IMPROVEMENTS IN. RAILWAY OR OTHER CARRIAGES.
Year: 1873

page_text: LETTERS PATENT to James Cleminson, of 5, Westminster Chambers,
Victoria Street, Westminster, in the County of Middlesex, Civil
Engineer, for the Invention of "IMPROVEMENTS IN. RAILWAY OR OTHER
CARRIAGES.'
"
Sealed the 27th March 1874, and dated the 4th October 1873.
PROVISIONAL SPECIFICATION left by the said James Oleminson at
the Office of the Commissioners of Patents, with his Petition, on
the 4th October 1878.
I, James ClemINSON, of 5, Westminster Chambers, Victoria Street,
Westminster, in the County of Middlesex, Civil Engineer, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN RAILWAY
OR OTHER CARRIAGES," to be as follows, that is to say :-
My Invention has reference to improved construction of railway or
other carriages, whereby I secure a more perfect mode of ventilation by
means of a-facia board running round the top of sides and ends of the
said carriages, and kept from off the sides of the carriages by means of

page_text: distance pieces, thereby leaving air passages communicating with the
inside of the carriages; while round the roof lamps or other convenient
place I leave annular or other passages communicating with the outsido
of roof. Over and above the lamps and annular or other spaces I place
a cover, which is supported upon two sides placed towards the ends of
the carriages, these sides not being joined at their ends leave a space for
the vitiated air being drawn out by exhaustion produced when the
carriages aro in motion. This part of the Invention may also be applied
where louvres are used in preference to the facia board described.
In the connection of the said carriages I provide an automatic com-
bined elastic central draw bar and buffer. The buffer bars are mado in
two or more lengths, aro separated in the centre of the carriage, and
pass through the draw bars, which are composed of tubes. These tubes
have two, and opposite, quarters of their circumference cut longi-
tudinally out of them to the length required, and aro made to slide as it
were through each other and upon the central bars. Upon these tubes
are placed the springs or spring boxes. The ends of the tubes pass to
the opposite and outside springs or spring boxes, where they are turned
up or connected by means of clasps or rings (or other convenient mode),
which bear upon the springs or spring boxes, so that when the carriages
are being drawn the clasps or rings bearing upon the springs or spring
boxes obtain the necessary clasticity.
The springs or spring boxes upon which the draw bars act have a deep
side or flango upon them, and which encloses the clasps or rings. Upon
these sides or flanges the buffing takes place by means of a disc or other
convenient stop, which is connected to the central buffer bar by means
of a key or any other suitable mode. The tubular draw bars at ends of
the carriages are provided with hook catches, which pendulate upon the
said tubes (and between collars) to a distanco below the buffer. When
two carriages are brought in contact with each other the springs are
compressed, and the hook catches slide by each other and lock themselves
together. For separating the carriages the book catches aro drawn
apart by means of lovers, which are connected to them. These draw
bars may be connected by means of the ordinary hooks with union
screws.

page_text: central length upon which the springs or spring boxes are placed is
supported in position by passing through a central support and guide in
the carriage framework. The buffer bars from the opposite ends of the
carriages are made to slide upon the central piece, and at the same time
are provided with shoulders to bear upon the springs or spring boxes, as
in the case of buffing, while in drawing the draw bar slides upon the
central piece till they come in contact with a stop or key, which passes
through the central piece, thereby communicating motion to same and
also to the springs or spring boxes by means of a collar (or other mode),
which forms the central guide. To these draw bars I also apply the
automatic coupling arrangement, as described for the clastic draw bar
or the ordinary hooks with union screws.
The carriage is carried upon what I call single axle bogies. From the
axle boxes I suspend by means of links or other convenient mode an
cliptical or other spring or springs, as the case may be. The spring or
springs are fitted at their centre with a box or boxes having trunnions,
which allow the oscillation of same. The casting which supports the
carriage is in connection with these trunnions.
The axle boxes are also connected to each other by means of a radial
framework, either of wood or iron, and against which the guide rollers
work, which are attached to the central casting, which supports the
carriage. This arrangement is also applicable to locomotives.
In constructing the carriage wheels I form the rims of the wheels in
the form of a double conc, cither increasing from or towards the centro
of the said rim. The tyres I bore out to suit the same, and for putting .
them on I heat the samo and shrink them on, no further fastening being
required.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said James Oleminson in the Great Seal Patent Office
on the 2nd April 1874.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
CLEMINSON, of 5, Westminster Chambers, Victoria Street, Westminster,
in the County of Middlesex, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Fourth day of October, in the
year of our Lord One thousand eight hundred and seventy-three, in the
thirty-seventh year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, tho said James Cleminson, Her special
licence that he, the said James Cleminson, my executors, administrators,
and assigns, or such others as I, the said James Cleminson, my exccutors,
administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term
therein expressed, should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN
RAILWAY OR OTHER CARRIAGES," upon the condition (amongst others) that I,
the said James Cleminson, my executors or administrators, by an instru- !
ment in writing under my, or their, or one of their hands and seals, should
particularly describo and ascertain the nature of the said Invention,
and in what manner the same was to be performed, and cause the
same to be filed in the Great Seal Patent Office within six calendar
months next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said James Cleminson, do hereby declare
the nature of my said Invention, and in what manner the same is to bo
performed, to be particularly described and ascertained in and by the
following statement :—
0
This Invention has for its object improvement in construction of
railway or other carriages, whereby I secure a more perfect mode of
ventilation by means of a facia board running round the top of sides
and ends of the said carriages, and kept from off the sides of the
carriages by means of distance pieces, thereby leaving air passages
communicating with the inside of the carriages, whilo round the roof
lamps, or other convenient place, I leave annular or other passages

page_text: communicating with the outside of roof. Over and above the lamps
and annular or other spaces I place a cover, which is supported upon
two sides placed towards the ends of the carriages, these sides not being:
joined at their ends leave a space for the vitiated air being drawn out
by exhaustion produced when the carriages aro in motion. This part
of the Invention may also be applied where louvres are used in
preference to the facia board described.
In the connection of the said carriages I provide an automatic
combined elastic central draw bar and buffer. The buffer bars are made.
in two or more lengths, are separated in the centre of the carriage, and
pass through the draw bars, which are composed of tubes, these tubes
have two (and opposite) quarters of their circumference out longi-
tudinally out of them to the length required, and are made to slide as
it were through each other and upon the central bars. Upon these
tubes are placed the springs or spring boxes. The ends of the tubes:
pass to the opposite and outside springs or spring boxes, where they
are turned up or connected by means of clasps or rings (or other
convenient modo), which bear upon the springs or spring boxes, so that.
when the carriages are being drawn the clasps or rings boaring upon -
the springs or spring boxes obtain the necessary elasticity.
The springs or spring boxes upon which the draw bars act have a
deep side or flange upon them, and which encloses the clasp or ring.
Upon these sides or flanges the buffing takes place by means of a diso
or other convenient stop, which is connected to the central buffer bar
by means of a key or any other suitable mode. The tubular draw
bars at ends of the carriages are provided with hook catches, which
pendulate upon the said tubes (and between collars) to a distance below
the buffer. When two carriages are brought in contact with each
other the springs are compressed and the hook catches slide by each
other and lock themselves together. For separating the carriages the
hook catches are drawn apart by means of levers which are connected -
to them, these draw bars may be connected by means of the ordinary
hooks with union screws.
In some cases I prefer to use a rigid draw bar, which also acts as a
buffer bar. The draw bar I construct in three or more pieces, the central
11

page_text: in the carriage framework. The buffer bars from the opposite ends of
the carriage are made to slide upon the central piece, and at the same
time are provided with shoulders to bear upon the springs or spring
boxes, as in the case of buffing, while in drawing the draw bars slido
upon the central picco till they come in contact with a stop or key
which passes through the central piece, thereby communicating motion
to same, and also to the springs or spring boxes by means of a collar (or
other mode) which forms the central guide. To these draw bars I
also apply the automatic coupling arrangement, as described, for the
elastic draw bar or the ordinary hooks with union screws.
The carriages are carried upon what I call single axlo bogies. From
the axle boxes I suspend by means of links, or other convenient mode,
an eliptical spring or springs, as the case may be; the spring or springs
are fitted at their centre with a box or boxes having trunnions, which
allow the oscillation of same. The casting which supports the carriage
is in connection with these trunnions.
The axle boxes are also connected to each other by means of a radial
framework, either of wood or iron, and against which the guide rollers
work which are attached to the central casting which supports the
carriage. This arrangement is also applicable to locomotives.
In constructing the carriage wheels I form the rims of the wheels
in the form of a double cone, either increasing from or towards tho
centre of the said rim. The tyres I bore out to suit the same, and for
putting them on I heat the same and shrink them on, no further
fastening being required.
I sometimes make the rims convex or concave, (instead of the double
cone as described, and tyres to correspond. This also applies to the

page_text: out dust, rain, and any inward current; d, d, are the air passages,
arranged round the lamp; and the arrow points e, e, e, shew the place
of exit for the vitiated air, while the fresh air is admitted through tho
spaces in the direction and behind the facia boards f,f, (Fig. 1). When
the carriage is travelling in the direction indicated by the arrow g. the
side a impinging against the air diverts the same and causes a current.in..
the direction of the arrows h, h, h, which produces a vaccuum at e, e,
into which the vitiated air is drawn.
(Fig. 3) is a longitudinal section through the automatic combined
elastic central draw bar and buffer. The buffer bars a, a, a, a, are shewn
in two lengths, separated in the centre of the carriage, and pass through
the draw bars b, b, b, b, which are composed of tubes. (In some cases
I prefer to form the tubes of rectangular or flat bars, as shewn by (Figs.
7 & 8). These tubes have two (and opposite) quarters of their circum-
ference cut longitudinally out of them and passing through the central
support and guide m in the carriage framework slide as it were through
each other and upon the central or buffer bars a, a; upon these tubes
are placed the springs or spring boxes c, c, c, c, c, c, which abut against
each side of the said central support and guidem. The ends of the tubes
pass to the opposite and outside springs or spring boxes where they
are turned up or connected by means of clasps or rings d, d, which bear
upon the springs or spring boxes c, c, so that when the carriages are
being drawn the clasps or rings d, d, obtain the necessary elasticity.
The springs or spring boxes c, c, upon which the draw bars act have a
deep side or flange upon them and which encloses the clasps or rings
d, d; upon these sides or flanges the buffing takes place by means of the
discs e, e, or other convenient stops, which are connected to the.central
bars a, a, by means of keys ƒ, ƒ, or any other suitable mode; the tubular
draw bars at the ends of the carriages are provided with automatic hook
› catches or couplings 9, 9, which pendulate or rotate upon the tubes b, b,.
(and between collars h, h). When two carriages are brought in contact
with each other the springs or spring boxes c, c, c, c, are compressed
and the hook catches or couplings 9, 9, slide by each other and lock
themselves together; the relative positions of the buffer bars a, a, and
; the hook catches or couplings 9, g, are such as to secure a tight coupling
when two carriages are brought together. For separating the carriages
the hooks catches or couplings 9, 9, are drawn apart by means of the
levers i; i; which are connected to them; these draw bars may be con-
nected by means of the ordinary hooks and union screws.

page_text: Fig. 4 is an end view of the Duner and automatic coupling.
Fig. 5 is a cross section of the tubular draw bars.
Fig. 6 is a plan of the tubular draw bar 6 and automatic coupling 9.
Fig. 7 is a longitudinal section of the draw bar formed of rectangular
or flat bars with ordinary hooks and union screws.
Fig. 8 is a cross section of the draw bar formed of rectangular or
flat bars.
Fig. 9 is a longitudinal section of the rigid draw bar which also acts
as a buffer bar. The draw bar b, a, b, I construct in three or more
pieces, the central length or piece upon which the springs or spring
boxes c, c, c, c, are placed is supported in position by passing through
a central support and guide m in the carriage framework. The buffer
bars b, b, from the opposite ends of the carriages are made to slide upon
the central piece a, and at the same time are provided with shoulders to
bear upon the springs or spring boxes c, c, as in the case of buffing, while 1
in drawing the buffer bars slide upon the central piece a till they come
in contact with stops or keys g, g, which pass through the central picce,
thereby communicating motion to same and also to the springs or spring
boxes c, c, by means of a collar (or other mode) which forms the
central guide. To these draw bars I also apply the automatic coupling 2
arrangement as described for the elastic draw bar, or the ordinary hooks
with union screws.
The carriages are carried upon what I call single axle bogies, of
which Figs. 10, 11, & 12, are respectively a plan, front elevation, and
cross section. From the axle boxes a, a, I suspend by means of the 2
links b, b, or other convenient mode, an eliptical spring c or springs, as
the case may be. The spring or springs are fitted at their centro with
a box d or boxes having trunnions c, c, which allow the oscillation of
same. The casting which supports the carriage is in connection
with these trunnions e, e. The axle boxes a, a, are connected to each 3
other by means of a radial or curved framework g, g, either of wood or
iron and against which the guide rollers h, h, h, h, work, which are
attached to the central casting which supports the carriage. This
arrangement is also applicable to locomotives.
In constructing carriage wheels I form the rims of the wheels a in 3
the form of a double cone, cither increasing from or towards the centre

page_text: Witness,
THOMAS HOWARTH. (L.S.)
JAMES CLEMINSON. (L.S.)