CERTAIN IMPROVEMENTS IN RAILWAYS AND RAILWAY CARRIAGES, HAVING FOR THEIR OBJECT THE BETTER ACCOMMODATION AND SECURITY OF THE PUBLIC
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
HENSON, of Hampstead, in the County of Middlesex, Gentleman, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria; by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Thirtieth day of
August, One thousand eight hundred and forty-six, in the tenth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Henry Henson, my exors, admors, and assigns, Her especial licence, full
power, sole privilege and authority, that I, the said Henry Henson, my exors,
admors, and assigns, or such others as I, the said Henry Henson, my exors,
admors, or assigns, should at any time agree with, and no others, from time
to time and at all times during the term of years therein expressed, should and
lawfully might make, use, exercise, and vend, within England, Wales, and the
Town of Berwick-upon-Tweed, and in the Islands of Guernsey, Jersey,
Alderney, Sark, and Man, and in all Her said Majesty's Colonies and Plan-
tations abroad, my Invention of "CERTAIN IMPROVEMENTS IN RAILWAYS AND
RAILWAY CARRIAGES, HAVING FOR THEIR OBJECT THE BETTER ACCOMMODATION AND
SECURITY OF THE PUBLIC;" in which said Letters Patent is contained a proviso
that I, the said Henry Henson, shall cause a particular description of the
nature of my said Invention, and in what manner the same is to be performed,

page_text: to be inrolled in Her said Majesty's High Court of Chancery within six
calendar months next and immediately after the date of the said in part
recited Letters Patent, as in and by the same, reference being thereunto
had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Henry Henson, do hereby declare that the nature of my said Invention, and
in what manner the same is performed, are fully set forth in and by the
present Specification thereof, reference being had to the Sheets of Drawings
marked 1, 2, 3, and 4, which are hereunto annexed, that is to say :-
My Invention has, firstly, for its object to facilitate-and expedite the transfer of
goods and passenger carriages and trucks from one line of rail on to another of a
narrower or wider guage. The means which I employ for this purpose are repre-
sented in Sheet 1 of the Drawings hereunto annexed. Figure 1 is a sectional
elevation of portions of two lines of railway, the one being of a broad, the other
of a narrow guage, and Figure 2 a plan, and Fig. 3 an end elevation of the
same. A, A, are the rails of the broad guage, and B, B, those of the narrow.
C, C, is a truck, with a distance between the wheels suitable for the ordinary
broad guage of seven feet. The framework is nearly similar to that in use for
common railway carriages and trucks. D, D, are two iron rails fixed upon
the upper
side of this truck, the distance between which exactly corresponds
with the width of the rails of the narrow guage, or four feet. eight and a half
inches. The relative positions of the two lines of railway A and B at their
junction is such that if continued they would run. parallel, the one with
the other, the narrow being within the broad, but there is. a difference of
level equal to the height of the surface of the rails on. the truck C, C,
above the surface of the rails of the line on which the truck is intended to run,
so that when the truck is brought into the position represented in Figures 1
and 2, a passenger carriage or goods truck may, without any trouble of lifting,
be at once run upon it from the narrow guage line. E.. E, is the under
carriage and wheels of a goods truck which is represented as having been so
transferred from the narrow guage line on to the truck C, C, on the broad
guage, and therefore ready after being fixed to be conveyed along that line
without any further delay. The means which I adopt for securing the upper
carriage to the lower one are represented. separately in Figures 4 and 5 of
Sheet 1. F is a portion of a beam which runs in a longitudinal direction
throughout the entire length of the truck C, C. The upper edge of this beam
runs just clear of the lower side of the axle G of the carriage E, E. H, H,
is a pair of bent catches which are securely fixed upon. the bolt I, so that
they form, as it were, one piece, and whatever motion is given to the one is

page_text: communicated to the other. The same bolt I secures these catches at one
end to the beam F. The other ends are secured by a moveable pin K. For
each axle on the upper carriage E, E, there is a similar set of catches which
firmly connect the two sets of trucks.
Secondly, my Invention consists in an improved mode of constructing the
bodies of railway carriages, and in the method of staying and binding together
the several parts of which the same consists, so that these parts shall not be
easily damaged, and the risk of accidents to passengers be greatly lessened. I
form the carriage body framing of iron, and take special care that the frame-
work of the partitions inside shall be well suited to withstand pressure from
without, so that it may support the roof and sides in case of the carriage being
overturned. The basis of each partition is formed of a circular hoop or ring
of iron bound together by two cross stays, one of which connects the roof
and bottom. Over a finished framework of this description I put a covering
of iron plate. The entire side of a carriage body may be formed out of one
plate, or it may be covered with a number of plates cut into suitable forms and
securely connected together. Figure II., Sheet 4, is the side elevation of
the body of a railway carriage constructed on the same principle as the
preceding, in which the sheets are arranged in a different way from that
ordinarily adopted. The whole of the outer plates are fixed to the inside
framing with rivets, between the heads of which and the plates through which
they are passed there is interposed a layer of felt. Each of the compartments
A, A, A, of this carriage is provided with only one seat placed towards the
back of the carriage, so that the passengers may sit with their faces in
the direction the carriage is advancing. Many obvious advantages will attend
this serial coupé arrangement, both as regards the convenience and safety of
the passengers. B, B, are inclined boards for resting the feet upon, shewn
separately in section in Figure 12. Each board consists of an under or foot
flap B, covered with sheepskins having the woolly side uppermost, and of
an upper flap or board C similarly covered on the lower side, the intervening
space being of sufficient size to allow of the introduction of the feet.
Several other modes of stuffing and covering these foot boards in order to afford
protection to the feet from the effects of cold will readily suggest themselves.
On each partition of this carriage there is placed, immediately opposite and
about the height of the face of the passengers, a broad band of padding
formed of sponge or other like soft and elastic material inclosed in a cloth or
leather case; and extending from the one side of the carriage to the other.
Should any sudden shock be given to the progress of the carriage little or no
danger would be sustained by those who were in it, and especially the head,

page_text: which is most liable to injury, would be protected by the padding. The plan
which I have just before described of forming the carriage with a number of
single seated or serial coupé compartments, may be carried out with equal
advantage in the construction of carriage bodies, whatever may be the
materials they may be formed of, whether iron or wood, or a combination of
the two.
Thirdly, my Invention consists in an improved mode of constructing waggons
or trucks to be used in the conveyance of goods and cattle on railways, and
which has for its object, first, the rendering of this class of carriage, and the
goods they contain, more secure from destruction and damage by fire and wet
than at present; and, second, the rendering of them much more durable.
Figure 1, Sheet 2, is a side elevation, Figure 2 an end elevation, and Figure 3
a section on the line a, b, of Figure 1, of a fireproof goods truck of my
improved construction. All the under parts, namely, the under carriage and
wheels, may be the same as in ordinary carriages of this class; the upper part
or body I construct of fire and waterproof materials with a closing in or cover
of the same description. The whole of the framing A, A, is composed of iron
ribs joined either by bolts and nuts, or rivets, and over this framing there is
put a covering of iron plates B, B, both on the inside and on the outside.
C, C, is a fixed portion of the roof or cover, which is constructed in the same
manner as the body. D, D, is a moveable portion of the roof, which is sup-
ported by four eyes E, E, two attached to the roof on each side, which eyes
slide upon two parallel rods F, F, so that the moveable portion of the roof can
be slid entirely back upon the top of the fixed part C, C, and thus allow of
goods being conveniently packed or removed. The whole of the parts when
closed up are jointed sufficiently close to prevent the admission of any burning
embers ejected from the locomotive engine. Besides, a waggon body constructed
in the manner just described, with a space between the external and internal
sets of plates filled with atmospheric air, which is a bad conductor of heat,
would for a long time obstruct the progress of fire; and, moreover, it would
afford complete protection, not only from wet (without the use of tarpaulings),
but from abstraction of the contents of the waggons. Sometimes, instead of
making the body, as before described, wholly of iron, I make the framing and
internal covering entirely of wood, and then cover this over with plates of
iron, zinc, or other metal, so as to render it secure both from fire and wet.
Figure 1, Sheet 3, is a side elevation, Figure 2 a plan, and Figure 3
'an end elevation of an improved waggon on the same principle, for the
The framework is constructed of two and a half
conveyance of cattle.
sides and ends are enclosed with iron-bars or
inch angle iron, and the

page_text: rods placed about four inches apart, and partially covered with sheet or gal-
vanized iron plates, rivetted or screwed to the rods. The roof is formed of
light metal plate. The floor is covered with asphalt, or slate or tiles, embedded
in cement laid upon the deal boarding. The manner of fixing the tiles and for
preventing their being easily disturbed is shewn separately in Figure 4.
A, A, is the boarding forming the bottom of the carriage. B, B, are two rows
of tiles. C, C, fillets of wood of the peculiar form represented, which secure
the tiles by projecting ledges D, D, being themselves either fixed to the
bottom planking with screws or nails. The rows of tiles and fillets run cross-
wise over the bottom of the carriago, that is, at right angles to its length, which
permit of the whole being easily cleaned out. To facilitate the cleaning still
further the surface of the tiles are a little higher than the upper surface of the
outsides rails e, e, of the under carriage framework; or instead of covering the
under flooring with tiles, as just described, it may be made flush with the
upper part of the side rail of the under framing, and the whole covered with
sheet lead, having a slight inclination from the centre of the carriage towards
each side, as indicated by the dotted line in Figure 8.. On reference to
Figures 1 and 2 it will be observed that there are three doorways placed on
each side of the truck, and that it is divided into separate stalls, three in width.
F, F, are fence bars of iron, hinged to the partitioning G, G, of the stalls, at
those places where there is no boarding or other fixed partition. The
animals are driven in at the centre door to the stalls, but on being removed
the end doors are opened up (the fence bars F, F, being removed at the samo
time), and the animals led out through them, whereby all the trouble and
waste of time usually occupied in backing them out of their places are avoided.
In constructing these waggons I use the same method of bedding the heads
of the rivets in felt, which has been before described.
Fourthly, my Invention consists in an improved construction of a "draw
bar." Figure 1, Sheet 4, is a plan of this draw bar. Figure 2 is another
plan of it, with the top plate removed, shewing its internal construction, and
Figure 3 is a side elevation of it. A is the external or fixed part of the bar,
which is secured in the usual way to the frame of the carriage to be propelled.
The bar terminates in an opening B, which is the segment of a circle, being
rather more than a semicircle. This opening is cut nearly through the whole
depth of the bar. The portion which is left forms a bottom to the aperture.
The other portion C of the draw bar, attached to the drawing carriage or
locomotive tender, terminates in a solid head corresponding in size in the
circular parts D, D, with the aperture B. E is a buckle or frame which is
slipped over the end of A, where it is fixed by means of the key a, and gives

page_text: support to the sides of the semicircular box, and prevents their being opened
up by the action of the bar C. So long as the traction is continued in a
straight line the bar C continues to keep its hold within the opening B, but in
case of any material divergency from that line taking place by the locomotive
or other carriage leaving the line of rails, then. the bar C would assume the
position represented by the red lines, and of course would in that position
cease to retain its hold, and thus leave all the carriages behind at liberty to
follow their direct course upon the line of rails.
Fifth, my Invention consists of an axle for railway carriages of an improved
construction. I take a bar or rod of iron of about an inch and a half or two
inches in diameter, and nearly the length of the intended axle, and upon
each end of this bar A (see Figure 4, Sheet 4,) I weld a boss of metal B, B,
fifteen inches in length from each end, making up the diameter of the rod at
Or the bar A may be otherwise
those places to two and a half inches.
thickened at each end in preference to welding. I next take two flat bars of
iron of the same length as the bar A, and pass these bars between rollers such
as are commonly used in rolling of iron for other purposes, and thereby mould
them into the form represented in Figure 5, which is a cross section of one of
'them. The two bars thus formed are welded together throughout their entire
length, or a portion of the joinings at each end may be left until the next part
of the process to be described is performed. The tube thus formed will be
externally of an octagonal shape, but internally a hollow cylinder, through
which the bar A, prepared as already described, is passed. The thickened
portions at each end of the internal bar A are then welded to the external
tube C, C, so as to form one solid mass of metal at each end, leaving however,
a hollow space D, D, around the bar A in the central part, as represented in
the longitudinal section, Figure 6. I prefer filling up this with slips of wood,
which are driven in along with the bar A, and serve to give rigidity to the
axle when in use, while at the same time they absorb much of the vibration or
tremor to which railway axles are so peculiarly liable, and thereby lessen the
evil effects ordinarily resulting therefrom. But the space D may be also filled
with oil or tallow or tar, or any other similar substance or mixture of substances,
which may be introduced through an aperture drilled in the outer casing
of the axle, which aperture could be again stopped up after the filling had
⚫been accomplished. In describing the formation of the outer tubing or external
casing of the axle it has been shewn how the same is formed out of two
bars. It is necessary to observe, however, that it may be constructed of any
number of bars or rods, more or less, and the external form instead of being
octagonal may be cylindrical, or have any number of sides.

page_text: Figure 7 is a representation of the axle in its finished state, shewing the
manner in which the wheels are fixed upon it. A, A, is the axle. B, B, the
nave of one of the wheels in section which is bored out to two different diameters,
that portion which is of the largest diameter being on the inside of the wheel.
By this arrangement the shoulders a, a, which are formed upon the axle for
keeping the wheels at their proper distances apart are brought inside the boss
or nave of the wheel, whereby the breakage of the axle at or near to the nave
(where fractures most commonly take place) is rendered next to impossible.
The keying on of the wheels and formation of the journals may be accomplished
by any of the usual methods employed for such purposes.
Sixthly, my Invention consists in an improved mode of constructing the axle
boxes of railway carriages, having for its object the lessening of friction, en-
creasing the strength of the boxes, and ensuring a continual supply of lubricating
matter to the journals. Figure 8, Sheet 4, is an external side elevation, Figure 9
a sectional elevation, and Figure 10 an end view of an axle box constructed
in this improved mode, with the screw cap A removed to shew the internal
arrangements. B is the axle, C the upper portion of the axle box, and D
the lower, which contains the supply of lubricating matter.
a, a, a, are three
plates of hardened steel or other metal, one of which is placed on the upper
side of the journal of the axle, and one on each side of it. These plates
occupy and supply the place of the axle-box brasses in common use. On
reference to Figure 10 it will be observed that the points of contact between
the surfaces of the journal and the plates a, a, a, are very limited in comparison
with what would be the case if brasses of the ordinary form were used instead,
and that of course the friction by this arrangement is proportionally reduced.
The angular spaces of the box not occupied by the plates are filled up with
sponge saturated with oil, which help to keep the axle lubricated, and to
absorb any dust or grit which may find its way into the box. Should any one
of these plates happen to fail, it can instantly be replaced with little or no
trouble of fitting, and as there are only two of the three in actual use at any
one instant of time, the one which is towards the fore part of the carriage may
be removed to supply the place of any of the others which might fail during
the course of a journey, without causing any further delay than the mere time
occupied in making them exchange places. The two portions of the box are
bolted together by bolts and nuts b, b. Access can at all times be had to it
and to the interior for inspection, or for the introduction of lubricating
material, by removing the cap A, which is screwed upon the end of the box.
Seventhly, my Invention consists of an improved form or construction of
rails to be used on railways. Figures 11ª, Sheet 4, is a cross section of a rail

page_text: ·
formed in the improved mode, and Figure 12 a longitudinal elevation of it,
partly in section. It may either be made of malleable iron, rolled in the usual
manner, or of cast iron chilled. A, A, are sleepers; B, B, a cill or longi-
tudinal sleeper, which runs the whole length of the line of rails. C is another
triangular sleeper of wood, which is laid upon the upper side of the sleeper!
B, B; it is bedded either upon felt or some other like elastic material.
D, D, is the rail, the angular recess E of which fits to and rests upon the
triangular sleeper C. F, F, are bolts with which the rail is secured to the
sleeper B, B. The heads of these bolts should be made of some peculiar form
which a wrench or key of a corresponding form only will open, so that
person's only who are provided with such wrench or key can be able to
unscrew them. For certain parts of lines of railway, as, for instance, near to
stations and other places of stoppage, and upon inclines, it will be found of
great advantage to have the upper surface of these rails slightly corrugated at
right angles to the direction of their length, whereby the grip of the driving
wheels of the locomotive engine will be considerably increased, and the starting
or advancing of the train at those places facilitated.
And having now described my said Invention in the various parts in which.
the same consists, and in what manner they are to be performed, I declare
that what I claim is as follows:-
First, I claim the method of or apparatus for transferring passenger and goods
carriages and trucks from one line of rails on to another line of a narrower or
broader guage, as before described, that is to say, in so far as regards the
employment of trucks with one line of rails, whether narrow or broad, laid upon
them, in combination with a graduated difference in the level of the rails.
Second, I claim the improved mode of constructing, staying, and binding
together the body parts of railway passenger carriages, as before described.
Third, I claim the construction of railway passenger carriages with the
seats placed in single rows or in a serial coupé manner, and with feet warmers
and elastic head and body protectors placed in front of the seats, all as before
described.
Fourth, I claim the constructing of goods carriages of the materials and
form and in the manner before specified, that is to say, with double pannellings
of iron or iron and wood, and sliding roofs, whereby the same are rendered
fire and water proof, and may be as readily loaded and unloaded from the top
as open waggons.
Fifth, I claim the employment of sliding roofs in railway goods carriages,
as before described, of whatever materials such carriages may be formed, or
however they may be constructed in other respects.

page_text: Sixth, I claim the constructing of cattle waggons of the materials and form
and in the manner before described.
Seventh, I claim the improved draw bar for railway carriages, as before
described.
Eighth, I claim the improved axle for railway carriages, as before
described.
Ninth, I claim the axle-box with moveable plates for railway carriages, as
before described. And,
Tenth, I claim the mode of constructing and laying down the rails, as before
described.
In witness whereof, I, the said Henry Henson, have hereunto set my
hand and seal, this Twenty-seventh day of February, in the year of
our Lord One thousand eight hundred and forty-seven.
HENRY H. (L.B.) HENSON.
AND BE IT REMEMBERED, that on the Twenty-seventh day of February,
in the year of our Lord 1847, the aforesaid Henry Henson came before our
said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according
to the tenor of the Statute made for that purpose.
Enrolled the Twenty-seventh day of February, in the year of our Lord
One thousand eight hundred and forty-seven.