IMPROVEMENTS IN MACHINERY AND APPARATUS FOR ALTERING THE POSITION OF LOCOMOTIVE ENGINES AND PROVISIONAL SPECIFICATIONVENTINGJURY AND ACCIDENTS ON RAILWAYS
Year: 1860

page_text: LETTERS PATENT to Thomas Dunn, of Pendleton, near the City of
Manchester, Engineer, for the Invention of "IMPROVEMENTS IN MACHINERY
AND APPARATUS FOR ALTERING THE POSITION OF LOCOMOTIVE ENGINES AND
PROVISIONAL SPECIFICATION left by the said Thomas Dunn at the
Office of the Commissioners of Patents, with his Petition, on the
28th January 1860.
I, THOMAS DUNN, of Pendleton, near the City of Manchester, Engineer,
do hereby declare the nature of the said Invention for "IMPROVEMENTS IN
MACHINERY AND APPARATUS FOR ALTERING THE POSITION OF LOCOMOTIVE ENGINES
AND CARRIAGES, AND FOR PREVENTING INJURY AND ACCIDENTS ON RAILWAYS," to
be as follows:-
The nature of my Invention relates, first, to certain improvements in the
construction of railway traversers and turntables, and consists in making the
sides of traversers of one piece of angle-iron, on which a guide or rail is
fastened. The ends of the traverser are bored out or have pedestals attached
for the axles of the supporting rollers, and they are welded or rivetted to the
sides, which are united and strengthened by T-iron, or hand-rail iron, or bars of
any convenient section to form recesses for the platform or top cover, and for
stays; I also make the sides of traversers of iron with two flanges at right
angles, somewhat like the letter Z or of H, or beam iron; these peculiar
A

page_text: sections of iron may also be used for the rims of turntables, and when applied
to the permanent way for preventing injury and accidents. By making the
traversers with a cross-bar and centre pin, and with rollers fixed on axles
radiating from the centre pin, they will be converted into turntables.
The traversers are made with self-acting steel points, which are hinged to
the side rails or traverser ends, and may be closed to be out of the way when
not required, and to close themselves when they come in contact with any
obstacle when at work. Any other point may be hinged in the same way for
a similar purpose.
Another part of my Invention, and which is applicable to all descriptions of
traversers and turntables, consists in applying a strip or belt of vulcanized
india-rubber or other suitable yielding material between the rail and the low
shelving of the traverser or the platform or beam of the turntable. I make
the cross rails for the traverser without flanges, and place them on the same
level as the rails of the permanent way, by which means the whole surface of
the rail of the traverser is brought nearer to the surface of the main line than
usual; or I here use steel-topped rail bars of ordinary construction. The
guide rollers of the traverser work in bearings attached to springs, or in slides
to allow their flanges to rise over the permanent rails or guides, with flanges
hinged to the traverser, or made with springs may be used instead of the guide
rollers. A platform is attached to the traverser for supporting a man or men
to work double-ratchet wheels or other gearing for moving the traverser when
it is heavily laden. The intermediate cross tram rails are made of steel, with
a projection forming a guide for the grooved guide rollers, which are of
wrought iron or chilled cast iron; or I use angle or T-iron for and guide
rollers to work upon or against, thereby allowing the supporting rollers of the
traverser to be plain. I dovetail or recess the main rails where these rails
pass over and inlay steel plates to make good the extra wear over such rails
or cover the whole surface with steel. For very strong and light traversers,
I make them entirely of steel plate or homogaceous metal, the flanged guide
being formed by turning up the lower edge of the steel plate; the points
are continuations of the flanged guides, and are self-acting and self-adjusting.
The body of the traverser may be of iron, and the sides only of steel.
In constructing turntables according to my improvements, I make use of
iron of any of the sections above referred to for the outer rim of the platform,
by which means the supporting rollers can be of larger diameters than now
customary. The rim bearing on the rollers is turned to form a lip to protect
the rollers, which are covered with elastic bands or other yielding material to
prevent noise. The rollers of some turntables work in circular double beams

page_text: or segments of plate or cast iron, either stationary or forming part of the
platform; and I fasten the stays, beams, or other parts to these segments.
The beams are made of H-iron or plate iron; the bottom ring or curb is made
of hard wood, iron, or steel, supported between two cast, or wrought angle
irons, forming a broad base, and requiring little or no other foundation. I alsó
make the curb of angle iron, on which the supporting rollers run, and to which
uprights are attached to support the curb rail. The spaces between the
uprights are filled with plates of steel or corrugated galvanized iron, or any
other description of metal or material. The man-holes are formed in the curb
very deep; beam iron or edged iron may be here introduced. Attached to a
plate, where two or more chairs are cast on cast-iron shoes or wrought-iron
reversed. Anglo irons may be rivetted together to form the lower curbs' or
parts of curbs. To facilitate transport, the curbs are made. in two or more
parts, bolted to a cross-piece for the centre pin. The platforms can also be
made in two or more parts, connected by wrought-iron knees, brackets, beams,
and fish plates, easily put together by bolts or rivets; one main beam or two
brackets aro in some cases used in place of two beams, as is now usual.
The platforms or tops of main road or strong turntables are made of angle
or Z-iron, or half rail iron, and of beams made of H-iron, or plate iron, or hard
wood, to carry the planking, which is of softer wood; the top rails are wider
than usual, to bed upon the wood, and are made of steel or iron. The corner
plates at the crossing of the roads on the turntable are made of steel or hard
iron, and answer as knee or frame iron and flange plates. The under sides of
these platforms are made nearly level, so that trough or other iron may be
attached thereto to form a bed to be supported by wedge or other beams or
supports to steady tho platform, or the under edge of the beam, when made of
iron, may be used for the same purpose.
Another part of my Invention of improvements in machinery and apparatus
for altering the position of engines and carriages on railways relates to the
parts known as switches and crossings. It has hitherto been requisite in these
parts to cut the rails of the permanent way, to bend the same and strengthen
them with wing rails or otherwise. According to my improvements I leave
the rails of the permanent way uncut or undisturbed generally, and make the
rails of the crossing so much higher than those of the main line as to allow the
flanges of the wheels to pass over, and in some cases to rest upon them. The
pieces forming the crossings are made of steel or hard iron, and are so shaped
as to be conveniently turned over or placed end for end, or removed when
worn. In making switches, I also make the rails of the side or entrance road
the depth of the wheel flange above the permanent way, with inclined planes

page_text: to avoid the necessity of cutting or bending the rails of the main road, and
I connect the points of the switches by a rod under the main road, to be
entirely out of the way, or a thin connecting plate may be used above the rail
of the main road. In some cases where there is great traffic I use flat-
bottomed rails or angle iron rails for the points and crossings.
Various modifications of my improvements in switches and crossings may be
made, the novelty being to obviate the necessity of cutting or bending the rails
of the permanent way, so as to alter the course of the main road, and thereby
preventing excessive repairs, injury, and accidents. I may, however, in some
cases elevate a portion of the permanent way to form the said inclines, or raise
and lower the cross roads for the same purpose. I also make the points or
switches and crossings portable, so that they can be attached to any part of the
main line by mounting them on wheels or otherwisc.
Another part of my improvements in machinery and apparatus for pre-
venting injury and accidents consists in certain additions to the usual railway
carriages, and to the permanent way. On inclines or embankments, or in any
other situation requiring particular caution, I make the rail of the permanent
way of angle Z, H, or T-iron, and to the carriages I apply studs, guide rollers,
or slides, both under and over the rail, thereby preventing the carriage when
accident occurs from leaving the line, or from jumping up or dropping down
more than a few inches; or an additional T or H-rail may be laid down
between the two ordinary rails and the studs for the guide rollers applied
thereto, or an additional rail or rails of any other suitable section may be
applied to retain the carriages on the line of rails. And in case of the
breaking of an axle, bearing, or guard plate of engine or carriages, I apply
guide rollers or a fender to the rim of the wheels, to prevent such wheel leaving
the permanent way, and thereby prevent further injury and accidents.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Thomas Dunn in the Great Seal Patent Office on the
27th July 1860.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
DUNN, of Pendleton, near the City of Manchester, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-eighth day of January, in the year of our
Lord One thousand eight hundred and sixty, in the twenty-third year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto

page_text: me, the said Thomas Dunn, Her special licence that I, the said Thomas
Dunn, my executors, administrators, and assigns, or such others as I,
the said Thomas Dunn, my executors, administrators, and assigns, should
at any time agrco 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 MACHINERY AND APPARATUS FOR ALTERING THE POSITION
OF LOCOMOTION ENGINES AND CARRIAGES, AND FOR PREVENTING INJURY AND
ACCIDENTS ON RAILWAYS," upon the condition (amongst others) that I, the
said Thomas Dunn, my executors or administrators, by an instrument
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 Thomas Dunn, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement:-
And in order that my Invention may be fully understood and readily
carried into effect, I will proceed to describe the accompanying 41 Sheets
of Drawings, reference being had to the figures and letters marked
thereon. I wish to remark here that the same letters are put upon correspond-
ing parts in all the Drawings.
Figure 1, is an end elevation in section, of part of a railway traverser, con-
structed according to my improvements, this view represents in detail certain
parts of the traverser which will be shown complete in reference to the Draw-
ings hereinafter described. a is a section of the rail of the permanent way; b,
the cross tram rail which is raised sufficiently above the rail a, to allow the
flanges of the rollers d, to pass; c, the end or one of the cross bars of the
traverse made of strong T or angle iron; d, one of the supporting rollers
revolving in the pedestals or bearings e, holted to the ends and cross bars;
f, the guide rail, and g, a part of the wheel of the carriage to be moved from
one line of rails to another. The improved sides of the traverser consist of
the strong single angle irons to which are rivetted or otherwise connected to
the ends and cross bars c of the traverser, and to which the guido rails f
are rivetted or otherwise secured. The object of these improvements in tra-
versers is to combine great strength with simplicity of construction.

page_text: Fig. 2, represents part of a traverser with the sides formed of strong angle
irons h, as in Fig. 1, in this traverser which is intended for heavy work, such
as for moving locomotive engines and tenders, the body is made of wrought-
iron plates c, which project at one or both ends to form a platform, as will
be described in reference to Fig. 4, of this Sheet, and to Figs. 1, 2, and 3, of
Sheet 7. The supporting rollers & and d¹, revolve in the bearings e, which
are bolted to the plates c.
Fig. 3, represents part of a traverser very similar to that shewn in Fig. 1,
in this case the flanges of the ends and cross bars c, are placed above,
and the bearings e, of the rollers d, are bolted to the under side of the
said flanges.
Fig. 4 represents part of a traverser very similar to that shewn in Fig. 2,
but in this case, the lower web of the angle iron h is made sufficiently strong
to answer the purpose of the guide rail f, which in the previous Figures is
shewn as being rivetted to it. To the projecting platform are bolted the
standards c¹ which support the driving shaft c², on which is a pinion gearing
into the wheel ; on the shaft of this wheel is a pinion gearing into the
wheel c', to which is fixed a large supporting roller d²; in using this traverser
which is also intended for heavy work, the workman stands on the platform
and by turning the handle c³, moves the traverser along the cross rails b.
Fig. 5 represents part of a traverser with the sides formed of the plates i,
and the angle irons h, the ends and cross bars c, are made of wrought iron
plates with flanges rivetted or otherwise secured to the side plates i, the angle
irons are rivetted to the upper edge of the side plates, and the angle irons
i3, to the lower edge thereof; the hand rail irons 3, are rivetted to the angle
irons . I wish to remark that the angle irons and 3, may be dis-
pensed with and when such is the case, the hand rail irons are secured
to the angle irons on the ends and cross bars c.
Fig. 6 represents part of a traverser with the sides formed of the plates i,
and angle irons h, as in Fig. 5; in this case, the T-iron j, is rivetted to the
upper part of the plate i; the Tiron forms a convenient recess for the planks
, forming the platform or top cover of the traverser, an angle iron similar
to, in Fig. 5, but placed in the reverse position, would answer the same
purpose.
4
Fig. 7 represents part of a traverser with the sides formed of the bent
plates i, the lower part of which are bent to receive the guide rails f, the
upper part of the plates i, has two flanges rolled on it, one of which is or may
be planed off to give sufficient room to the wheels g, of the carriage to be
moved; the bands, or the flanges of the ends and cross bars c, are rivetted

page_text: to the plates i, and the T iron j, is rivetted against the lower part of the said
bands or flanges, in order to bring the platform j, below the surface of the
ends and cross bars c..
Fig. 8 represents part of a traverser very similar to that shewn in Fig. 7;
in this case the T-iron j, and platform j', are dispensed with.
Fig. 9 represents part of a traverser with the sides formed of beam iron,
or iron having two small flanges above and two larger flanges below, to one
of which the guide rail f is rivetted, one of the upper flanges is removed to
allow room for the wheels g, the ends and cross bars c have flanges which
are rivetted or bolted to the sides i.
"
Fig. 10 represents part of a traverso with the sides formed of beam iron
as in Fig. 9, but with the inner lower flange removed, in addition to the
outer upper flange, by this means the outer supporting rollers d, can be
brought closer to the sides of the traverser.
Fig. 11 represents part of a traverser with strong angle iron sides h, as in
Fig. 1, and with plates cas in Fig. 2, in this case the ends and cross, bars c,
are of cast iron, and the bearings e of the rollers d, are cast to the ends and
cross bars, the guides rails f are rivetted to the angle irons h, and to the outer
edges of the plates c, thereby securing the whole firmly together.
Fig. 12 represents part of a traverser with sides formed of the two angle
irons h and i, to the former is rivetted the guide rail f, and the latter is rivet
ted to the plates c forming the body of the traverser; the angle irons h and i,
are also rivetted together; to the plates care bolted the bearings e of the
supporting rollers d, the outer bearings e being also bolted to the angle
irons i.
'
..
On Sheet 2, Fig. 1 represents part of a traverser with the sides formed of
the two angle irons hand i, which are rivetted together, and they are bolted
or rivetted. to the flanges of the ends and cross bars c; to the upper we of
the angle irons i aro attachod the plates forming the platform, and to tho
lower web of the angle irons hare rivetted the guide rails f, which support
the wheels g of the carriage to be moved from one line of rails to another.
The supporting rollers d are arranged so as to pass each other sideways and
The novelty
they revolve in bushes cast or fixed to the ends and cross bars c.
in this Figure consists in the combination of the sides, platform, and support
ing rollers as shown.
Fig. 2 represents a traverser with sides formed of the curved plates i, and
angle irons h, which are connected together, and to the ends of the traverser
in the manner above described, and as shewn in the Drawing; by this arrange-
ment the plates i form covers for the supporting rollers d, and the sides of the

page_text: traverser are brought out of the way of the horn plates and axle boxes of the
carriage to be moved.
Fig. 3 represents a traverser with sides formed of the double curved plates
h; the lower edges of those plates support the guide rails f; this improved
mode of constructing the sides offers the same advantages as that described
in reference to the preceding Figure.
Fig. 4 represents a traverser with sides formed of rolled iron or steel
having two flanges somewhat like the letter Z, the upper flanges i of these
sides are connected to the top of the traverser, and the lower flanges
support the guide rails f, to these lower flanges, or to the guide rails f, are
attached brackets to support the rollers d¹, thereby imparting strength and
answering as an additional guide to the traverser; the plate between the
flanges h and i is set in a slanting direction, to give room for the horn plates
and axle boxes of the carriage to be moved.
Fig. 5 represents a traverser with sides formed of the angle irons i, as in
Fig. 1, and curved plates h, to which the guide rails fare secured, this
arrangement of the sides is also adapted for giving sufficient space to the
horn plates and axle boxes of the carriage to be moved.
Fig. 6 represents a traverser with sides formed of the same piece as the
guide rails f, that is to say, these guide rails are formed at the lower part of
the angle irons or beams h, to the upper rib of these angle irons are rivetted
the hand rail irons ; the sides of the traverser are rivetted to the wrought-
iron ends and cross bars c, which are forged with the bearings e, for the
supporting rollers d and to revolve in; this improved combination gives
great strength to the traverser, and renders it particularly suitable for loco-
motives and tenders or other heavy work.
Fig. 7 represents part of a shallow pit traverser suitable for locomotive
engines or other heavy work; the ends and cross bars c and the sides h of
this traverser are made of rolled H-iron, the guide rails f are made of the
rolled iron commonly called contractor's rails, but other flat-bottomed rails
may be used, the flanges of the guide rails being screwed or rivetted to the
flanges of the H-iron forming the sides. The ends and cross bars c are bent
to allow the bearings e of the rollers d, to be bolted to their under sides, and
the bearings e of the rollers are placed above.
Fig. 8 represents part of another shallow pit traverser, very similar to the one
shewn in the preceding Figure; in this case the ends and cross bars care
straight and all the bearings e, e', are bolted to their upper surface; the guide
rails serve to connect the ends and cross bars c, and constitute the sides of
the traverser.

page_text: Fig. 9 represents part of a plate traverser for heavy work; the body of the
traverser consists of the plates c", to which are bolted the bearings e of the rollers
d; to the outer edges of the plates c are rivetted the curved plates h, to which
are bolted the bearings el of the rollers ; the guide rails f are made of steel
to increase their durability. The supporting rollers d of this traverser are
made small in order that they may be out of the way of the axle-boxes,
fire-boxes, ash-pans, or other low parts of the engine or carriage to be
moved.
Fig. 10 represents part of a shallow pit traverser, the ends and cross bars c
of which are made of double-headed rolled iron; the sides are of similar
iron, these parts being connected together by strong angle brackets; the guido
railsfare of steel, screwed or rivetted to the sides.
Fig. 11 is part of the end of a traverser, shewing my improved steel points k,
which are hinged at ¹ to the guide rails f, or to the ends of the traverser ;
these points may be closed against the end of the traverser when not required,
and they are so hinged that they close themselves on coming in contact with
any obstacle when at work. I wish to remark that other descriptions of points
besides those made of steel may be hinged in like manner. The cross rails b
are level with the rails a of the permanent way, and the rollers & are without
flanges, as will be more fully described hereafter.
Fig. 12 is very similar to Fig. 11, the only difference being that in this
Figure the joint of the point is brought beyond the end of the
traverser.
Ou Sheet 3, Fig. 1 represents part of a traverser showing another of my
improved self-acting points, and the mode of applying a strip or belt 1 of
vulcanized india-rubber or other suitable yielding material between the guide
rail fand the low shelving of the side of the traverser. The points are
hinged to the ends of the traverser at k¹, in such manner that when the wheels
of the carriage to be moved come against the ends of the points the joints ¹
yield, and the points are depressed until they bear on the rails a; as soon as
the carriage wheels pass beyond the points, the springs lift the ends of the
points above the rails a, to allow the traverser to be moved along the cross-
rails b; the points are also made to close of themselves if they should meet
with any obstruction.
Fig. 2 represents another of my improved points for traversers; in this
instance when the carriage has been run ou to the traverser the points : are
raised off the rails a by the elasticity of the belt or strip 1, and when the
points are not wanted they are raised by the attendants into the positions
shown in dotted lines.

page_text: Fig. 3 is a side elevation, and Fig. 4 a plan of part of a plate traverser,
shewing a mode of applying my improved self-acting points to such traversers;
in these views the points are hinged at ', and each point has a counter-
poise by which it is raised off the rails a, when the wheels of the carriage to
be moved have passed over it. I wish to remark that the points k in these
views are similar to those applied to box and frame traversers, for which
former Letters Patent were granted to me.
Fig. 5 is an end view of part of a traverser, the sides of which are formed
of steel or homogeneous iron plates h; the lower edge of these plates is turned
up to form the guide rail on which the flanges of the carriage wheels 9 are
supported; the points of these improved sides are continuations of the flanged
guides. If it is desirable to make the traverser particularly strong and light
the ends and cross bars c are also made of steel plate or homogeneous iron, but
the ends and cross bars may be of any approved construction.
Fig. 6 represents part of a shallow pit traverser suitable for a carriage
builder's shop, or for moving empty carriages; the ends and cross bars c are of
H-iron, bolted by flanges or angle brackets to the guide rails f, which also
form the sides of the traverser.
Fig. 7 is another shallow pit traverser, very similar to the one above
described; in this case the guide rails and sides f are made of strong bridge
rails.
Fig. 8 represents part of a plate traverser with my improvements applied,
by means of which it is capable of running on cross rails 6, laid on the same
level as the rails a of the permanent way, the object of this part of my Inven-
tion being to bring the guide railf lower down or nearer to the rails of the
permanent way, and to give more clearance. The sides of the traverser are
formed of the anglo irons h, the lower webs of which serve as the guide rails f,
for the wheels g of the carriage; the supporting rollers d, revolving in the
fixed bearings e, are made without flanges, but the flanged guide rollers d¹
revolve in the blocks e, which slide up and down in the frames e, consequently
when the flanges of the rollers d' come against the rails a, they rise over the
said rails and again drop by their own weight or aided by a spring, as will be
described hereafter, as soon as they have passed; by this means the guide
rails are brought lower than was heretofore possible, and no flanges are
required on the cross tram rails of the traverser.
Fig. 9 is part of a plate traverser, shewing a modification of the improve-
ments referred to in the preceding Figure, and an improved mode of con-
strucing the traverser; the sides h are made of angle irons rivetted to the flanges
of the plates co, forming the ends and cross bars of the traverser; the guide rails f

page_text: are rivetted to the lower web of the angle irons h, and to them are forged or
fixed the hinges for the levers ³, in which the flanged guide rollers & revolve,
the supporting rollers d are without flanges; when the traverser is moved
along the cross rails b, the flanges of the rollers d' rise over the rails a, as in
Fig. 8.
Fig. 10 represents another modification of this part of my Invention; in
this instance the flanged guide rollers d' are dispensed with, and the skids or
slides are used in their stead; these skids are hinged to the rails for sides h,
and they have flanges fitting on each side of the cross rails b; the supporting
rollers d are without flanges, and revolve in the bearings e, bolted to the cross
bars c.
.
Fig. 11 represents another of my improvements in the construction of
traversers; tho sides are formed of the angle irons h, h, the lower webs of
which are rivetted together; the guide rails f are of steel, and are rivetted
to the angle irons h.
Fig. 12 is part of a traverser, the sides of which are made of the angle
irons h, h, and i, i, and bottom plates c, all of which are rivetted together.
The guide rail is formed by the lower web of one of the angle irons h, and a
flat steel bar, as in Fig. 11, may be added, if preferred. The plates c may be
of steel when great strength is required.
On Sheet 4, Fig. 1 is part of a traverser, shewing another modification of
my improvements. In all tho different Figures on this Sheet the rails a of
the permanent way are rather below the cross tram rails ; the body of the
traverser consists of the plates c, to the outer edges of which are riveted the
guide rails f; the rollers & revolve in the bearings e, which are bolted or rivited
to the plates co.
Fig. 2 is part of another plate traverser, very similar to the one above
described, but furnished with the angle iron sides h, and the ends and cross
bars c, to give additional strength.
Fig. 3 represents part of another plate traverser. The edges of the plate.
are curved up, and are riveted to the curved plates h', which form covers over
the rollers d'; the rollers & revolve in the bearings e, and the guide rails fare
riveted to the plates c.
T
.:
Fig. 4 is part of another of my improved plate traversers. To the outer
edges of the plates c are riveted the angle irons h, are riveted guide rails f;
to the angle irons h are riveted the curved, plates h¹, which form covers over
the rollers d', on which the whole traverser is supported. By this means the
space between the wheels g is quite free, thereby allowing sufficient room for
very low fire-boxes or ash-pans of locomotives.

page_text: Fig. 5 is part of a traverser, in which the plates c are curved at ¹ to form
the covers of the supporting rollers d'; the two angle irons h, h, which are
riveted together, and to the plates c, serve to strengthen the traverser, and to
the inner plate of these angle irons are riveted the steel guide rails f; this
arrangement is also adapted for very low fire-boxes and ash pans.
Fig. 6 is very similar to Fig. 5, the only difference being that, in this
arrangement the angle irons are dispensed with, and the guide rails f are
riveted on the plates c.
Fig. 7 represents part of another of my improved traversers; in this case
the plates c are bent down at each side to form covers for the rollers d, and
the guide rails fare riveted to the hollow curved plates h², which are riveted
to the edges of the plates c and to the curved plates ', which are similar to
those shewn in the preceding Figures.
Fig. 8 is very similar to Fig. 7, but in this instance the plates c and h² are
connected by an angle iron.
Fig. 9 represents another arrangement on the same principle; in this view
the plates care riveted to the plates h², which form the covers of the rollers d,
and the angle irons h connect the plates and le, which, as before described,
form the covers or partial covers of the rollers d'; the guide rails farc
of steel.
Fig. 10 is part of another improved traverser; the ends and cross bars c
are connected by the plates c forming the platform; these plates are riveted
to the curved plates h², which form the covers of the rollers d, and are riveted
to the angle irons h, supporting the guide rails f.
Fig. 11 is part of one of my improved plate traversers; the rollers d revolve
in the bearings e fixed to the plates c, which are riveted to the angle irons h,
to the vertical webs of which are riveted the angle irons i, which form partial
covers for the rollers d¹; the guide rails fare of steel.
Fig. 12 represents part of a plate traverser like the above, but dispensing
with the angle irons i and the rollers d; in this instance the angle irons h
support the bearings e of the rollers d', which support and guide the traverser.
On Sheet 5 I have shown various modifications of my Invention, particularly
relating to the modes of constructing traversers, in order that they may work on
cross tram rails placed on the same level as the rails of the permanent way.
Fig. 1 represents part of a plate traverser very similar to Fig. 12, on
Sheet 4, but in this instance the rollers d and d¹ are made without flanges, as
the traverser is guided by the skids or slides e similar to those shown in
Fig. 10, of Sheet 3, and the additional slides e; both these slides are hinged
to the axle of the rollers d'. When the slides e' are passing over the rails a,

page_text: the flanges of the slides e are clipping the cross rails b, as shewn in the
Drawing.
Fig. 2 is also part of a plate traverser, with slides e hinged to the axles of
the rollers d'; these rollers and the rollers d are without flanges. The
plates care curved at their edges, and the bearings e of the rollers d'are
forged with or attached to the guide rails f, and riveted to the plates co.
Fig. 3 is part of another of my improved plate traversers; the edges of the
plates care bent up in a slanting direction for the bearings e' of the supporting
rollers d', which are made without flanges; to the axles of the rollers d¹ are
jointed the links &, supporting the flanged guide rollers d, which, when the
traverser is moving along the cross rails b, rise over the rails a, as shewn; the
guide rails have a bevelled flange riveted or bolted to the plates c.
Fig. 4 is part of a plate traverser, the sides of which consist of the angle
irons h; these angle irons and the steel guide rails f are riveted to the
plates c. The supporting rollers & are without flanges, but the guide rollers d'
and d have flanges; the rollers d revolve in the links ³, which are hinged
to the bearings e', and the rollers d' revolve in the links es hinged to the axles
of the rollers d³.
Fig. 5 is part of another plate traverser; the sides and guide rails are
formed by the angle irons h, and the flanged supporting rollers d revolve in
the blocks e, which slide up and down in the frames e, as in Fig. 8 of
Sheet 3. The rollers d' are without flanges, and revolve in the bearings e¹;
the flanged guide rollers de revolve in the links c³, hinged to the axles of the
rollers d'.
Fig. 6 is part of a plate traverser, having supporting rollers & without
flanges and flanged guide rollers d¹ revolving in the links e, which are acted
upon by the springs e, in order to bring the rollers d' down again on the
cross rails 6 when they have passed the rails a of the permanent way.
Fig. 7 is part of a plate traverser showing the flanged guide rollers d¹ sup-
ported in bearings fixed to the springs e¹o.
Fig. 8 is part of a plate traverser with the slides e' acted upon by springs e
in the same manner as the guide rollers d', in Fig. 6.
Fig. 9 represents another of my improvements in the construction of
traversers. The sides are formed of the single headed rails i, and angle
irons h, to which the guide rails fare riveted. The ends and cross bars c
are formed of angle iron, as shown in the section, and to them are bolted, the
bearings e of the supporting rollers d, which are without flanges. The guides
or slides e' are attached to the springs e¹, riveted to the rails for anglo
irons h.
2

page_text: .
Fig. 10 is part of a traverser with the sides h and the ends and cross bars c
made of angle iron. The guide rails f are riveted to the sides h, and the
supporting and guide rollers d' have flanges to keep the traverser on the cross
rails b, which are rather higher than the rails a of the permanent way.
Fig. 11 is very similar to the above, but the ends, cross bars, and sides are
made of T-iron.
Fig. 12 is part of another of my improved traversers. In this instance the
ends and cross bars c are made of the ordinary double-headed rails, to which
the bearings c of the supporting rollers are bolted. The rollers d are
without flanges. The sides are made of treble-headed rolled iron, the lower
part being curved to receive the guide rail f, to which are hinged the links e
for the flanged guide rollers d'.
On Sheet 6 I have shewn various of my improved modes of constructing
the cross tram rails, on which the traverser is moved from one line of rails to
another. In Fig. 1 the compound cross rail 6 is formed of a plate of cast or
wrought iron, with a rail of steel riveted to it; this form of rail is suitable
for a flanged or plain roller d. Fig. 2 is similar to Fig. 1, but there is in
this case a rail of iron between the steel rail and the plate. In Fig. 3 the
whole surface of the cross rail b is covered with steel, either welded or riveted
on. Fig. 4 is similar to Fig. 3, but in this case only the part of the cross
rail on which the roller d runs is coated with steel. Fig. 5 is a cross rail
formed of ordinary double-headed rail iron, laid sideways, and furnished with
a thin plate of steel for the plain rollers d to run on.
Fig. 6 represents a cross rail b, with a central projection rolled or otherwise
formed upon it to fit the groove in the roller d. The surface or the whole of
the rail is of steel. Fig. 7 is very similar to Fig. 6, but in this case the
projection in the centre of the rail b is square, corresponding to the shape of
the groove in the rollers d, and the rail b has two small grooves for the
accumulation of dust.
rollers d, and two steel
Fig. 9 shows the cross
Fig. 8 represents a rib on the rail b to guide the
bars rivited to the rail 6 for the rollers to run on.
rails made of two T bars, placed a little apart to receive the flange of the
rollers d. Fig. 10 is very similar to Fig. 8, but on a smaller scale to suit a
light traverser.
Fig. 11 shows a cross rail b, made of strong H-iron, laid sideways, and
provided with a steel bar for the double-flanged rollers d to run on. Fig. 12
is a cross rail 6 formed of a plate with three projections on the upper side, and
two steel bars for the wheels d, which may be placed alternately, as shewn in
Fig. 1 of Sheet 2.

page_text: Fig. 13 represents a cross rail formed of trough iron, with a steel bar for
the double-flanged rollers d to run on.
In Figs. 14 and 15 the cross rails are made of the ordinary double-headed
rails b, supported in chairs of the usual construction. The rollers d are
without flanges, and the traverser is guided sideways by the projections b³.
These projections may be keyed to the chairs, as shewn in Fig. 14; or rivetted
to the rails b, as in Fig. 15.
Fig. 16 represents a compound cross rail made of the ordinary double-
headed rail, supported in chairs, shown in dots, and with angle irons ² to
guide the rollers d of the traverser.
Fig. 17 shows a bridge rail having the surface steeled, and with pro-
jections b² to guide the rollers d. In Fig. 18 the position of the bridge rail
is reversed, and the flanges on the rollers d enter into the space between the
two sides of the rail, which are steeled.
Fig. 19 represents an ordinary contractor's rail, with projections b' to guide
the rollers d.
In Fig. 20 the cross rail b is formed of two contractor's rails rivetted
together, and the rollers d run on steel bars rivetted to the rails.
Fig. 21 is similar to Fig. 18, but the hollow space between the sides of the
bridge rail is filled up by a bar which enters a groove in 'the' rollers d, and the
rollers run on steel bars.
Fig. 22 represents the cross rail 6 of steel, with an angle iron b² at each
side to guide the rollers d.
In Fig. 28 the rail 6 is formed of two angle irons, placed a little distanco
apart, to guide the rollers d.
In Fig. 24 the cross rails are made of narrow plates 6, with a steel bar to
support, and two angle irons 62 to guide the rollers d.
Fig. 25 represents the cross rail formed of a narrow bottom plate with
two T-irons to guide, and a steel bar to support the rollers d.
Fig. 26 is similar to Fig. 18, with the addition of two flat steel bars for
the rollers d to run on.
In Fig. 27 the cross rail is formed of two T-iron bars and a steel bar
between them. Fig. 28 shows two T-irons rivetted together to support and
guide the rollers d.
Fig. 29 is a cross rail formed of two angle irons rivetted together, and
Fig. 30 represents the cross rail formed of two angle irons and a central bar
rivetted between them to guide the rollers d.
On Sheet 7, Fig. 1 is an elevation in longitudinal section; Fig. 2 is a plan,
and Fig. 3 a transverse section, of a plate traverser for heavy work, con-

page_text: structed according to some of my improvements herein-before described. The
sides h, h, are of strong angle irons, as in Fig. 4 of Sheet 1. These sides are
rivetted to the plates c, which are connected together at their edges by the
bars c¹, and laterally by the strips c", which are placed at the under side of
the plates co, and extend from one side of the traverser to the other; or the
plates c may be united by a T-rail of steel or hard rolled iron, as shewn at
Fig. 4, which is drawn to an enlarged scale.
-
Figs. 5, 6, and 7 are other modifications of my improved mode of con-
necting wrought-iron plates. The steel guide rails fare rivetted to the sides h,
and the self-acting points k are made in the manner shewn in Figs. 3 and 4
of Sheet 3. This traverser is made with a platform to support the men who
work the handles c, which are fixed to the shaft c. The pinion on this
shaft gears into the wheel c', fixed to the roller d³, bearing on the centre cross
rail b. All the cross rails 6 are placed on the same level as the rails a of
the permanent way, and all the supporting rollers d, d', and d³, of the
traverser are made without flanges. The two guide rollers d¹ in a line
with d have flanges, but they work in blocks e, as in Fig. 8 of Sheet 3.
The traverser is also guided laterally by the skids or slides e, as shewn in
Fig. 10 of Sheet 3. These slides and the flanges of the guide rollers d' riso
over the rails a, when the traverser is at work, and drop again by their own
gravity, or aided by springs, so as to fit on each side of the cross rail b. The
rollers supporting the traverser are made of steel or homogeneous iron, or of
case-hardened iron, to increase their durability, or they are furnished with
vulcanized india-rubber or other yielding material to prevent noise and con-
cussion, as will be described hereafter in reference to my improvements in
turntables. In Fig. 1 the wheel g is supposed to form part of the engine or
carriage to be moved, and it shows how these wheels when they approach the
traverser depress the points k, until they bear on the rails a, to form inclines
for the wheels g to run up. The points k at the right-hand side are raised
off the rails a by the counterpoise k³. By these improvements the rails of
the permanent way do not require to be cut or in any way disturbed when the
cross rails 6 for the traverser are laid down. The guide rails f are also
brought lower than was heretofore possible.
On Sheet 8, Fig. 1 is a side view; Fig. 2, a plan, and Fig. 3, a transverse
section of another of my improved traversers. The angle iron ends and cross
bars c, are united by the angle iron rails h, as in Fig. 1, of Sheet 1, and the
whole are firmly connected by the angle iron frames c¹²; the points k, are very
similar to those shewn in Sheet 7, but in this arrangement they are fixed to
the shafts k¹, and the counterweights, are brought between the sides of the

page_text: traverser. The outer rollers d have flanges to guide the traverser laterally,
and the rails a of the permanent way must, when the rails a and are on
the same level, be cut away as shewn in Fig. 1, to allow these flanges to pass ;
if the cross rails 6 are raised a little above the rails a, the cutting away of the
latter for the passage of the flanges of the rollers d may be avoided.
On Sheet 9 I have shown two modifications of my improvements in traversers;
Fig. 1 is a sectional elovation, and Fig. 2 a plan of a plate traverser having
two platforms for supporting the men and the gearing by which the traverser
is worked; the gearing, the sides h, and tho rollers d, are similar to those
shewn in Fig. 4 of Sheet 1; Figs. 3 and 4 are similar views of another plate
traverser like that shewn in Figs. 1 and 2, with this exception that in Fig. 4
only one platform and one set of gearing is shewn for working the traverser ;
both these traversers are intended to work in very shallow pits.
On Sheet 10, Figs. 1, 2, and 3 represent three views of a traverser, shewing
another modification of my improvements in plate traversers, very similar to
the one shewn on Sheet 7. In this arrangement two of the cross tram rails b*
are a little higher than the other cross rails 6, which are on the same level as
the rails of the permanent way; the object of raising one or more of the cross
rails above the others is to allow the flanges of the rollers d and the other
rollers in line with them to pass over the rails of the permanent way. The
raising of one or more of the cross rails is described in combination with a box
or frame traverser for which former Letters Patent were granted to me; the
other rollers d and d' are made without flanges. As this traverser is intended
for heavy work, I have shewn two platforms for supporting the men and the
gearing by which the rollers ds are driven.
On Sheet 11, Fig. 1 is a plan, and Fig. 2 a transverse section of the rails a
of the permanent way, and of the cross rails 6, placed on the same level as the
rails a.
Heretofore the cross tram rails for the traverser have been placed on
a higher or lower level, or partly on a higher level than the rails of the per-
manent way, or else the rails of the permanent way have been cut to allow the
guide flanges of the rollers supporting the traverser to pass; but, according to
my present improvements, the rails a and b are on the same level, and the
rails a do not require to be cut. In order to secure the cross rails b to the
rails a the plates b, shown on a larger scale in Figs. 3 and 4, are secured on
a sleeper laid down between two of the ordinary sleepers supporting the chairs
of the rails a; the plates & have jaws fitting the rails a and b, to which they
are connected by bolts, and as these plates are made in two or more parts, as
shewn in Figs. 2 and 8, they can be secured to any part of the rail a, without
disturbing it. Figs. 5 and 6 represent a modification of my improved mode
B

page_text: of connecting the rails a and b; in this case the angle brackets 6 are bolted
together through the rails a and b.
On Sheet 12, Figs. 1 and 2, are a side elevation and plan of another of my
improved railway traversers suitable for working on cross tram rails b, placed
on the same level as the rails a, of the permanent way. Fig. 3 is a transverse
section of one end of the traverser, and Fig. 4 a transverse section through
the middle of the same. The sides h, i, and ends, and cross bars c, are similar
to those shown in Fig. 5, of Sheet 1; the self-acting points k, and stay frames
c12, are similar to those shown in Sheet 8, and the double slides or skids e*,
and e³, are somewhat like those shown in Fig. 1 of Sheet 5; in the present
arrangement they are made so that the inner one e, fits within the outer one.
e. All the rollers d are made without flanges, excepting the one in the
centre of the traverser, and this one works in sliding blocks as in Fig. 8 of
Sheet 3, to allow the flanges to rise over the rails of the permanent way.
Sheet 13, Figs. 1, 2, 3, and 4, are different views of another of my improved
traversers, suitable for working on cross rails placed on different levels; the
two inner cross rails &', which are steeled as shown in Figs. 1 or 4, on Sheet 6,
being rather above the cross rails b, which are level with the permanent way;
the rollers d, working on the rails *, have guide flanges, and are fixed on
shafts d; the sides h, i, and ends, and cross bars c, are similar to those shown
in Fig. 5 of Sheet 1, and the body of the traverser is strengthened by the stay
frames c, as shown in Fig. 2.
On Sheet 14, Figs. 1, 2, and 3, represent a traverser working on the cross
rails b, placed rather above the rails a, of the permanent way; the supporting
rollers d, are fixed on cross shafts do, as before described, and these shafts
revolve in slots in the cross bars c; the sides h of the traverser are of s rong
angle iron, and the points k are forged or welded to the guide rails f. A strip
of elastic material l, is or may be introduced between the rails f, and the angle
irons h, as shown in Figs. 1 and 2 of Sheet 3. When the wheels of tho
carriage to be moved come against the points k they are depressed until they
bear on the rails a, and the whole body of the traverser swivels partly on the
rollers d, near the wheels by which the points k are depressed; the slots in
the cross bars c allowing the other pair of rollers to remain on the cross rail b,
while the body of the traverser is raised; as soon as the wheels g pass over
the first pair of rollers d, the traverser regains its horizontal position, and when
the carriage is properly on the traverser the points k are held clear of the
rails a, by the elasticity of the strips l. I prefer making the gauge of the
rollers of the traverser to correspond with the gauge of the rails of the per-
manent way, by this means the traverser can be moved along the rails of the

page_text: permanent way, and thus be worked in either direction in any part of the
station. The traverser shown in Figs. 4 and 5, is very similar in its action to
the one abovo described; the body of this traverser is formed of the plates c",
connected by the T-irons c¹³, or by any other modes shown in Figs. 4, 5, 6 and 7
of Sheet 7, and the guide rails f, to which the points k are forged or welded;
in this case the rollers d revolve in the bearings e, and when the wheels g of the
carriage to be moved depress one end of the traverser the other end is raised as
shown in Fig. 4, thereby lifting the rollers & slightly above the rail b. The object
of the eccentric c, and the wedge c, shewn near each end of the traverser
is to assist in raising one end of the traverser while the other is being depressed
by the wheels g, or to tilt the traverser before the wheels 9 como against the
points . Similar eccentrics and wedges have been used to tilt parts of traversers,
but my improvements consist in applying them to tilt the whole traverser.
On Sheet 15, Fig. 1 is an end view, and Fig. 2 a plan of a pit traverser,
to which some of my improvements are applied; the ends and cross bar of this
traverser are formed of strong cast-iron beams c, connected either by the guido
rails f, which are of three-headed rolled iron strengthened by two angle irons,
as shewn to the left-hand side of Fig. 1, and in Fig. 3, or of two rails f, which
are known as the "Barlow rails," as shewn to the right-hand side of Fig. 1,
and in Fig. 4, or of other strong flat-bottomed rails; the guide rails are also
united by the plates co; the traverser is worked by two sets of gearing as shewn
in Fig. 2, and all the rollers & are mounted on the squaring shaft d³, thereby
keeping the traverser at right angles to the rails of the permanent way.
Another modification may be made by supporting the rails f on the flanged
beam shewn in Fig. 5, or on the hollow beam shewn in Fig. 6.
On Sheet 16, I bave shewn a pit traverser, very similar to the one shewn
in the foregoing Sheet, but capable of working in a shallower pit. Fig. 1 is an
end elevation, and Fig. 2 a plan view; in this case the rails f are partly recessed
at the ends and cross bar c, so as to avoid the necessity of making the
said ends and cross bar so deep as in Sheet 15; the platform for the men
working the gearing extends the whole width of the traverser, so that the men
may work the cranks c forged on the cross shaft c², which connects both sets
of gearing; by this means the motion imparted by the gearing at each end of
the traverser is kept uniform.
On Sheet 17, Fig. 1 is a side elevation in section; Fig. 2 a plan; and
Fig. 3 an end elevation in section of another of my improved plate traversers,
particularly suitable for hopper trucks; in this case the cross tram rails 6 aro
raised sufficiently above the rails of the permanent way for the flanges of the
rollers d, d', and d³, to pass over them; the plates care united below by the
D9

page_text: ribs c¹¹, or by any of the modes shewn on Sheet 7, and they are strengthened
above by the beams c10, the two outer ones being furnished with bearings e, for
the rollers d; the sides of the traverser consist of the cast-iron beams i, to
which are bolted strong angle irons h, the lower webs of which form the guide
rails f. At one side of the traverser the bearings e¹ for the rollers d', are
bolted, and to the other side are bolted strong brackets supporting the
standards c¹ for. the driving gearing, which is similar to that before described.
I wish to remark, that in some cases it is preferable to use two or more rollers d
within the sides of the traverser. The rollers d³ are connected by the squaring
shaft d, the object of which is to keep the whole traverser at right angles to
the rails of the permanent way. Fig. 4 is a detached view of one of the
sides of the traverser, shewing a modification in its construction; the
beam is cast with a flange supporting the ends of the plates cs, and an inter-
mediate plate is secured between the lower web of the angle iron h, and the
plates . In Fig. 5 the beams i have a flange below to the under side of
which the plates care rivetted.
Fig. 6 represents the guide rails f made of Barlow's rails placed above the
plates c, and a similar rail placed below them, the whole being rivetted together,
the beams cserve to unite the rails at each side of the traverser, and the
plates care secured to the flanges of the beams.
In Fig. 7 the Barlow's rails f are placed above the plates c, and bolted to
the beams c 15; the plates c 6 are united at the joints by the ribs c¹¹.
On Sheet 18, Fig. 1 is a side elevation, and Fig. 2 is a plan of a very
shallow pit traverser constructed according to my improvements; the sides of
this traverser are formed of strong angle irons h, as in Fig. 1 of Sheet 1, the
guide rails fare rivetted to the sides h, the points k are of the same piece as
the rails f, and are bent to form gentle inclines, up which the wheels g rise
when a carriage is run on the traverser. Figs. 3 and 4 represent a transverse
section and a plan of a turntable, capable of working in a very shallow pit,
suitable for the floors of warehouses, or in other places where a pit of the usual
depth cannot be obtained; the construction of this turntable is very similar to
that of the traverser shewn in Figs. 1 and 2, the sides h are connected at the
outside by the segmental angle beams m³, and at the centre by the cast-iron
beam m, supporting the centre pin o, which works in a foot step, and is
furnished with regulating bolts in the ordinary manner. The supporting rollers
d are mounted on axles radiating from the centre pin o, and revolve in bearings
fixed to the beams m'; these rollers d run on the circular rail n, the surface of
which is of steel. The beam m, the sides h, and the inner beams m³, are united
by the stay frames c¹s, as in the traverser shewn in Figs. 1 and 2, on Sheet 8.

page_text: On Sheet 19, I have shewn several details of my improvements in the
construction of the curbs of railway turntables, and parts contiguous thereto.
In Fig. 1, the curb q consists of a cast-iron bottom plate, cast in segments
for large turntables, or entire for small ones, to which is rivetted the circular
rail n, of steel or wrought iron or partly steel and partly iron, for the rollers
supporting the platform to run on; to the vertical flange of the bottom plate
are fixed cast iron or corrugated wrought iron plates to which the angle iron
ring forming the top of the curb is fixed, the rails a of the permanent way are
connected to the top angle iron ring.
In Fig. 2, the curb is formed of the cast-iron double beam q, or of cast-iron
boxes of a similar section, and an angle iron forming the top ring, the rollers d
supporting the platform of the turntable revolve on studs q', passing through
the double beam or boxes; these studs also serve to secure the top ring to the
double beam or boxes. The dotted lines represent the base of the boxes, made
sufficiently broad to rest on the ballast, and thus to dispense with the timber
foundation usually employed.
In Fig. 3 the curb q is of cast iron, with a steel rail n rivetted to its lower
flange for the supporting rollers to run on.
In Fig. 4 the curb q is formed of three double flanged bars of wrought
iron, or in segments of cast iron secured to cach other, the rail n is made of
the usual contractor's rails.
Fig. 5 represents the curb formed of four cast or wrought iron angle bars
rivetted or bolted together, the upper and lower ones may be of wrought iron,
and the tier intermediate of cast or wrought iron; the circular rail n is of the
usual double-headed bars supported in chairs of the usual construction.
In Fig. 6 the curb is made of two cast or wrought iron double-flanged bars
bolted or rivetted together, and the ring n is made of the ordinary bridge rails.
Fig. 7 represents a curb made of one double-flanged bar, and two angle
bars either of cast or wrought iron rivetted together, with the rail n as in Fig. 5.
In Fig. 8 the curb is formed of four angle iron bars and one single-headed
bar forming the top; this bar may be used to form the top ring of any of the
other curbs described; the rail n is of steel and rivetted to the inner bottom angle
iron. In order to render these curbs easy of transport, the four preceding
Figures may be in segments bolted together, so that the joints cross each other.
In Fig. 9 the curb is formed of a top plate, to which two angle irons are
rivetted; the lower part of the curb is also formed of two angle irons, to the
inner one is rivetted the steel rail n; the space between the top and bottom
anglo irons is filled up by wooden segments.
Fig. 10 represents a curb formed of the plain plates q, with a top ring of

page_text: single-headed rail bar, and with an angle iron below supporting the circular
rail n, made of contractor's rails.
In Fig. 11 the curb is made of Z iron with an angle iron at the base to
strengthen it; the circular rail n' is of double-headed bars supported in chairs
having flanges bolted to the curb.
Fig. 12 shews a curb formed of the cast-iron rings or segments q with
double-headed cast-iron segments q' for the top, and with two angle irons for
the bottom; the steel rail n is rivetted to the inner angle iron.
In Fig. 13 the cast-iron double-flanged beam 9 forming the curb is made
in segments for the convenience of transport; this curb is bolted to the plates
7, which are laid on ballast or other foundation; the circular rail n is rivetted
to the lower flange of the curb.
In Fig. 14 the plates are made of sheet iron segments with two angle
irons; the circular rail n is rivetted to the plates r and the curb 9 formed of
an angle iron; a T-bar and a contractor's rail bears upon the said plates r.
Fig. 15 is a modification of Figs. 13 and 14; in this case the plates r are
each cast with two chairs, one for the circular rail n, and the other for the
curb ring 9.
In Fig. 16 the curb is made of the double-flanged beam q with a top ring
of wrought-iron, and an angle iron below the rail n fits in the inside of the
angle iron.
Sheet 20 represents various details of my improvements in the construction
of the platforms of turntables. In Fig. 1 the rails f bear on planks forming
the top of the platform, and these planks are united at their circumference by
the angle iron rim p, the planks bear upon the two rims p' formed of double-
headed rails, and these rims are connected, and the whole platform strength-
ened by the beams p³, which are also made of double-headed rails; the axles
of the rollers d revolve in bearings fixed to the rims p', and bear on the
circular rail n fixed in chairs of the usual construction.
In Fig. 2 the rollers d revolve on studs q', passing through the rims p¹, and
they are protected by covers projecting through the planks, so as to obtain
large supporting rollers with comparatively a shallow pit; the rollers d run on
the rail n formed of contractor's rails.
In Fig. 3 the double rim p and the beams p² are made of strong angle
iron; the axles of the rollers d revolve in bearings placed above the rim P, and
bear on a circular rail n formed of the usual bridge rails.
In Fig. 4 the rim of the platform is formed of the double circular beanis p
and cross beams p³; the rollers d run on the circular rail n, which is similar to
that shewn in Fig. 1.

page_text: Fig. 5 is part of a platform with the rim p and beams p² formed of double-
flanged iron, and the rollers & running on the low rail n.
In Fig. 6 the outer rim p of the platform is of angle iron, and the lower
rims are made of T-shaped iron; the beams p³ are of double-flanged iron
rivetted together; the rail n is as in Fig. 2.
Fig. 7 is part of a platform having an angle iron ring p to connect the
planks, and a rim p' formed of two contractor's rails and one double-flanged
rail, to which are fixed eyes for the rods on which the rollers d revolve; these
rollers run on the rail n, as in Figs. 1 and 4.
:
Fig. 8 is similar to Fig. 7; but in this case the rollers d revolve on studs
fixed in the double beams formed by the rails q'; the rail n is as in Fig. 2.
Fig. 9 represents part of a platform with a rim formed of the two plate iron
beams p, furnished above and below with angle irons; the rollers d revolve on
studs passing from one beam to the other, and they run on the bridge rail n..
In Fig. 10, the platform runs on the rollers d of the live ring s; the plat-
form is made with a rim p of angle iron rivetted to the upper flanges of the
bars p' to which the rail p³ is rivetted; the rollers d run on the rail n sup-
ported in chairs of the usual construction.
Fig. 11 is part of a platform with a rim p to connect the planks and three
bars of H iron p² rivetted together; the rollers d revolve on the circular
contractor's rails n.
Fig. 12 is similar to Fig. 11; but in this case the rollers d revolve on studs
fixed in the double rim p¹; this mode of construction would be for very strong
turntables.
In all the Figures of this Sheet the parts marked p, p', p³, and p³, may be
eitherof cast or wrought-iron or a combination of both, and the rims may be
put together in segments, as before described in reference to the curbs shewn
on Sheet 19.
Sheet 21 represents various details of my improvements in railway turn-
tables. In Fig. 1 the outer rim p of the platform is formed of Z-shaped
wrought or cast iron, the upper lip of which is recessed, as shown at Fig. 1",
and bears upon and forms a cover for the supporting rollers d to protect them
9. which
from dirt and dust; these rollers work on studs q' fixed to the curbs
are made in segments of cast iron; the planking of the platform bears on the
lower lip of the rim p, and the rails f are screwed to the planks; the rails a
of the permanent way are secured to the curb q. in the usual manner.
In Fig. 2 the rim p is made in segments of cast iron, and is provided with
a steel ring bearing on the supporting rollers d, which are covered with clastic
bands of vulcanized india-rubber or other yielding material to prevent or

page_text: diminish noise; these rollers revolve on the spokes of the ordinary live ring s,
and bear on the circular rail n cast with the curb q.
Fig. 3 represents another cast-iron rim p with a steel ring bearing on the
rollers d, which revolve in the live rings; the rollers d have flanges and bear
on the steel rail n rivetted to the foot plate of the curb q.
Fig. 4 is very similar to Fig. 1; but in this case the outer rim of the plat-
form is made of two angle irons P rivetted together.
In Fig. 5 the rim p is made of two angle irons, as in Fig. 4, with the
addition of a steel ring bearing on the rollers d.
In Fig. 6 the rim p is made of double-Z cast-iron segments bolted together
and furnished with a steel ring bearing on the rollers d; the studs q¹ for these
rollers are supported by the curb q.
Fig. 7 represents the rim p made of two Z-iron bars rivetted together, and
the studs q of the rollers & passing at one end through the curb q, and
supported by the brackets q².
Fig. 8 is similar to Fig. 7, with the addition of a steel ring bearing on the
rollers d.
In Fig. 9 the rim p is formed by a circular double beam cast in segments
with a projecting flange to support the planking of the platform; the axles of
the rollers d revolve in bearings in the rim p, the outer bearings having caps
to protect them from dust; the rollers d run on the rail n cast with or fixed
to the curb q.
In Fig. 10 the rim p is formed of a hollow beam or boxes, rivetted or bolted
to an angle iron; the bearings for the rollers d are rivetted or screwed to the
hollow beam or boxes, and have caps as in Fig. 9.
Fig. 11 represents the rim of the platform made of a cast-iron hollow beam,
and two plain wrought-iron rings connected together by screws or rivets. The
rails are made of the "Barlow rails," laid upon a strong H-iron beam instead
of on planks as in the previous Figures. The rollers & are supported in the
ordinary circular double-headed rail n, fixed in chairs cast to the curb 2, the
upper part of which consists of the contractor's rail q.
Fig. 12 is similar to Fig. 11, but the guide rails fare rivetted to wrought-
iron plates, and the rim is formed of angle iron p, the bearings of the rollers d
are attached to the under side of the plates forming the platform, and the
rollers d are supported on the circular rail n, as before described.
On Sheet 22, Fig. 1, is a transverse section, and Fig. 2 a plan, of a turn-
table suitable for heavy work, to which some of my improvements are applied.
The body or platform of this turntable is similar to the traversers shewn in
Sheets 7 and 9, that is to say, it consists of wrought-iron plates c, united by

page_text: the ribs c" placed underneath, so as to leave the surface smooth, or the
plates c may be united as shewn in Figs. 4, 5, 6 or 7, of Sheet 7. The sup-
porting rollers & revolve in bearings e, fixed on the plates c, and bear on the
two circular rings n fixed in ordinary railway chairs. The centre pin o fitting
in the centre plato m works in a footstop, and is adjusted by screw bolts in
the usual manner. The rails are of the bridge form, and in order to prevent
or diminish noise I place under each rail fa strip or strips of india-rubber, or
other suitable yielding material. Figs. 3 and 4 are two views of one of the
rollers & of the shape recommended when they are cast of cast steel, or of
homogeneous or other hard metal. This roller is intended to run loose on the
stud q'. Figs. 5 and 6 are two views of another roller d, made partly of cast
iron and partly of wood, or other yielding material. The circumference
bearing on the rail n being of wood or other yielding material, will work
without noise. The washers of cast iron for holding the wood or other
material are screwed up by a nut on the end of the axle q¹.
On Sheet 23 I have shewn two of my improved turntables. Figs. 1 and 2
are a section and plan of a turntable, very similar to the one shewn on
Sheet 22. In the present instance the rails fare formed by the lower edge of
strong angle irons, and the rollers d run upon the circular rails n, made in the
ordinary manner.
Figs. 3 and 4 are two views of a turntable, having rails f similar to those
shown in Figs. 1 and 2. The joints of the plates c are connected by the
T-iron beams c", which are placed above the plates in order to diminish the
depth of foundation. The rails n are also very shallow for the same purpose.
On Sheet 24 I have shewn one of my improved turntables suitable for
situations where engines and carriages at a high velocity are frequently
passing. The rails on this turntable are arranged for the broad and narrow
gauges.
Fig. 1 is an elevation in section; one-half of this view is in transverso
section, and the other in longitudinal section.
Fig. 2 is a plan of the turntable, with the platform partly broken away, and
Figs. 3, 4, 5, and 6, are details of the steadying apparatus. The platform
consists of the sheet-iron plates c connected by the ribs c¹¹ and angle-iron
rim p; the rollers d revolve on studs fixed in the double brackets e, bolted to
the under side of the platform, and run on the two rails n, as now customary.
The centre pino and footstep are as usual. My improved machinery for
steadying the platform consists of the following parts; the handle t, see
Figs. 1, 2, and 3, is fixed to the shaft t', passing under the rails a of the per-
manent way. To this shaft are fixed the lovers t connected by links t³ to the

page_text: steadying blocks t, which are hinged to brackets fixed to the foundation; the
blocks are connected by bent links to the blocks to, which are hinged to
the levers . In place of the bent links t, levers and straight links may be
employed. The blocks and to fit within the "Barlow's rails "f, or they may
enter within the recess of strong bridge rails, or in recesses under the
platform. When the platform requires to be steady for trains to pass over,
the levers t, t, and to, are vertical, as shewn by the full lines in Figs. 1, 3, and
5; the blocks and to are then bearing against the under sides of the rails f,
thereby securely locking the platform; and as the blocks t' enter partly into
the recess of the rail of the permanent way, they answer also for the ordinary
catch. When it is necessary to turn the platform, the lever t is moved into
the position shewn in dots in Fig. 3, thereby releasing the blocks t' and t",
and setting the platform at liberty. The blocks to, on opposite sides of the
centre, are connected by the links t', one of which is jointed to the upper and
the other to the lower arm of the double lever t³, see Fig. 4; by this means
the blocks t' and to are caused to move in opposite directions, when the lever t
is acted upon by the attendant to liberate or steady the platform.
On Sheet 25, Figs. 1 and 2, are a section and plan of one of my improved
turntables for cross roads. The curb q is similar to that shewn in Fig. 11 of
Sheet 21, and is cast in segments with the chairs for the circular rail n on
which the rollers d run. The top of the curb is formed of contractor's rails 9.
The rim of the platform consists of the two rings of plain bar iron p, p, between
which are secured the bearings e of the rollers d; the centre pino and the
footstep in which it works are as usual, and the cross beam m through
which the centre pin passes is made with flanges to support the rails and cross
railsf, which are made on Barlow's plan, or other suitable flat-bottomed rails.
The space between the rails f may be planked or covered with iron plates, or
left open.
On Sheet 26, Fig. 1 is a section and Fig. 2 a plan of a turntable for a
locomotive engine and tender constructed according to my improvements.
The platform consists of a centre frame m and two outer beams m¹; these
beams have bearings for the rollers d and d², and for the gearing by which the
platform is turned round, as usual. The rails which connect the frame m and
beams m² are made of deep double or treble headed rolled iron; the under
side of the frame m bears on the rollers of the live ring s, and they bear upon
the inner rail n, cast to the foundation plate; the outer circular rail n is
supported in chairs, as usual. The space between the rails fis shewn open,
but it may be closed by planks or otherwise, if preferred.
On Sheet 27, Fig. 1 is a section of a turutable, and Fig. 2 a plan of the

page_text: same, suitable for being easily transported. The curb q is made in segments
and has a top ring q' of double-headed railed iron; the platform is of cast iron,
and put together in two halves, as usual; the outer rim is made with a recess
to hold the planks on which the flat rails fare secured; the planks are laid
at right angles to the beams of the platform, and the rails f are laid in a
diagonal direction on the planks, so as to intersect each other at right angles,
thereby securing all the parts of the platform securely together. The rails f
are of steel, or very hard iron, rivetted to rolled plates to obtain a broad surface
bearing on the planks of the platform, which turns on the circular rail n.
Fig. 3 is another platform, suitable for the turntable above described; the
rails on this platform are placed in a hexagonal form, and they are cast
of cast-steel or homogeneous or tough cast iron, in order to avoid the great
labor now required in forging them; the rails fare screwed on to the planking in
pieces, as shewn, or in any other convenient sized or shaped pieces; the angles
or crossings of the rails f are thus made in one piece, at a moderate cost and
of great strength.
Figs. 4, 5, and 6 are detached views, on a larger scale, of the rails f.
On Sheet 28, Figs. 1 and 2 are a section and plan of a turntable for loco-
motives and tenders, to which some of my improvements are applied; in this
case the platform is supported entirely by the rollers d and d and the centre
pin o. The end beams m and the centre frame m are connected by the tubular
beams m³ to which brackets are bolted for the planking; the flat rails fare
bolted to the beams m³, and the surface of these rails and of the rollers dis
steeled or case-hardened. Fig. 3 is an enlarged view of a beam m³, made of
two pieces of double flanged iron, to which the rail f is rivetted.
Fig. 4 represents another mode of constructing the beam m; in this caso
two rolled H iron bars are rivetted together, and the rail is rivetted to the upper
flanges of the top bar; this rail f is steeled at the top. The packing shewn
between the bars and rail may in some cases be dispensed with. Figs. 5 and 6
represent two views of the rails f, with a steel top either rivetted or shrunk on.
On Sheet 29, Fig. 1 is a section, and Fig. 2 a plan, of a turntable of the
ordinary construction, to which some of my improvements are applied. Tho
curb q, top ring 9, and chairs for the rail n are as usual, or the ring 9' may
be of cast iron, as referred to in Fig. 12 of Sheet 19; the rollers d of the live
ring s bear on the rail n; these rollers have steel hoops shrunk on them, or
they may be case-hardened, and the under side of the rim p of the platform is
also furnished with a steel ring. The platform is made of the cast-iron frame
m, the cross beams of which unite in the rim p; the rails fare bolted or other-
wise secured to the angle brackets m³ cast to the frame m, the open spaces in

page_text: which are closed by the crossed plates shewn in Fig. 2, or in any other
convenient manner.
On Sheet 30, Fig. 1 is a sectional elevation, and Fig. 2 a plan, of another
of my improved turntables; the planking is omitted on one side to shew the
internal construction; the annular rails n on which the rollers & revolve, arc
placed on different levels, the inner rail n being lower than the other, to give
room for the rollers d of the live ring s; the outer rollers d revolve in bearings
secured to the under side of the platform; the rails f are made of very deep
treble-beaded bars of wrought iron, as shewn on an enlarged scale in Fig. 3;
these rails are strengthened by angle irons f³, and fit in recesses in the centre
frame m and in the outer beams m, the under side of the frame m has an
annular projection, or a steel ring bearing on the rollers d of the live ring, and
the outer beams m³ have bearings for the axles of the large rollers d, the
centre pin o and the gearing by which the platform is turned round are made
in the usual manner. Fig. 4 represents a modification of the rail f, the angle
irons fare placed above the frame m and outer bearers m, and strips of
vulcanized india-rubber are applied at 7 to prevent or diminish noise.
Figs. 5 and 6 shew two of my improved modes of constructing the rollers d
to diminish noise; in Fig. 5 the periphery of the roller is made of a ring of
vulcanized india-rubber, or other elastic material, secured between cast-iron
flanges; and in Fig. 6 a ring of elastic material is placed between the outer
steel or iron rim and the body of the roller.
On Sheet 31, Fig. 1 is a transverse section, and Fig. 2 a plan, of a turn-
table, of great strength and large dimensions, constructed according to my
improvements, the rollers & revolving in bearings e, fixed to the double plates
c of the platform, run on the five annular rings n, supported in chairs in the
usual manner; the guide rails f are made of Barlow's rails and strips of vul-
canized india-rubber, or other yielding material are placed between the rails f
and the plates c, to reduce the noise and concussion; the centre pin o and the
gearing for working the platform round are clearly shewn in the Drawing, and
are constructed in the usual manner. In order to facilitate transport, the platform
is divided into two or more parts, and bolted or rivetted together when it
arrives at its destination; the peculiar mode of uniting the plates c by the ribs
c, affording great facility in making the platform in two or more parts.
On Sheet 32, Fig. 1 represents an improved mode of working traversers along
the cross tram rails, the sides formed of the plates i, top angle irons i³, and
bottom angle irons h, are united by the ends and cross bars c, as before
described;
d are the supporting rollers, to which are cast or fixed the ratchet
wheels ; these wheels are acted upon by the palls u², hinged to the levers u;

page_text: the palls are double acting, and must be lifted out of the teeth of the ratchet
wheels by an elbow lever and link, similar to the starting lever of a marine
engine, or as shewn by dotted lines on one of the levers, consequently when
the attendants move the lovers u up and down, the traverser is moved along
the cross rails b.
Fig. 2 is a section, and Fig. 3 a plan, of part of a turntable, the platform of
which consists of the strong double flanged beam m, divided in the centre of
its length to facilitate transport, and bolted together, as shewn in Fig. 3; to
the outer extremoties of this beam are bolted the brackets m', for the support-
ing rollers &; or, instead of the brackets m, the rollers may revolve in a cross
beam, to which tho longitudinal beam m and rails f are attached; the inter-
mediate brackets m³ serve to support the rails f; the centre pin o passes
through the centre of the beam m, and works in a footstep of the usual con-
struction.
By this combination the rollers & may be made larger than usual, without
increasing the depth of the pit. I wish to observe, that for turntables of
moderate sizes I prefer to make the beam m in one piece with an eye or
boss in the centre for the pin o.
Fig. 4 is a section through a beam turntable, somewhat similar to Fig. 2.
In this instance the beam m is of wrought iron and tubular; the brackets m¹
have bearings for the rollers d, and the cross beams m³ support the rails f, and
the standards c¹ for the gearing consisting of the crank handle shaft c² on
which is a pulley giving motion by a belt or chain to another pulley on the
shaft of the pinion c³, gearing into the wheel c', fast to one of the rollers d³.
Fig. 5 is another modification of this part of my Invention; this turntable
is similar to the one above described, with the exception of the beam m, which
in this case is of wood; a packing, shewn by dotted lines, may be applied
under the rails f between the brackets m and m', where they are placed above
each other.
Fig. 6 is part of a turntable platform, consisting of a centre beam m and of
two segments m¹ for the bearings of the rollers d and to support the ends of
the railsf. The curb and centre part of the foundation of turntables may be
put together in a similar manner in three parts to facilitate transport.
Fig. 7 is an elevation, and Fig 8, an end view of part of a turntable con-
structed according to the mode described in the Specification of Letters Patent
granted to me on the Thirteenth day of March, One thousand eight hundred
and forty-five, to which my present improvements are applied, these improve-
ments consist in the application of the elastic web or cover to the upper surface
of the wedge bar E; when the wedge bar is tightened the elastic web 7 comes

page_text: against the under surface of the platform, and locks it during the passage of
the train, the object of the elastic web is to prevent or diminish the noise.
Fig. 9, represents in section part of a beam turntable suitable for embank-
ments and piers, in this case the beam m is keyed on the upper end of the
spindle mo, which is made with a collar working in a bearing in the cross beam
mo, the lower end of the spindle works in a foot step fixed to the foundation
as in other turntables where a spindle is used instead of a centre pin.
I will now proceed to describe my improvements in the construction of
switches or points, and crossings which are represented in Sheets 33, 34, and
35, these three Sheets are intended to be placed end to end, in order to form
one main plan.
The object of this part of my Invention is to avoid the necessity of cutting
or in anyways disturbing the rails of the permanent way at the parts where
the switches and crossings are applied. And they will be found particularly
beneficial in making sidings between stations for a military encampment or for
a race course or any other temporary purpose. In order to accomplish this
I make the rails of the switches or points, and crossings somewhat higher
than the rails of the permanent way. The three pair of rails a, a, having
shade lines on them, indicate the rails of the permanent way; the space
between the lines of rails is sufficiently great to allow room for the pair of
rails a, to these rails are jointed the points a', which I prefer to make of the flat
bottomed rails shewn in Fig. 5 of Sheet 34, the points a' are placed so much
above the level of the rails a, that they will pass over them, and the ends which
are made of steel are tapered to form gentle inclines; the points a' extend until
they bear upon the top line of rails a, as shewn by dotted lines in Sheet 34, and
at the parts where the points a cross the rails a, I propose to make the said
rails a, of steel or faced with steel or case-hardened. When the points a² are
not in use, they lie over the rails a, but when a train or a carriage is to be
moved from the upper to the centre line of rails they are brought into tho
position shewn by the dotted lines a', the train or carriage is then brought on
to the rails a, the position of the points is again changed as shewn by the
dotted lines as, and the train or carriage can then be brought on to the centre
line of the rails.
Another of my improved modes of altering the positions of locomotive
engines and carriages is shewn as applied to the lower line of rails in Sheet 33,
and extends through Sheet 34 to the centre line of rails in Sheet 35. Fig. 2,
on Sheet 33, is an end view in section, and Figs. 3 and 4, details on a larger
scale of parts of the same. In this arrangement the diagonal rails a³ are
secured to chairs or sleepers of the usual construction, but I prefer to make

page_text: them very shallow as shown in Figs. 2 and 4 on Sheet 33, and 5 on Sheet 34,
or only of sufficient depth to raise the flanges of the wheels clear of the rails a.
To the ends of tho rails a are jointed at v¹, the switches v, the extremities of
which are made of steel, and tapered to form gentle inclines; the switches v
are connected together by the rod v, which passes under under the rails a, to
be entirely out of the way, as shewn in Fig. 2, the switches are worked by the
link and lever v', which has counterweights connected to it to draw the
switches back clear of the rails of the permanent way, when the train or
carriage has passed.
On Sheet 34, the switch is jointed to part of the rail a', and is acted
upon by a weighted lever connected to the link ², or the switches may be
made in two parts as shewn at ", those short switches are jointed to the
rail a and they are drawn back by the weighted chains shewn in the plan
or by levers, the switches are brought into the position indicated by the dotted
lines, by the eccentrics shewn on a larger scale at Fig. 6, which are mounted
on studs or shafts supported in the plate v.
In Sheet 35 the cross rails a torminato at v', where the switches v are
jointed as in Sheet 33; or the cross rails a' may join up to the switches w²,
shewn at the upper line of rails a, which switches are hinged to the
points fixed to the moveable platform w, which is furnished with rollers
running on the cross rails w¹. Fig. 8 represents the sliding point v, made
of strong angle iron, this form would be very suitable in cases where it is
desirable to raise the rails of the crossing very little above the rails of the
permanent way.
On Sheet 34, Fig 7 shows another improved mode of constructing the
switches or points of crossings. In this case the switches are hinged to the
plate vo, when the crossing is to be used the switch is brought over the rail a of
the permanent way, but when the crossing is not in use the switch is turned
over to bear on the plate v1, thus setting the rails a at liberty. This part of
my Invention with suitable modifications is applicable to the cross tram rails
of shallow pit traversers.
Fig. 9, on Sheet 35, shews how the requisite inclined plane for
raising the carriages from the level of the permanent way to the level of
the crossing may be obtained by raising a portion of the permanent way;
in this view as is part of the permanent way, this rail as is acted upon
by an eccentric a fixed on the same shaft as the lever at which is raised
and lowered by tho attendant, the same object can also be attained by raising
and lowering tho ends of the cross rails a°. The chairs y, on the right hand
side of the centre line of rails are made diagonal for the purpose of bringing

page_text: the trenails by which they are secured to the sleepers out of line with each
other to diminish the liability of splitting the sleepers.
In Sheets 36, 37, and 38, I have shewn an improved mode of constructing
portable points and crossings which can be attached to any part of the main
line of a railway without injury or in any way interfering with the permanent
way; these portable points and crossings will be found particularly advantageous
when it is desirable to form an intermediate or other station on lines where
the trains move at high velocities. The platform w is furnished with rollers
mounted on the cross tram rails w¹ which are placed above the rails a of the
permanent way; to the platform w, are fixed the rails the ends of
which are of steel or bed on elastic packing, these ends tapered to form in-
clines, and to the other ends are jointed the points w² connected by the
cross rails a to the points w³ hinged to the platform won the centre line of
rails on Sheet 37; this platform w' is also mounted on rails w¹ and is con-
nected to the lower line of rails a, shewn on Sheet 38, by points and
cross rails a°. The dotted lines in these three Sheets show how the positions
of the platforms wand w and of the points and cross rails may be varied
to move engines or carriages from one line of rails to another. The cross
rails a and w¹ are moved by the attendants to any position required, and
fit in sockets or guides of any suitable description which are not shewn in the
Drawings.
I wish it to be understood that the mode of constructing these portable
points and crossings may be modified according to circumstances, and to suit
the locality where they are required.
On Sheet 39 I have shewn various modifications of my improvements in
machinery or apparatus for preventing injury and accidents on railways. These
improvements consist of certain additions to the usual railway carriages, and
to the permanent way, and will be found great preservers of life and property
at the increasing velocities of railway travelling, the object being to prevent
the carriages when an accident occurs from leaving the line of rails, and from
dropping down or jumping up more than a few inches.
Fig. 1 represents a rail a made of T-iron, which raised above the ballast
sufficiently to give room for the slides or clips A to pass over the heads of the
rail, which are by preference made broader than usual for the slides A, as will
be herein-after described; the rails a are bolted to the blocks or beams y fixed
to the cross sleepers z.
Fig. 2 is a T-rail fixed in the double sleeper z, and of sufficient depth to
dispense with the blocks y above described.
Fig. 3 represents a deep treble-headed rail supported in the chair y, one jaw

page_text: of which is loose and the other cast to the cross sleeper z, the top part of the
rail above the chair being free for the clips A.
Fig. 4 is very similar to Fig. 3, the difference being in the form of the
chair y and sleeper 2.
5. Fig. 5 represents two of my improved treble-headed rails supported in
chairs sy, cast with the sleeper; the slides A clip round the heads of the
rails a, and are attached on each side to the carriage, consequently, in case an
axle breaks, or any other accident occurs, the carriage can neither rise up,
drop, or move laterally, more than the play allowed in the slide.
Fig. 6 shews another modification of my improved rails and clips for pre-
venting accidents; the rails a have two flanges, the upper one for the slides A
to clip around, and the lower one to be secured to the wood sleeper; the
angle beam a is bolted to the rail a and to the sleeper z.
Fig. 7'represents the rails a, with their flanges inwards to be suitable for
the internal slides A; the angle beams a" are in this case placed externally to
give the requisite strength to the rails a.
In Fig. 8.the flanges of the rails a are also placed inwards for the internal
slides A, as in Fig. 7; the rest of the rail is similar to that shewn in Fig. 3,
and fits in the surface chair and sleeper y, which is laid on the ballast, and is
.cast with or attached to the cross beam.
1
Fig. 9 represents the slide A put together in two parts; and thus fitting on
each side of the head of the double-headed and double-flanged rail a, which is
secured by screws or spikes to the wooden longitudinal sleeper z.
In Fig. 10 tho slide A is similar to that shewn in Fig. 9; the treble-headed
rail a fits in a surface chair and sleeper y.
Fig. 11 shews a slide A made solid, and furnished with a spur or heel to
give more surface, and to act as a horn to throw obstacles off the road; this
slide. must be slipped endwise on the rail a, which is also treble-headed, and
fits in the chair sleeper y. These sleepers are connected by the tie bar 2.
In Fig. 12 the slide consists of a pair of toggle joints or levers A' connected
by links to the carriage; the object of this is to catcli hold of the rail a, when
the carriage has a tendency to jump off- the deep double-headed rails
are secured in the surface sleeper and chair y.
a,
which
The four Figures above described are particularly adapted for the clips or
slides A when applied to an additional line of rails laid down between the two
ordinary rails of the permanent way, but the tie rods attached to the slides A
in Figs. 9 and 10 are intended to couple the slides when they aro applied to
the two guage lines of rails.
Fig. 13 represents another of my improved shaped rails for the slides A; this

page_text: rail has a flange on one side above, as in Fig. 6, and beads below fitting in the
chair y, which is let into the double-wooden sleeper z, the two parts of which
are bolted together, and thus take firm hold of the wedge-shaped propection
cast to the under side of the chair.
Fig. 14 shews a rail with two flanges on one side and two heads or beads on 5
the other; this rail fits in a chair y let partly into and secured to a wooden
sleeper z.
In Fig. 15 the rail a has an upper and lower flange and a bead at each side;
the lower flange and bead fit in a chair y, which is secured to the wooden
sleeper z.
Fig. 16 is very similar to the above, but in this case the beads on the rail a
are placed about midway between the flanges.
In Fig. 17 I have shewn a rail suitable for the slides A, with four pair of
heads or beads. This rail is suitable for answering the purpose of a bridge rail
for passing over culverts, or in any other situation where a great space is
required between the sleepers or supports.
On Sheet 40 I have shewn various modifications of my improvements in
machinery for preventing injury and accidents.
Fig. 1 represents a treble-headed rail a fitting in a chair y, supported in
the block or sleeper ; Fig. 2 shews a similar rail a fitting in the sleeper
chair y,
which is put together in two parts connected together, and to the rail
by bolts.
Fig. 3 represents another of my improved rails, with a flange above and
below, and a double bead near the centre, fitting in the single-jawed chair and
sleeper y, which has a fish plate y' at the joints of the rails.
Fig. 4 shews a rail similar to the above, but the chair y has an angle plate y¹
forming one jaw of the chair.
In Fig. 5 the rail a is supported in an improved surface sleeper and
chair z.
Fig. 6 represents a deep treble-headed rail a, with the slide A bolted
together in two parts, and secured to the framing of the carriage; the rail a
is held in the improved surface packed sleeper z, furnished with a tie bar z' to
connect the two lines of rails.
Fig. 7 is very similar to Figure 1, the rail a being supported in the chair or
blocks Y, which fit in the sleeper z.
Fig. 8 represents an improved shaped rolled iron rail adapted for the
external slides A; the upper and lower sides of these rails a are of the same
shape, so that when the top surface is worn the position of the rail is reversed.
The rails a are connected by the tie bars ', which are bolted to a rib rolled on
1

page_text: the centre of the rail, and the lower sides of the rails bear on the plates 2*, into
which they are keyed'; these rails are particularly suitable for narrow railways
in engineering workshops, or for agricultural or other similar purposes whero
only a light road is required.
In Fig. 9 I have shewn the slide A with one or more rollers B above the
rail a, which is secured in the chair y, cast with the surface sleeper; the
object of the rollers B is to bear on the rail a, in case of an axle breaking or
other accident, which would cause the carriage to drop.
Fig. 10 is an elevation, and Fig. 11 a plan, of another of my improved
surface packed sleepers, which is put together in two halves, and cast with
the chair
Y.
Fig. 12 is a side elevation, and Fig. 13 a front elevation of another of my
improvements in apparatus for preventing injury and accidents on railways,
in these views the rollers B are placed a little above and on each side of the
wheel I, which runs on the rail a, supported in chairs y, cast to the sleepers z..
Near the inner face of the wheel 9 is a block or fender C supported in
brackets D attached to the frame of the engine or carriage. The rollers B
and fenders C are placed at such a distance from the wheels g, that they have
plenty of room to revolve without touching them, unless owing to the breaking
of an axle or other cause the wheel should have a tendency to fall over,
which tendency would be counteracted by the rollers and fenders, and con-
sequently the wheels would be held on the rails of the permanent way,
thereby preventing further injury and accidents to other parts of the train.
I wish to remark hero that although I have shewn several improved shaped
chairs and sleepers to support the rails a, I do not intend to claim any
of the said sleepers and chairs except when used in combination with my
improved rails, and I would further remark that any strong sleeper and chair
may be used instead for supporting the rails a.
On Sheet 41, I have shewn various modifications of my improvements in
machinery and apparatus for preventing accidents on railways. Fig. 1
represents part of a railway carriage and a line of rails to which my improve-
ments are applied. a, a, are the regular lines of the permanent way, and al
is an additional line of rails, placed in the centre between the rails a; G is a
vertical shaft furnished with a handle, as shewn in Figure 5, to the lower end
of this shaft is a bevel pinion gearing into another pinion fixed to the shaft H,
to which is fixed a worm gearing into a worm wheel I, which is fixed to the
same axle as the right and left hand screws J, these screws take into nuts in
the levers K which have spring buffers acting on slides A, fitting on each
side of the rail a, by this arrangement the slides prevent the carriage moving

page_text: laterally off the rails, and they also serve as breaks, when the attendant by
turning the handle on the shaft G causes the slides A to clip hold of the
rail a. In Fig. 2 the rail a¹0 is higher than in Fig. 1, and the slides A are
blocks of wood or other suitable material fitting in the ends of the levers K
which are made to approach and recede from each other by the right and left
handed screws J as described in reference to the previous Figure. The rollers B
placed a little above the rails a are to prevent the carriage dropping in case
of an axle breaking or from other accident.
Fig. 3 represents an intermediate rail a¹, furnished with clip levers K
which are brought into the position shewn by dots when it is desirable to stop
or retard the train of carriages.
In Fig. 4 the rails a are supported in the chair y, formed of rolled iron,
one side of which has a projection L for the slide A to clip around, and thus
to prevent the train leaving the rails when an accident occurs. The pro-
jection L may be either inside or outside of the rails a, as shewn by the
different positions of the flange of the carriage wheel g.
Fig. 5 is somewhat like Fig. 2, but in this case the slides A pass on each
side of the rails a of the permanent way, which are made deeper than usual
to allow for the requisite play. The slides a are brought in contact with the
rails a when required by the attendant turning the handle on the shaft G to
the lower end of which is fixed a worm gearing into the worm wheel I, fixed
to the same shaft as the right and left handed screws J, which pass through
screwed bosses in the levers K.
In Fig. 6 the slides A fit on each side of the rails a of the permanent way,
and the levers K to which the slides are attached are brought closer together
or further apart by the shaft G and bevel wheels shewn in the Drawing, the
larger of which is on the same shaft as the right and left handed screws J.
Fig. 7 is a modification of Fig. 4, but in this case the slide A takes over
the T-iron bar marked L, which is bolted to the sleeper z; the rails a are
bedded in the longitudinal sleeper z. In Fig. 8 the slides A pass over the S
head of the bar L, this bar and the rail a are secured to the sleeper 2.
Fig. 9 represents the rail a supported in longitudinal wooden sleepers z,
as in Figure 7, and the guard angle irons M laid down on each side of the
rail a to prevent the wheels g leaving the line.
In Fig. 10 the slide A takes over the angle iron rail L, which is bolted to 3
the wooden sleeper z; the sleeper and the chair y support the rails a.
Fig. 11 represents an improved compound rail, suitable for the permanent
way, or for the cross tram rails of traversers, or for street traffic; the rail
is bolted or screwed together longitudinally in two parts, and it is supported in

page_text: chairs y, having fixed jaws, in which the rails are secured by keys; when the
upper surface of the rail is worn it can be turned over. The wheels of the
engine or carriage are guided by a flange on the rail, instead of on the wheels,
as now customary.
In Fig. 12 the raila for the running, wheels, has a double-headed projec-
tion L for the slide A, the lower part of the plate forming the rail a is spread
open, and to it is bolted the plate a¹. This rail is intended to bed on the
ballast.
Fig. 13 shews a rail a, with one flange bedded in the sleeper z, and the
other forming a guide to the wheels g. This rail can also be turned over when
the top side is worn...
Fig. 14 represents a compound rail a formed of two flanged plates bolted
together. This is intended as an intermediate rail for the slides A.
:
Fig. 15 is a compound, rail formed of two ordinary double-headed rails a,
supported in chairs y. These rails are bolted together at intervals.
Fig. 16 shews tho slide A taking on the Z iron rail L, fixed to the sleeper
with the rails a.
Fig. 17 represents a deep treble-headed rail a supported in the plate
chairs Y, and bedded in the sleeper .
Having thus described the nature of my Invention, and the manner of
performing the same, I declare that I claim as of my Invention,―
First, the improved modes of constructing the sides of railway traversers,
herein-before, described and indicated by the letters h, h1, h2, and i, i, 3, and ³,
in tho several Sheets of Drawings.
Secondly, the application of the various descriptions of rolled iron shewn
and described, such as T, H, Z, and beam iron for making the sides, ends, and
cross bars of railway traversers, and angle iron, when made of sufficient strength,
to form the rail for wheels of the carriage, and deep enough to form one side
of the traverser.
Thirdly, the constructing the bodies of traversers of steel or homogeneous
wrought-iron plates, as described and shewn at c in the various Sheets of
Drawings.
Fourthly, the application of strips or belts of vulcanized india-rubber or
other suitable yielding material between the guide rails and low shelving of
traversers, and to the platforms of turntables, as shewn and described in
reference to the letter in the Drawings.
Fifthly, the placing of all the cross tram rails for the traverser on the same
level as the rails of the permanent way, as described.
Sixthly, the improved modes described in reference to Sheet 11, for

page_text: supporting the cross tram rails 6, and connecting them to the rails a of the
permanent way.
Seventhly, the supporting the flanged guide rollers of railway traversers in
levers or in bearings acted upon by springs or in sliding bearings, for the
purpose of enabling the flanges of the said rollers to rise and pass over the
rails of the permanent way, as described.
Eighthly, the application of the slides or skids e and e* for the purpose of
guiding the traverser on the cross tram rails, whereby the supporting rollers
and the cross rails may be made without flanges, as shewn and described.
Ninthly, the improved construction of traverser having elastic points formed
of continuations of the steel or homogeneous sheet iron sides, shewn and
described in reference to Fig. 5 of Sheet 3, whereby the carriage to be moved
is supported by the flanges of its wheels.
Tenthly, the improved self-acting points marked k for traversers, shewn and
described in reference to Figs. 11 and 12 of Sheet 2, and the hinging of points
to traversers in such wise that they will shut up or close on coming in contact
with any obstacle.
Eleventhly, the improved self-acting points for traversers, as shewn and
described in reference to Figs. 1 and 2 of Sheet 3.
Twelfthly, the application of the self-acting points shown in Figs. 3 and 4
of Sheet 3, and in Sheets 7 and 10, when applied to plate and pit traversers.
Thirteenthly, the improvements in the construction and arrangement of
railway traversers, whereby the incline for the carriage wheels to run up is
produced by depressing one end of the traverser, as shewn and described in
reference to Sheet 14.
Fourteenthly, the application of platforms to traversers for supporting the
gearing, and the men by which the traverser is moved along the cross tram
rails, as shown and described.
Fifteenthly, the general arrangement and improved construction of pit
traversers, shewn and described in reference to Sheets 9, 15, and 16.
Sixteenthly, the various improved modes of constructing the cross tram rails
of traversers with steel bearing surfaces, as shewn and described in the several
Figures of Sheet 6.
Seventeenthly, the application of the guards or projections 62 to the cross
tram rails for traversers, as shewn in Figs. 14, 15, and others on Sheet 6.
Eighteenthly, the general arrangement of plate traversers and the improved
modes of connecting the plates shewn and described in reference to Sheets 7,
10, 14, and 17.
Nineteenthly, the general arrangement of frame traversers and the improved

page_text: mode of staying or connecting the sides, ends, and cross bars, as shewn and
described in reference to Sheets 8, 12, and 18.
Twentiethly, the improved modes of constructing the curbs of railway
turntables, shewn and described in reference to the letters 9 and 9' on Sheets
19 and 21.
Twenty-firstly, the improved modes of supporting the curb and curb ring, as
shown and described in reference to the letter r in Figs. 13, 14, and 15 of
Sheet 19.
Twenty-secondly, supporting the rollers for the platforms of turntables in
a double boam or in boxes forming part of the curb, as shewn in Fig. 2 of
Sheet 19.
Twenty-thirdly, the improvements in the construction of the platforms of
turntables, as shown and described in reference to the various Figures on
Sheet 20.
Twenty-fourthly, the improved modes of constructing the curbs and platforms
of turntables, as shewn and described in reference to Sheet 21.
Twenty-fifthly, supporting the rollers for the platforms of turntables on
studs fixed to the curb, as shewn in Figs. 1, 3, 4, 5, 6, 7, and 8 on Sheet 21.
Twenty-sixthly, the application of steel rings to the under side of the plat-
forms of railway turntables, which rings bear on the supporting rollers.
Twenty-seventhly, the case-hardening or the application of steel to the
circumference of the supporting rollers of traversers and turntables.
Twenty-eighthly, the application of vulcanized india-rubber or other yielding
material to the rollers of traversers and turntables, to prevent or diminish noise
and concussion, as described and shewn in reference to Fig. 2 of Sheet 21,
Figs. 5 and 6 of Sheet 22, and Figs. 5 and 6 of Sheet 30.
Twenty-ninthly, the casting the rollers for traversers and turntables of cast
steel or homogeneous iron, as shewn and described in reference to Figs. 3
and 4 of Sheet 22.
Thirtiethly, the general arrangement of the turntable shewn in Figs. 3 and
4 of Sheet 18.
Thirty-firstly, the general arrangement of the turntables shewn on Sheets 22
and 23, and the modes of connecting the plates of the platforms.
Thirty-secondly, the general arrangement of the turntable as shewn and
described in Figs. 1 and 2 of Sheet 24.
Thirty-thirdly, the improved combination of parts for steadying the plat-
forms of turntables as shewn and described in reference to Sheet 24.
Thirty-fourthly, the general arrangement of the turntable shewn on Sheet 25,
and the doublo ring marked p for the bearings of the supporting rollers.

page_text: Thirty-fifthly, the general arrangement of the turntable shewn in Sheet 26,
and the application of double or treble headed deep bar iron to form the rails
and beams.
Thirty-sixthly, the general arrangement and improved mode of constructing
turntables as shewn and described in reference to Figs. 1 and 2 of Sheet 27.
Thirty-seventhly, the casting the cross rails for railway turntables of cast
steel, tough or homogeneous iron, to economise labor and increase the strength
and durability, as shewn and described in reference to Figs. 1, 2, 3, 4, 5,
and 6 of Sheet 27, or of any other suitable shape or size.
Thirty-eightly, the improved beams for railway turntables shewn and
described in reference to Figs. 3, 4, 5, and 6 of Sheet 28, and the application
of steel to the rails of the platform.
Thirty-ninthly, the general arrangement of the turntable and the particular
mode of constructing and securing the beams of the platform, as shewn and
described in reference to Sheet 30.
Fortiethly, the general arrangement of the turntable shown on Sheet 31, in
combination with my improvements in connecting the plates of the platform,
and dividing the platform in two or more parts to facilitate transport, as
described.
Forty-firstly, the application of ratchet wheels to the rollers of traversers, s
and the combination of levers for working them, as shewn and described in
Fig. 1 of Sheet 32.
Forty-secondly, the forming the platforms of turntables of a centre beam,
either in one piece or connected in the centre of its length, and combining
therewith brackets or cross bearers for the supporting rollers and rails, as
shewn and described in reference to Figs. 2, 3, 4, 5, and 9 of Sheet 32.
Forty-thirdly, the improved mode of constructing the platforms of turntables
shewn and described in reference to Fig. 6 of Sheet 32.
Forty-fourthly, the application of vulcanized india-rubber or other suitable
material to the wedge bars of certain turntables, as shewn and described in 3
reference to Figs. 7 and 8 of Sheet 32.
Forty-fifthly, the improved arrangement of switches or points shown and
described in reference to the letters a, a, and as, of Fig. 1 in Sheets 33
and 34.
Forty-sixthly, the improved arrangement of the switches or points and 3
crossings shewn and described in reference to the letters a³, v, v¹, v³, vº, 27,
and of Figs. 1, 2, 3, 4, 5, and 6 on Sheets 33, 34, and 35.
Forty-seventhly, the improved arrangements of switches or points shewn
and described in reference to Fig. 7 on Sheet 34, and in Fig. 9 on Sheet 35.

page_text: Forty-eighthly, the making the switches or points above described, and that
portion of the rails of the permanent way over which the rails of the crossings
pass of steel, as described.
Forty-ninthly, the application of portable points and crossings to railways,
which can be laid down and applied to any part of the line, and afterwards
removed without in any way disturbing the rails of the permanent way, as
shewn and described in reference to Sheets 36, 37, and 38, or in any other
convenient manner.
Fiftiethly, the application of platforms with moveable points, and with
rollers running on cross tram rails in constructing portable crossings, as shewn
and described in reference to Sheets 36, 37, and 38.
Fifty-firstly, the application of the rails marked a in the several Figures in
Sheets 39, 40, and 41, and the chairs and sleepers in which or to which they
are affixed, when used in combination with machinery or apparatus for pre-
venting injury or accidents on railways.
Fifty-secondly, tho improved clips or slides marked A in Sheets 39, 40,
and 41, when used in the manner and for the purposes described.
Fifty-thirdly, the improved mode of applying the rollers B to the rails of
railways, as shewn in Fig. 9 of Sheet 40, and in Fig. 2 of Sheet 41.
Fifty-fourthly, the application of the rollers B and fender or guard C to the
wheels of railway carriages, as shewn and described in reference to Figs. 12
and 13 of Sheet 40.
And, lastly, the improved combination of machinery shewn and described in
reference to Figs. 1, 2, 3, 5 and 6 on Sheet 41, for bringing the clips or slides
in contact with the rails.
In witness whereof, I, the said Thomas Dunn, have hereunto set my
hand and seal, this Twenty-fifth day of July, in the year of our Lord
One thousand eight hundred and sixty.
THOMAS DUNN.
(L.S.)