixed to N passes.
At the point R the lever N is forked, and embraces the end of a bar
S, to which it is fastened by a pin. This bar S extends underneath the
carriage framing, and is supported in metal guide plates T bolted to
the cross timbers; at the other end it is cranked upwards to the same
level with the buffer rods, and passes through a metal collar fixed in
the end cross timbers of the framing, and is provided with a spring
working against a collar, which spring is precisely similar to that
marked P at the other end of the carriage, and already described, and
is similarly attached by straps and keys or otherwise to the buffer rods.
It will be seen that thus collision at either end of the carriage, or at
both ends simultaneously, is made to act on the lever N, and thus, by
the machinery already described, to put the brakes in action against
the wheels and rails. Secondly, the lever N, which may be called the
"main brake lever," is placed under the immediate control of the
guard by means of the windlass apparatus shewn in the Drawings,
more distinctly in the Figures 16 and 17, Drawing No. 5. This
consists of a windlass fitted with handles in its periphery T, T, cast or

page_text: made together with a prolonged nave that is fitted to work in a metal
collar U, fixing in the framing of the carriage. The nave is hollow,
and cut with a screw internally in the manner of what is commonly
called a "female screw;" a hollow shaft V, which is cut with a screw
on its exterior surface to fit this female screw of the naves of the
windlass, is passed through it, and within this hollow screwed shaft a
rod W is fitted to move freely in a rectilineal direction. This rod W
exceeds the length of the hollow screwed shaft that it moves into an
extent equal to the chord of the arc which the upper end of the main
brake lever is required to describe in order to put the brakes into
effective action against the rails and the wheels, which arc is indicated
by dotted lines in the longitudinal section, Figure 2, Drawing No. 2.
The upper end of the main brake lever has a slot formed in it that
embraces the rod W, and a pin X prevents the main brake lever and
the rods being detached. Thus the main brake lever may be moved
by the steam apparatus to be herein-after described under the control
of the driver or conductor of the engine so as to put the brakes into
action, and thus drawing the rod W outwards from the screwed shaft
independently of the guard. It is evident also that as the end of the
screwed shaft presses against the end of the main brake lever, the guard
also has the power, by the windlass herein-before described, of putting
the brakes into action. The releasing of the brakes or withdrawing
them from contact with the wheels and rails is the work of the springs
P, herein-before described, which are made sufficiently powerful to
draw the bars Q outward for this purpose when the buffers are freed
from compression. Instead of connecting the bar S with the buffer
rods by means of the springs P, as herein-before described, I propose
another method of enabling the said bar to draw the brakes upwards
when it is required to release the wheels. For this purpose I form
the said bar with the curve in another part of it, with a socket to
embrace a spring formed of metal plates, in a similar manner to the
buffer springs as shewn in dotted lines at Z, A, on Drawing 2, Figure 2.
The ends of this spring are retained in suitable socket pieces fixed to
the cross timber of the carriage framing Z, B, and are allowed the
requisite extension at the ends to allow for the compression of the

page_text: spring. The bearing in the end cross timber of the carriage framing
through which the bar S passes is in this case lengthened by the
addition of blockings, similar to those affixed to the same timber
marked Z, C, and through which the buffer rods are passed. I do not
limit myself to adopt either of the foregoing methods of enabling the
bar S to raise the brakes, but propose to use whichever of them may
be preferable under the circumstances of each case.
The prolonged
nave of the windlass has a circular ratchet W, W, cast on it, and a
pall W, X, fitted to work in the teeth of this ratchet is attached to the
carriage, so that while the brake is being put into action the windlass
cannot return against the intention of the guard or attendant. Thirdly,
the brake or brakes of any or of all the carriages in a train are placed
under the control of the conductor of the engine by which they are
propelled in the following manner: The lower end of the main brake
lever N, herein-before described, is attached by a pin to the forked end
of the connecting rod Y, the other end of which connecting rod is
similarly attached to the rod Z of a plug or piston A, A, accurately
fifted to a cylindrical chamber or vessel A, B, shewn in section in the
Drawing No. 5, Figure 6, that is fitted with a lid or cover and steam-
tight stuffing box in the ordinary manner of a steam cylinder. The
other or tail end of this chamber is connected with a pipe that branches
from a steam-tight pipe extending beneath the framing of the carriage,
as shewn in the annexed Drawings marked A, B, B, and in connection
with similar pipes attached to the other carriages in a train by joints,
as herein-after described, and with a proper supply pipe leading from
the boiler of the locomotive engine. In order to provide the necessary
adjustment of the lengths of the steam pipes of the several carriages when
in connection with each other I purpose to employ a sliding and steam-
tight joint, as shewn at A, C, in section, in Figure 6, Drawing No. 5,
and constructed in the following manner:-To the end of a pipe A, D,
which is of smaller bore than the other part of the steam pipe, a metal
ring or collar A, E, is screwed, the exterior surface of which is turned
to fit truly the interior of the larger or main steam pipe. The end of
the main steam pipe has a screw cut on its exterior surface, and a nut
A, C, is screwed upon it, and also upon a separate collar which is per-

page_text: forated to allow the movement of the smaller steam pipe within it.
The outer end of this separate collar is formed with a larger hole, and
cut internally with a screw, into which another collar is screwed,
and between these two collars a space is left, and filled with the
requisite hempen or other packing. The steam way is terminated at
either end of any carriage by removing this smaller steam pipe, with
the collars just described, and screwing upon the end of the main steam
pipe a blank nut or boss cut with a screw to fit it through only a part
of its length, the other part being solid. The section Figure 6, Drawing
No. 5, also shews a throttle valve A, F, which may be applied, if found
desirable, to enable the guard to shut off the action of the steam froni
the brakes of the carriage under his command. I have not thought it
necessary to indicate any particular apparatus for working this valve,
as many simple contrivances may be suggested for this purpose. It
will be obvious that a throttle or other valve introduced at that part of
the steam passage indicated at A, F, on the Drawing No. 5, Figure 6,
will suffice to preserve the main pipe clear for the passage of the
steam to the next or any subsequent carriage on which it may be
desired to put the brakes in action, while the brakes of that particular
carriage of which the throttle valve is closed remain unaffected. Besides
the throttle valve just described, by which the action of the steam is
intercepted between the main steam pipe and the cylinder or barrel
A, B, in which the plug or piston A, A, herein-before described, is
moved, I propose to connect a small tube or pipe with the main steam
pipe at that part of it which is beyond the cylinder A, B, and to carry
this pipe upwards, as shewn at A, G, (most distinctly in the longitudinal
section, Figure 2, (Drawing No. 2,) until it rises above the roof of
the carriage. Into this pipe I fit a valve A, G, G, furnished with a
handle externally, and placed within the convenient control of the
guard. By this pipe and valve when opened I mean to give an escape-
ment for the steam under the control of the guard, by which the
steam will be prevented from acting on all the following carriages. I
propose to give to every passenger in the carriages a means of ringing
a bell to be attached to the locomotive engine, and under the eye of its
conductor or driver, and I have shewn in the annexed Drawings the

page_text: requisite appendages for this purpose. Cords or lines, having handles
within the reach of the passengers, pass over pullies, as shewn at A, U,
and also partially round other pullies A, V, fixed within the seat framing,
and are connected with a wire A, X, that passes throughout the length
of the carriages; the ends of this wire are linked to small bars or rods
A, X, X, which are permitted to move freely through suitable apertures
in the end framing of the carriages; between the sliding bar at each end
of the carriage and the similar bar of the contiguous end of another
carriage a piece of small chain is attached sufficient in length to con-
nect them when the carriage buffers are not in a state of compression.
At the end of the carriage a spring of any adequate strength is fixed,
as shewn at A, W, against which the link at the end of the sliding bar
A, X, X, before described, presses, and which thus returns the wire
A, X, when the action on it is suspended. For the purpose of pre-
venting the wheels of the carriages passing on railways from getting
off or from the rails, and also to prevent the carriage, if the wheels
should fail, from dropping or falling, I attach metal guide plates A, Y,
by bolts and nuts to wooden supporting blocks, as marked A, Z, on the
annexed Drawings, which guide plates and blocks are securely fixed by
bolts and nuts to the side framing of the carriage, and on both sides
of it. The supporting blocks I propose to construct of wood of any
convenient width, the joints being tongued and grooved in the manner
shewn on the annexed Drawings. Along the line of railway, parallel
with the ordinary rails, and at the same distance apart as these sup-
porting blocks are, I provide continuous guide rails B, A, much higher
than the ordinary rails, and the metal guide plates of the carriage ex-
tending below the lower edge of the supporting blocks form lips or
flanches which pass within these guide rails, and thus give a very great
security against the wheels being forced from their right track. The
particular use of the supporting blocks here spoken of in case of one
wheel or more ceasing to bear the carriage is obvious; the blocks
would then rest upon the guide rails, while the metal guide plates
would effectually prevent the carriage from swerving to any material
extent from its proper and safe course. But still more completely
to obviate the inconvenience of a loss of wheel or wheels I
pro-

page_text: pose, if found desirable, to supply these supporting blocks with
small wheels or rollers, as indicated at B, B, in Figures 27 and 28,
which remain inactive under ordinary circumstances, but are in-
stantly brought into action in cases such as here contemplated. For
this purpose it will be necessary either to fix a metal plate on cach
side of the wooden supporting blocks, as shewn at Figures 27
and 28, or provide some other adequate bearing for the axles of
these rollers B, B, which I have not thought it necessary to exhibit,
preferring to shew that I purpose to use these supporting blocks and
guide plates and rails either with or without the addition of these
rollers. Figures 21, 22, and 23, Drawing No. 6, will explain one
construction of guide rails, &c. as adapted to my improvements in
railway carriages herein-before described. In these Figures B, C,
shew the ordinary longitudinal timbers, or sleepers as commonly called,
and B, D, the cross timbers or sleepers; B, E, are the rails for the
wheels to run upon, bolted down to the longitudinal sleepers B, C, in
a similar manner to that practised on the Great Western and other
railways; adjoining these longitudinal sleepers, and between them and
the cross timbers, I propose to fix similar longitudinal sleepers B, G,
and to these fix the guide rails by bolts and nuts. The guide rails, as
shewn on the Drawings, consist of a bed plate or flanch B, II, with up-
right web or rib B, I, the upper surface of which is somewhat extended
and curved, and which web or rib is strengthened by brackets B, J,
at intervals along its length. These guide rails I propose to construct
of cast iron in convenient lengths, and having holes cast in the bed plate
at intervals for bolting to the timbers. In Figures 24, 25, and 26,
I have shown a construction of guide rails as formed of wooden blocks
or segments B, K. These wooden blocks I propose to be cut from
hard wood and across the grain, and to be placed in use with the grain
of the wood vertical, so that the cross section of the grain is exposed
on the upper surface of the blocks. They are made firm to the
longitudinal timbers B, L, by bolts and nuts, and also by being cut
partly away below so as to present a recess into which the side of the
longitudinal timbers is fitted, as shewn in the annexed Drawings. They
are also secured to each other by being formed with a vertical groove

page_text: at one end, and a tongue or projection of corresponding size at the
other end. When placed together, therefore, these tongues and grooves
fit each other, and a metal plate or band is fixed along each side of the
wooden rail by means of bolts that pass through the band and each
block of wood, and secures the whole firmly together. The Figures
27, and 28, on Drawing No. 6, and also Figures 29, 30, and 31,
Drawing No. 7, exhibit such modification of my improvements as would
be required if, instead of employing the supporting blocks and metal
guide plates on both sides of the carriage as herein-before described,
only one supporting block to be placed centrally in the width of the
carriage were used. For this purpose the supporting blocks B, M,
Figure 29, would be let into suitable longitudinal timbers forming part
of the framework of the carriage, and would be provided with metal
guide plates B, N, on both sides of it, and secured with bolts and nuts
as herein-before described. To strengthen this supporting block I
apply metal bars or rods in the manner of stays or braces let into and
bolted to the longitudinal framing of the carriage at B, O, and formed
into knees or brackets at B, P, and there bolted or otherwise attached
to the guide plates B, N. I have also shewn the one guide rail which
is required in this arrangement as being constructed of wooden blocks,
as herein-before described in referring to Figures 24, 25, and 26, in
Drawing No. 6, the only difference being that in this case the blocks
are cut away partially on both sides, and bolted between two longi-
tudinal timbers or sleepers. Figures 32 and 33 represent the guide rail
as constructed of iron, of the form shewn in the Drawing, filled with dry
and soft wood, and bolted down to a longitudinal sleeper or timber, by
which filling of the space within the iron rail with such wood the noise
occasioned by the passage of the carriage wheels on them will, it is
presumed, be very considerably reduced. For the same purpose I have
shewn in the annexed Drawings that the rails on which the wheels run,
if they are formed with an interior space as used on the Great Western
and other railways, may be similarly filled with dry and soft wood.
The same construction of rails as formed of wooden blocks placed so as
to present the cross section of the wood on the upper surface, and fitted
together by tongues and grooves as herein-before described, may also

page_text: be applied for the wheels of the carriages to pass upon, in substitution
for the iron rails now commonly employed for that purpose. The
Figures 44, 45, 46, and 47, shew the manner in which I apply part of
my improvements; the wheels and springs of carriages having two or
more wheels adapted for use on roadways. The collar C, B, which is
fitted to the nave of the wheel in the manner herein-before described
in reference to the wheels of railway carriages of the form shown
on the annexed Drawing, No. 7, is cut with a dovetailed mortice
.C; C, and also tapped with two or more bolt holes, as shown. The
spring C, D, is fixed in a socket C, E, the lower part of which is
formed with a dovetailed tenon to fit the mortice in the collar C, B,
and has two or more bolt holes to correspond with those tapped in the
said collar. By fixing these parts together, and fixing the face plate or
ring C, G, upon the collar, by bolts passing through the holes in the
tenon of the socket, and screwed into the collar C, B, it will be seen
that the spring will thus be firmly secured to the collar, and thus bear
on the wheel, as required, while the nave of the wheel revolves within
the said collar, and the parts are retained in their proper positions.
In the Figures on Drawing No. 8 I have represented the peculiar
modifications of my improvements as applied to the carriages on which
guns are mounted. B, O, represents the limber on which the gun is
mounted; the ends of this limber are notched into the collars B, S,
and thus have their bearing upon them. The wheels are constructed
in the ordinary manner, excepting that their naves are prolonged
behind the plane of the felloe, and formed as shewn on the annexed
Drawings; (that is to say,) a groove or recess B, Q, is formed on the
exterior surface of the nave, and into this groove a collar or ring B, R,
is fitted and formed in two parts, as shewn, for the purpose of getting
it into the groove. This ring has two cars or projections radiating in
opposite directions from it. The hinder part of the nave is turned
smaller, and receives another collar B, S, which has two cars radiating
in a similar manner from it; to the front or outer of these collars B, R.
a thin metal plate, ring, or cap B, T, is fixed, and encloses that part of
the nave between the two collars B, R, and B, S, the latter of which is
formed with an internal shoulder, and receives the edge of the cap. Both

page_text: the
of these collars have holes through them for the admission of oil to the
nave of the wheel, and the cap has two holes in it corresponding with the
holes in the collars when they are fitted on to the nave for the same
purpose. For the purpose of closing these orifices against the admission
of any injurious substances, and also to retain the two collars upon.
nave of the wheel, I fit a lid or cover B, P, extending over both the
orifices, and fixed at B, U, by a hinge joint to the plate, ring, or cap
herein-before described; the other end of this lid or cover has a mortice
cut into it which passes over a corresponding projection or tenon
formed on the collar B, S; a pin or split key is passed through a hole.
formed in this tenon beyond the mortice, and thus effects the purposes
stated. To this limber, on which the gun is mounted, I apply 'my
auxiliary or subsidiary axles in the following manner :-On each of the
said auxiliary or subsiduary axles, as marked B, V, on the Drawing
No. 8, I form two lugs or ears, having holes in them through which
bolts are passed, and also through the wooden limber on which the
gun is mounted, and are secured by nuts in the ordinary manner. For
the purpose of detaching or unlimbering the gun with its limber from
the wheels I connect the ends of the auxiliary or subsidiary axles,
which, be it observed, always remain attached in the manner just
before described to the wooden limber on which the gun is mounted,
with the ears on the collars B, R, and B, S, in this manner. The
ends of these auxiliary or subsidiary axles are formed with two
notches or grooves, as shewn in the annexed Drawing No. 8, which are
adapted to fit over the ears of the collars B, R, and B, S, and are
made secure to them by the flap or rail B, W, attached at B, X; by a
hinge joint to the end of the auxiliary or subsidiary axle; this flap or
rail also has a mortice cut at the other end of it, which, passing over a
corresponding projection or tenon at B, Y, is secured by a pin or split
key, as shewn on the Drawing. Figures 42 and 43, which shew this
flap or rail thrown out from the axle, exhibit two projections or tongues
which fit into the lower part of the notches or grooves formed in the
end of the auxiliary or subsidiary axles, and thus assist in resisting
strains upon the end of the auxiliary or subsidiary axles. The central
or cylindrical axle, which it will be seen in the annexed Drawing No. 8
B

page_text: lies within a groove formed along the under side of the limber, is
required to have a vertical movement or play when it is desired to
unlimber or detach the gun from the wheels. For this purpose I use
two or more eyes or rings B, X, X, which embrace the axle, and which
have shanks C, A, that pass freely through metal plates fitted into the
wooden limber, and are secured from passing wholly out of them by
having nuts or heads above; and other small metal plates are secured
on the upper surface of the wooden limber over the sockets in which
the shanks of these eyes move to protect them from injury.
Having thus described the nature of my said improvements, and also
the manner in which same are to be performed, protesting against
claiming any parts or combinations that are old, I now state the several
claims which I make for the same, vizt:
First, I claim "my improved axles," which are distinguished into
three parts; first, the ordinary axle divided into two parts joined
together by the coupling collars; second, the auxiliary axles; and
third, the bearing inside with the inside collars; all which parts have
been above described, and in combination form one division of my
Invention.
Secondly, I claim "my improved naves," which are distinguished in
three particulars from ordinary naves; first, by increased length;
second, by being grooved for collars for the axles; and third, by being
grooved for collars for the brakes; all which separate parts have been
above described, and they in combination form another division of my
Invention.
Thirdly, I claim "my improved brakes," which are distinguished
into three kinds according to the mode in which they are acted on;
first, by steam, in a pipe combined with a plug or piston; second, by
collision of one carriage against another carriage; and third, by a
windlass; all which different kinds have been above described, and they
in their several combinations form another division of my Invention.
Fourthly, I claim "my improved means of preventing accidents,"
which is effected by two modes; first, the combination of guide rails,
flanges, and blocks (above described), by which the wheels are hindered
from running off the rails; and second, by the combination of the

page_text: addition of rollers (above described), by which when the wheels are
broken the carriages may still be carried on to the next station.
Fifthly, I claim "my improved method of limbering gun carriages,"
being the combination of the means above described for that purpose.
Sixthly, I claim "my improved axles and naves," when applied, first,
to ordinary carriages, and, second, to wheel work in machinery, which
combinations have been above described.
In witness whereof, I, the said John Lee, have hereunto set my
hand and seal, the First day of February, in the year of our
Lord One thousand eight hundred and forty-three.
Signed, sealed, and delivered by the said
John Lee in the presence of
JOHN DAVID SHUTER,
JOHN (L.S.) LEE.
67, Millbank Street, Westminster.