INPROVE- MENTS IN THE CONSTRUCTION OF RAILWAYS, IN LOCOMOTIVE ENGINES AND OTHER CARRIAGES TO BE USED THEREON, AND IN THE MACHINERY BY WHICH SOME OF THE IMPROVEMENTS ARE EFFECTED
Year: 1851

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOSEPH
BEATTIE, of Lawn Place, South Lambeth, in the County of Surrey, Engineer,
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 Twenty-second day of
October, One thousand eight hundred and fifty-one, in the fifteenth year
of Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said Joseph Beattie, my exors, adiñors, and assigns, Her especial
licence, full power, sole privilege and authority, that I, the said Joseph Beattie,
my exors, admors, and assigns, or such others as I, the said Joseph Beattie,
my xors, 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, my Invention of "INPROVE-
MENTS IN THE CONSTRUCTION OF RAILWAYS, IN LOCOMOTIVE ENGINES AND OTHER
CARRIAGES TO BE USED THEREON, AND IN THE MACHINERY BY WHICH SOME OF THE
IMPROVEMENTS ARE EFFECTED;" in which said Letters Patent is contained a
proviso, that I, the said Joseph Beattie, shall cause a particular description of
the nature of my said Invention, and in what mauner the same is to be
performed, by an instrument in writing under my hand and seal, to be enrolled

page_text: in Her 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
Joseph Beattie, do hereby declare that the nature of my said Invention,
and in what manner the same is to be performed, are fully described and
ascertained in and by the following description thereof, reference being had to
the Drawings hereunto annexed, and to the figures and letters marked thereon,
that is to say:-
My improvement in the construction of railways consists, first, in the
formation of the permanent way, viz, in constructing and forming compound
longitudinal beares, (upon or between which I place compound rails, or the
ordinary rails may be used), in two or more parts, and I place the parts which
form such compound bearers on transverse or semi-transverse sleepers, having
the ends of the pieces which compose the compound longitudinal sleeper running
past the ends of their companion pieces, and terminating on the next or more
distant sleeper; by this arrangement I obtain greater uniformity of bearing
throughout the entire length of the permanent way than by the present mode
of laying down longitudinal bearers.
My second improvement in permanent way consists in constructing compound
rails of three or more pieces, the two pieces which form. the sides and bottom
or bearing portions to be made of common iron rolled to peculiar sections,
which will be best understood by reference to Sheet No. 1. On and between
these pieces is placed the top or working portion of the rail, which is to be made
of the very best hard rolled iron to obtain the advantage of greater durability
in working; and with the view of securing this desideratum, when manufacturing
the top working portion of the rail, a rectangular groove is rolled in the top
surface, into which a bar of steel of a dovetail'd transverse section is placed, and
in passing the top portion of the rail through the rolls to give it the required
sectional form, the dovetail'd steel bar is conjoined and retained to form the
hard working surface required. The pieces which form the side and bottom or
bearing portions of the compound rail are made in unequal lengths, so that the
end of one piece will run past the end of its companion piece, and thereby form
scarfings with the next adjoining pieces, as before mentioned, of the longitudinal
bearers. These pieces have holes drilled or punched through them in such
manner that their ends will run past each other, as before mentioned, and
corresponding holes are drilled or punched through the web on the lower part
of the working or top portion of the rail. I make the top working portion of

page_text: the rail longer than the sides and bearing portions of the rail, and thereby
reduce the number of joints on the top working surface.
My third improvement consists in forming a rail of three or more elementary
parts, the lower portion being divided. This rail does not require any longi-
tudinal timber bearings under it. These parts may be made to form a series
of scarfings with each other. The upper portion of the rail I prefer to be made
in longer lengths than the lower portions. The upper and lower parts are
rolled to sections, whereby the top portion has descending flanges, which over-
hang the top edges of the lower portion of rail, by which they are embraced and
the wet thrown off.
A further improvement in this description of rail consists in having a packing
of wood lining the groove, either wholly or in part, in which the working
portion of the rail is placed, so as thereby to lessen the vibration when trains
pass over it. The three portions forming the rail just described are bolted or
rivetted together.
The fourth part of my Invention consists in the formation of railway chairs
so constructed as to admit of wooden seats beneath the rail, having the grain-
of the wood in a vertical position to the rail, and also wooden keys on the
inside of both cheeks of the chair, which have the grain of the wood at right
angles to the sides of the rails. Beneath the wooden seat on which the rails
rest is an iron wedge, by which the wooden seat may be adjusted as required;
similar wedges are applied to tighten and adjust the wooden keys on each side
of the rail. These keys and wooden seat are situated in indents cast in the
chair, which prevents their working out. Other media than wood may be
placed between the wooden seat and the wooden keys and the chair, to lessen
the effect of vibration. The base of this chair may be so increased in size as
to rest on the ballast without any interposed medium, thereby acting as chair
and sleeper; such chair may be cast in parts or in one piece. The incline sides
on which the chair rest I prefer to be corrugated in form.
Another modification of this part of my Invention consists in placing a lon-
gitudinal bearer of rolled iron, having a hollow groove or indent on the top
surface, in which I place the rail, the plate resting on wooden seats, as before
described.
The fifth part of my improvement consists in the use of longitudinal bearers
of rolled iron, which may be of various sections, to be adapted to and com-
bined with the ordinary double-headed rail, known as Mr: Locke's, to form a
permanent way. The rolled iron bearers may be placed upon longitudinal,
transverse, or other sleepers, or they may rest wholly on the ballasting.
The sixth part of my Invention for the permanent way consists in the con-

page_text: SHEETS Nos. 1 AND 2.
Figure 1, Sheet 1, is a cross section of compound rail and wooden longi-
tudinal sleeper, the sleeper being cut angularly from a square log of timber
by sawing it through the diagonals, as represented in Figure 1ª. I prefer this
form of longitudinal sleeper as affording the best drainage, as well as increased
width of base and vertical section, which can be got out of the same quantity
of timber, and the additional advantage that can be obtained in submitting it.
to the process of preservation, namely, better penetration of the pressing solu-
tion. This timber is cut up by machinery adapted for the purpose, and the
top portion, where the rail is seated, is formed and prepared by fly cutters (see
Sheet No. 7, Fig. 119). A, A, is a semi-sleeper, notched to receive the lon-
gitudinal sleepers B, B, which are to be held and secured on them by wooden
trenails or bolts, and nuts or spikes. C, C, are the bottom or bearing portions
of the compound rail, made of common iron of the saddle form, rolled at the
bottom with tongue and groove, forming when put together a groove between
them, to admit the top or working portion of the rail, which is to be made of
the best iron, having an embracing shoulder or lip on each side to embrace the
cheeks of the bottom portions of the rail, to combine and to prevent them from
spreading, and to hold all together, and prevent the admission of water; the top.
or working portion of the rail D to be kept in its place either by screws, bolts
and nuts, or rivets. I make the top working portion in longer lengths than
the bottom portion of the compound rail, in fact, to have them made as long
as they possibly can be made, to be able to reduce the joints on the working
surface to the minimum, and thereby obtain greater comfort in travelling.
Figure 2 is another example of longitudinal sleeper composed of three pieces;
the bottom pieces E; E, are cut from the same flitch of timber, as represented
in section, Figure 2, and placed as seen in Figure 2. This section gives the
greatest width of base out of the flitch of timber, and the additional advantage
of better penetration under the process of preservation. F is the top portion
of bearer, of English oak or other hard wood, and of suitable dimensions, and
is held down on the lower pieces E, E, by bolts and nuts or trenails passing
through them and the transverse sleeper G; the compound bridge rail H,
shewn placed on the longitudinal bearers E, E, and F, has a rectangular groove
rolled on the top part, aud a dovetailed bar of common steel or best iron is

page_text: introduced into it, and the rail is passed through the finishing, rolls, which will
close the lips *, *, of the groove on the dovetailed bar and form the rail to the
section, as shewn. It is then laid down and held on the longitudinal timber in
the usual way:
Figure 3 is another form of longitudinal sleeper composed of two pieces I, I,
containing the same quantity of timber as in Figure 1, having a compound
rail of three pieces, and somewhat similar to rail in Figure 1, with a dovetailed
piece of steel or hard iron rolled in the working surface, as in Figure 2.
Figure 4 is another modification of longitudinal sleepers J, J, with a greater
width of base than Figure 3, with the same quantity of timber; the bottom.
portions K, K, of the rail is rolled in two parts, joggled into each other, and.
the top or working portion L is made of best hard iron, and bolted and kept
in its place, as before mentioned. K* has a rib rolled on the top outside-
edge, to prevent the wheels of a vehicle running in the ballast in case of
running off the rail.
Figure 5 is a similar section of longitudinal sleepers M, M, and the top
working portion of rail, as Figure 4, but the side and bearing portions N; N,
are of a different section, having flanges underneath and bolted together with
a lining of wood between, as shewn, and seated on cast-iron semi-sleepers O.
Figure 6 shows the bottom portion P, P, composing the compound rail
rolled to a greater width, having the outer edge turned down to embrace the
ballast, and placed on and secured to cast-iron semi-cross sleepers Q, having a
lining of wood placed between to destroy the vibration; the side and bottom
or bearing portions of the rail may be rolled with tongue and groove, as in
Figure 1.
Figure 7 is another modification of compound rail seated on cast-iron semi-
sleepers, having the bottom portions R, R, rolled, as per section, with joggles,
as in Figure 4, and to admit the piece of timber marked to destroy the
vibration, and the dovetails on the lower part of the working portion S of the
rail; the cheeks of the lower bearing portions of the rail are either rivetted or
bolted together, embracing and holding the top or working portion S in its
place.
Figure 8 is a section shewing the bottom portions U,U, also increased in width,
each having a rib rolled on the upper surface, to which are bolted or rivetted
the flange of the top or working portion of the rail V on one side, the flange
of which fits down into the channel, which is formed or rolled in the bottom
or bearing portions U,U, and a lip running down on the other side, to embrace
the ribs and prevent the water getting between the surfaces, and there is a
wooden lining placed between the flange of the working portion of the rail and

page_text: the rib of the bearing portions to destroy the vibration. This working portion
V is so formed, that when the inner edge 2* is worn out it can be removed and
turned, and attached to the other side of the rib formed on the bearing
portions, and occupy such position as to be the proper guage of the road; the
cast-iron sleeper W, to which it is secured, has wood seatings, as shewn, to
destroy the vibration.
Figure 9 is another modification of the bottom bearing portions A, A,
having the top or working portion B fitting down over the rib, to which it
may either be bolted or rivetted, having wooden linings between the flanges of B
and the rib, which is composed of the ribbs rolled on A, A, put together.
Figure 10 is a modified section of Figure 7, but having grooves rolled in the
inside surfaces of the bearing portions C, C, to admit and hold the rib, which
is rolled on the bottom of the working portion of the rail D, as will be seen
by inspection; the cast-iron semi-sleeper E is similar to that shewn in
Figure 7.
Figure 11 is a section, having the bottom or longitudinal bearing portions
F, F, in two parts, and of increased width to bear on the ballasting, rolled with
joggles to fit each other, and suited to fit and receive the dovetailed rib, which
is rolled on the under side of the tip or working portion G of the rail, which is
to be of best hard iron; linings of wood are placed between F, F, before being
rivetted or bolted together.
Figure 12 is a section of longitudinal bearers of angle iron H bolted
together, having a wood lining placed between the inner flanges; they are then
laid on wood longitudinal sleepers, breaking joints with the angle iron; the
rail is formed of three parts, the two sides L, L, which are rolled joggled to
fit each other, and to admit and hold the dovetailed bar of steel J, which forms
the working surface; a piece of wood is placed between them to destroy the
vibration, and all are then bolted or rivetted together, as shewn.
*
Figure 13 is a section of permanent way with wooden longitudinal
sleepers K, K; on them are placed and bolted to the bottom plate L and the
compound bridge rail M, having a steel bar rolled in the top or working
surface, as before described; there are wood linings on each side of the rib,
formed on the top of the plate L, which fit between it and the inside of the
rail to destroy the vibration. N, N, is a portion of the cross tie-rods to keep
the rails in guage.
Figure 14 is a section of longitudinal angle-iron bearings O, O, without the
use of wood longitudinal bearers, partially curved on top outer edges to hold
the ballast, and the joints are broken, when being bolted together, and the
compound bridge rail P is placed on and bolted to them, securing the wood

page_text: fitting piece
placed in the hollow of the rail to destroy the vibration, there
is a wood lining placed between the flanges of the longitudinal bearers O, O,
before they are bolted together.
Figures 15 and 16 are sections of rails which might be used on similar
longitudinal angle-iron bearers to those shewn in Figure 14.
Figure 17 is a section of permanent way, having the bottom longitudinal
bearing plate Q rolled to a sufficiently encreased width to bear entirely on
the ballast, having a central rib or flange for the ballast to but against when
being beaten in from each side, (Figures 11 and 14 have the like provision, by
the flanges meeting central underneath ;) the cheeks R, R, break joints with Q,
and hold the top or working portion S in its position.
Figure 18 is a modified section of permanent way, nearly similar to Figure 11;
having an internal joggled plate placed between the bottom longitudinal bearing
plates T, T; they are rivetted together and hold the working portion U in its
place.
Figure 19 is another modification, having an internal joggle plate V; on.
the top of it is seated the working portion W..
Figure 20 is another modification, with an internal joggle plate X.placed
between the longitudinal bearers Y, Y; Z is the top working portion.
Figure 21 is another modification, having the top working portion of the
rail similar to Figure 1. The inside of the longitudinal bearing plates B, B,.
are rolled with a tongue and groove; they are then bolted-together, as seen
in the Drawing.
Figure 22 is a section of permanent way, with longitudinal angle-iron.
plating C, C, rolled to this particular form, and having the top working por-
tion D of the rail of similar section as that described in Figure 8, having
wood linings placed between the joints, before the bearers C, C, and top.
portion of the rail are bolted together.
.
Figure 23 is another section of permanent way, having a bar of steel F
introduced in the top surface, as before described in Figure No. 3 and 1:3;
the longitudinal bearers E, E, are then bolted together.
2
Figure 24 is another modification of Figure 22, having lining of wood
placed between the flanges of the longitudinal bearing portions of the rail
G, G, and also a lining of wood between the flange of the working portion H,
where it is rivetted or bolted to the bearing portion of the rail G, G.
Figure 25 is a section of a railway cast-iron chair I, shewing the wooden
seat J and wood keys K, K, placed in them, having the endways of the wood
abutting against the rail, and the iron wedges *, *, to adjust and tighten them.
when necessary.

page_text: Figure 26 is a section of a chair, having the flanges of the base increased
sufficiently large to rest and bear entirely on the ballasting. The letters in
the description of the former chair will refer to the same parts; *,, being the
adjusting wedges, as before described.
:
Figure 27 is a section of a chair with increased base, and someway similar
to Figure 26, but having a loose cheek M, which may be either cast or rolled
iron; having indents in the inside cheek and base to admit and hold the wood
lining,, and then bolted through the rail and the soled portions of the
chair is an adjusting wedge beneath the wooden seat, as described' in
Figure 25.
Figure 28 is another section of a chair with large base; having wooden seats
J, J; this may be called a compound chair and semi-sleeper, having the two
loose cheeks K, K, cast with indents in their insides and under the bottom of
the rail, to receive and hold the wood linings *, *, and wooden seat J for rail;
so that the rail is kept in contact with the wood, and by which the vibration is
ŕeduced. The base of this compound chair and semi-sleeper has an indent
cast in it, and a wooden seat, same as in Figure 26 and 27, the only difference
being that the rail does not come immediately in contact with it; but the
cheeks K, K, before described, drop into this indent and bear on the wooden
seat J; afterwards they are bolted down to the base or bearing portion of the
chair and semi-sleeper through the rail, holding all firm together. This rail
has a rectangular groove rolled in both the top and bottom surfaces, and dove-
tailed bars of steel introduced, as described in Figure 2, and afterwards passed
through the rolls and rolled to the section shewn.
Figure 29 is another modified section of a compound chair and semi-sleeper,
with large base cast in two parts, having an indent cast in each immediately.
under the rail, into which is placed' the wooden seats L, formed of two pieces;
with the grain wood vertical, and abutting against the longitudinal rolled iron
bearer M, on which the rail N is placed. There are indents cast in inside of
each cheek to admit the wood lining or filling pieces *,*, and after the
rail N is introduced the chair and semi-sleeper O are then bolted together
and completed. The rail N which is shewn is a rail rolled in two halves,
having a dovetailed recess rolled in each half, so that when put together they
will admit and hold the dovetailed steel bar P, which forms the top or working
surface of the rail.
Figure 30 represents a transverse sleeper Q, having a portion of a'compound
chair and semi-sleeper cast on each end, with indents to receive the wooden
seats and linings or filling pieces of wood, as before described in Figure 29;
the other portion O, O, of the chair and semi-sleeper, as before described in

page_text: Figure 29, are attached to the ends of the transverse sleeper Q by bolts and
nuts, as before described, embracing the rail N and keeping the road in proper
guage. A compound transverse sleeper, chairs, and semi-sleepers of this con-
struction may be introduced at suitable distances along the whole length of
the line. On inspection it will be seen that the rails can be kept firmly fixed
in their position in case the wood linings should shrink, by tightening up the
bolts underneath the casting, or the bolts passing through the top portion
and the "rail; or for the greater case to tighten up the rail, I propose to
have a belt at each end and through the centre of the chair, as shewn in
Figure 31.
Figure 31 is a modification of Figure 30, shewing the transverse sleeper
cast in two pieces 0, 0, and bolted together at the flange P, P, having a
lining of wood Q placed between them to destroy vibration. The longitudinal
plate M, as before mentioned in Figure 29, is shown in this Figure, as also in
Figure 30.
Figure 32 is another modification of Figure 30, in which a bar of T'iron is
used instead of cast iron, and when 'all are bolted together forms and completes
the transverse sleeper, the inner portions of the chair and the semi-sleeper
0, 0, being cast to admit of the T iron, as shewn.
Figure 33 is a transverse section of a cast-iron chair and semi-sleeper';
A, A, shewing the sides curved, corrugated; and descending from the seat of
the chair to the base. There is an indent cast in the top surface to admit the
wooden seat B, having the grain of the wood vertical, as before described in
Figure 25. The cheeks C, C, are in two parts, having a lip of a wedge form
descending into and bearing against the cheeks of the indent, which is cast
to admit the wood seat. These cheeks are nearly similar to those described in
Figure 28, and are bolted in like manner.
Figure 34 is a view of the cast-iron chair and semi-sleeper, shewing the
corrugations; the ballast can be beat underneath in the common and usual
manner. There are holes cast near the seat of the chair to permit the air
to escape, and when the ballasting is beat in solid underneath the holes are
closed up with wood pegs.
Figure 35 is a ground plan of Figure 33 and 34. I prefer the form of
base shewn in plan, but it may be oval, circular, or any other desired form. >
Figure 36 is another section of corrugated cast-iron chair and semi-sleépér
D, having an indent cast on the top to admit the wooden seat E, E. The
cheeks F, F, aro similarly formed and prepared to receive the wood linings
as those described in Figure 28, and are bolted to the rail and sleeper in a
somewhat similar manner...

page_text: Figure 37 is a side view of Figure 36. The plan is not shewn, but may be
similar to that shewn in Figure 35.
Figure 38 is a transverse section of a corrugated cast-iron chair and semi-
sleeper G, cast in two halves, same as Figure 29, having indents cast in their
top surfaces to admit the wooden seats H, H. On those are seated the
Jongitudinal rolled T iron plate I, on which is seated the rail J; they are
then bolted together in somewhat similar manner as in Figure 29.
Figure 39 is a side view, shewing the chair and semi-sleeper bolted together
and complete, with the holes near the seat of the chair for the escape of the
air, as before mentioned.
Figure 40 is another transverse section of a corrugated cast-iron chair
and semi-sleeper, having an indent cast on the top to admit the wooden
seat L, on which is seated the chair M, and secured and held down by the
bolts N, N.
Figure 41 is a corrugated cast-iron chair and semi-sleeper O. The chair
portion is cast in the common way to admit the ordinary double-headed rail P;
the side of the chair bas an indent to admit a wood lining or packing piece,
from which it cannot escape until the large key R is removed.
Figure 42 represents a section of permanent way with longitudinal timber
bearers P, P, having a longitudinal rolled iron plate S, as per section, with a
flange going between them; on this plate is placed the double-headed rail T, of
ordinary form, but having dovetailed steel bars in the bottom and top surfaces,
as described in Figure 28; the rail is kept in its position by the side plates or
cheeks R, R, which are rolled, as shewn in the section, having an indent to
admit the wooden linings placed between them and the rail, and all bolted
together by the bolts passing through them and the rail, the wooden lining
preventing noise and the admission of wet; the cheeks are then bolted down
on the longitudinal timbers.
Figure 43 is a modification of Figure 42, having a wider longitudinal
bearing plate A, A, and of a different form, the cheek plates B, B, being seated
on and secured to the longitudinal bearing plates A, A, the cheek plates B, B,
having indents rolled in them to receive wooden linings. C, C, are the
longitudinal bearing timbers; D is a washer plate, having the bolt that
secured the cheeks and longitudinal iron bearing plate to the longitudinal
timbers C, C.
Figure 44 is another modification of Figure 43, having lips *,, rolled on
the side or cheek plates E, E, to descend into the channel where the rail sits.
Figure 45 represents a section of permanent way, having a longitudinal
bearing plate of iron F, F, rolled to the section with a web on the under side;

page_text: the channel where the rail is seated has a thin wooden lining running all the
length, to soften the working and destroy the noise and vibration. The side
plates G, G, are similar to those described in Figure 44, but they have a wood
lining between them and the longitudinal plate F, F; the rail is held in its
position by bolts passing through it and the sides or cheek plates, afterwards
they are bolted down to bottom on longitudinal bearing plate. The longi-
tudinal plate F, F, is bolted to a semi-sleeper H at the joints, which sleeper
may be either wrought or cast iron, having a packing of wood introduced
between the longitudinal bearing plate F, F, and the semi-sleeper; the tie
rods to keep the road in guage may be attached to the end of the sleeper, or
instead of a semi-sleeper and tie-rods there may be a transverse sleeper used,
made of either wrought or cast iron.
Figure 46 is a modified section of Figure 44, having the bottom or longi-
tudinal bearing plate H, H, rolled in two halves and bolted together with.a
lining of wood between, as shewn.
Figure 47 is a transverse section of compound rail, having the base of the
bearing portions J, J, rolled to an increased width, and to the form shown,
having a joggle or tongue on one side and a groove on the other side to
receive the tongue and the rib, which is rolled on the bottom tongue of the
working portion of the rail K, K, and when they are put together the cheeks
are rivetted or bolted, holding the working portion K firm in its position; the
bridge or rib is intended to be a guard in case an engine or carriage gets off
the rail, which would guide and prevent it running on the ballasting.
Figure 48 is a transverse section of the ordinary double-headed rail, seated
or held in longitudinal bearing plates L, L, rolled as per section, having a
groove rolled on the inside to admit a lining of wood on cach side of the
rail, and when the rail is seated in its place it is held firmly by the bolts
passing through it and the upper portion of the longitudinal bearings L, L,
and by the bolts passing through the flanges beneath the rail; there may be
a thin lining or seating of hard wood placed beneath the rail, as described in
Figure 45. M, M, is a cast-iron semi-transverse sleeper, having wood packing
N, N, introduced between it and the longitudinal bearing plates L, L.
Figure 49 is a transverse section of permanent way, having a longitudinal
bottom plate O rolled to the section shewn. This plate is laid and bolted
longitudinally on cross sleepers and semi-cross sleepers; the cheeks P, P, are
rolled, having an indent or groove rolled in the inside to admit a lining of
timber to bear between it and the rail, and recess to receive the thin edge of
the longitudinal bottom plate O, so that the base part of cheeks P, P, may
bear on the transverse and semi-transverse sleepers, on which they are bolted

page_text: down or secured by trenails or bolts; the rail is held firmly in its place by the
bolts passing through both cheeks and the rail binding all firmly together.
Figure 50 is a transverse section of permanent way, having longitudinal
bearing plates R, R, rolled as per section, and bolted together immediately
under the rail, and laid down on longitudinal timbers S, S; but timber may be
dispensed with altogether, and let the longitudinal plates rest and bear entirely
on the ballasting. It will be seen that one of the longitudinal plates bas a
flange rolled on its outer edge *, above the top surface. This is a provision
against an engine or carriage running on the ballasting in the event of leaving
the rail. The rail, which is the double-headed rail of ordinary form, is placed
in the groove or indent formed in the bottom of longitudinal plates, and held
and kept in its right position by rolled iron cheeks, as described in Figure 44.
Figure 51 is a section of ordinary double-headed rail with an embracing
shoe or clip 2, 2, shewn keyed in an ordinary joint chair. This shoe may
extend to the next chair, and be secured in it in the same manner.
My improvement in the construction of points for railways consists in the
peculiar section of the moveable rails, as also the mode of securing them in
the double chairs; the peculiar shape of the wing rail will be best understood
by inspecting the Drawings.
A, A, Figures 52 and 53, Sheet 2, are the sections of rail of permanent way;
B, B, are sections of the wing rails, shewing the lower base flange.
either on the top
Figure 52 is a section at C, D; Figure 53 is a section at D, E; Figure 54
is a ground plan. By this construction the rail of permanent way is not cut
or bottom flange, and the rail has a good bearing on the
chair, the rail of points and permanent way being of the same sectional
depth, as shewn. I propose securing the wing rail with a bolt F, passing
through its lower inside flange, as shewn; I secure the rails of the permanent
way in the double chair by a wedge-formed filling piece fitting against and
between the top and bottom flange of rail, as shewn at G, and bolted through
the rail and chair, as shewn, H; I also ensure greater security in railway
travelling at those parts of the road where sidings are situated with meeting
points, so to construct and arrange them, that should by any means the main
line points into the siding be left open, or partially so, as to lead the train
from the main line into the siding, a pair of points to be so situated in the
intermediate entrance of the same that the train shall be led back again into
the main line; so that to allow the train to pass into the siding the two pair
of points must be held open, see Sheet 2, Figure 55, which shews plan of
ditto. The red arrow shews the course the train would take were the points
I, I, left open.

page_text: My improvement in locomotive engines consists, first, in the application of
friction driving wheels placed on a cranked or first moving axle. These wheels
can be engaged with friction wheels of a less diameter fixed on the axle of
larger wheels, which are thereby driven, whereby a greater speed is obtained
with fewer strokes of the engine than if the connecting rods were attached to
the large wheels direct; less wear of the working parts of the engine is the
result of this combination.
.
My second improvement in engines consists in the addition of a bell-mouthed
chamber under the smoke box facing the air in front of the engine, commu-
nicating by pipes with the interior of the ash pan, to promote increased com-
bustion in the fire-box; a pipe or pipes lead from the bell-mouthed chamber
into the blast pipe.
My third improvement in the engine consists in adding a cowl-shaped
receiver to the chimney, for the purpose of collecting, and, by the aid of a
shower of cold water, condensing the blown-off steam from the chimney; the
cold water is supplieil from the ténder by a force pump, and enters the steam
through a perforated plate placed in a chamber over the cowl. The cowl is
made so that the engineman can turn it to catch the steam in the direction.it
would leave the engine; this cowl will also catch the sparks as they are
thrown from the chimney by a wire gauze intersecting the cowl near its
mouth.
My fourth improvement in the locomotive engine consists in using steam
from the exhaust pipes to heat water in its passage from the pump to the
boiler, where the steam'so employed is afterwards fully condensed by being
subjected in a vessel to the action of cold water ejected from a force pump
through a distributor, and the water so produced passes by an overflow pipe to
a vessel from which it is pumped into the boiler.
../
My fifth improvement in engines consists in producing a partial vacuum in
the smoke box, by the application of a revolving fan or fans in connection with
it, and the air so taken up by the fan is driven into or around the blast pipe,
and discharged with the steam into the chimney or elsewhere; such fan may
be driven from one of the axles of the wheels, or it may be driven by oblique
blades fixed on the same axis with it, being forced against the atmosphere. by
the progress of the engine, thereby promoting a draught to increase combus-
tion; and to compensate for the steam taken from the exhaust pipes for heating
water and being condensed, as already described, the air thrown off from the
oblique blades is collected and conducted into the blast pipe.
My sixth improvement in engines consists in attaching one. or more
auxiliary fire, boxes on one or both sides of the larger fire box door, which

page_text: boxes communicate by tubes passing from them through the water space into
the large fire box. In such fire boxes may be burned either coke or coal, or a
mixture of them.
My seventh improvement in engines consists in placing tubes in the sides
of the fire box through the water space communicating with the fire in the
inside the fire box and the atmosphere on the outside. These tubes are pro-
vided with flaps to guide external air into the fire. These flaps are made to
close when required, and openings are formed in the sides of the ash pan,
which may be closed by doors or flaps.
My eighth improvement consists in constructing slide valves of plates of
metal and elastic packing, so that a portion of the pressure of steam from the
boiler is taken from them.
My ninth improvement in engines consist in combining metallic with elastic
packing in the pistons.
DESCRIPTION OF THE DRAWINGS OF IMPROVEMENTS IN LOCOMOTIVE
ENGINES.
Figure 56, Sheet 3, is a side elevation of locomotive engine, shewing the
arrangement of some of my afore-mentioned improvements; viz', the friction
driving wheels, wind tubes, and collecting and condensing steam cowles. A, A,
is the friction wheels on crank shaft; B, B, is the friction wheels on large or
driving wheel axle; 2, 2, is the gearing for engaging or disengaging the fric-
tion wheels, which is accomplished in the following manner, viz, by turning the
handle C on the shaft D, the end of which being furnished with a screw driving
the worm wheel on transverse shaft F. On the ends of the shaft are screws,
working and causing to revolve the nut worm wheel G, which is screwed to
work on the screwed bar H, that is attached to the slide block I, into which
are fitted the bearings for the journals of the axle of the large wheel to work
in. These bearing blocks I are attached to the side springs, shewn in dotted
lines behind the framing, the spring eyes having fitted with them traversing
rollers, which rollers bear on surface plate 3, 3, shewn in dotted lines between
the framing. J, J, is the air or wind tubes leading from the bill-mouth
chamber K in front of engine and into the ash plate. Also the same letters
refer to a similar tube on hind end of engine, making a provision in case of
running the other way. L is the steam collecting and condensing cowle, with
its revolving gearing attached, and can be worked by the handles M, M. S
N is the cold water pipe leading from the force pumps to the distributor.
Figure 57, Sheet 3, is an enlarged sectional view of steam-collecting and
condeusing cowle; the same figures and marks referring to the same parts

page_text: as reduced scale Drawing. O, O, shews a section of a number of divisions of
wire gauze or other suitable material, to prevent the pieces of coke, &c.
ejected from the chimney from passing into the cowle where. the steam is
received and condensed; P is a section of the water distributor immediately
over the steam receiver. Dotted lines at Q shew a provisional pipe or opening,
which may be situated either at the back or side of collector, allowing any
surplus steam to escape into the atmosphere.
Figure 58, Sheet 3, shews a plan of casing for wind wheels or fans;
Figure 59, Sheet 3, shews a section of ditto, and fans, &c. attached to the
smoke box of the engine. A is the wind wheel; B,. the exhausting ditto;
deriving their action and rotating motion from the wind or draught occasioned
by the progress of the engine, or in other ways.. The inner fan B revolves
in an air-tight chamber C, having an inlet pipe D reaching downwards into
the smoke box, through which pipe the heated air is drawn, and either
delivered into the atmosphere by the pipe E, or conducted into central tube
of blast pipe. The external fan or wind wheel A is also placed in chamber F,
provided with a funnel-shaped apperture G. The fan vans are fixed to the
most suitable angle for delivering the air with the greatest force at circum-
ference of chamber F, whence it passes by suitable perforations into a con-
tinuous chamber or pipe H, from which it is delivered into central tube of the
blast pipe I, thereby releiving the exhaust steam from a portion of duties it
now has to accomplish, viz', causing a draught and assisting combustion.
Figure 59, Sheet 3, shews a plan of fire box with draught or air feeders.
J is the draught feeder, constructed on the following principles:-K is a casing
attached to side of fire box, having a flap or door L, which can be closed or
open to any angle, as circumstances require; M are air tubes, allowing the air
or wind to pass into the fire. This I propose using more particularly when
exposed to a side wind.
Figure 60, N, N, are air feeders each side of the ash pan, shewn on two
different principles; but I do not confino myself to this particular mode of
arrangement or construction; I propose using these ventilators or draught
feeders when exposed to a side wind.
Figure 61 and 62, Sheet 3, is an apparatus for heating the water used by
locomotive engines during its passage from the pumps to the boiler, by means
of a certain portion of waste steam abstracted from the exhaust pipes, and
consists of a chamber A, into which the exhaust steam is admitted through the
pipe B, and consequently envelopes the series of tubes C, through which the
water from pumps is forced through pipes D into a chamber E, which conducts
the water into first pair of tubes, thence to a chamber F at other end, which in

page_text: its turn guides the water back through second pair of tubes, and so on, until the
.water has traversed the complete apparatus, and is finally delivered by the pipe
Ginto. boiler. A variety of forms may be used for this apparatus, either round
or square, and the steam. may be. passed through the tubes and the water
forced through outer chamber..
An addition to the above improvement is shewn in Sheet No. 4, Figure 63,
as applied to a tank engine, and consists of a condensing apparatus fixed above
the heating apparatus before described. In this Drawing the waste steam is
shewn taken from a chamber K surrounding the blast pipe O by a pipe J into
the warming chamber B, B, and thence delivered by a pipe D into the con
densing chamber, where it is condensed by a jet of water thrown by the pump
and issuing from the pipe F.. The water thus thrown in and that formed by
the condensed steam is taken by the pipe G into the tank E, from which it is
taken through the pipe N, as occasion requires, by the hot-water pump, and
delivered into the inlet pipe II of warming apparatus, from which it is conducted
by the pipe I into boiler. A variety of the warming and condensing apparatus
is shewn on same Figure, and consists of a pipe Q, which takes the waste steam
from exhaust pipe. O (as before) and delivers it into a chamber W above main
tank Xat rear of engine. The steam pipe Q is surrounded by a large pipe or
long chamber H, I, into which is delivered the cold water from pump at P,
and thereby forced through the jet pipe R into steam chamber W, condensing
a corresponding quantity of steam. When water is required to supply the boiler
the cock S is turned so as to conduct the water through pipe U into boiler.
It will be obvious upon inspection that any portion or the whole of the
water from the pump may be turned into, the boiler at pleasure; and that the
water during its passage from. one extremity to the other of outer chamber
H, H, must be bighly heated by the internal steam. T, T, is the air tube, as
before described, having at 2, 2, a provision made for conducting the air
collected in the bell-mouth chamber *, *, directly into blast pipe, assisting
combustion.
Figure 64, Sheet 4, shews a further modification of warming.and condensing
apparatus as applied to a locomotive engine provided with a tender. In this
case the warming apparatus consists of a series of tubes c, c, placed in a cylin-
drical chamber B, fixed to prevent escape of caloric inside the smoke box. The
steam from blast pipes passes through the pipe J into chamber B, thence by
pipe D into condensing chamber A, when it is condensed by a jet of water
issuing from pipe F. The the water, as before explained, is taken away by
pipe G to hot-water pump, and sent through pipe H.into heated apparatus, and
thence into boiler through pipe. I..

page_text: Figure 65, Sheet 4, is an end view of locomotive fire-box A, A, with
auxilary fire-boxes B, B, attached, one of which is shewn in section;
Figure 66, on same Sheet, shews a longitudinal section of fire-box A, A, and
the auxilary fire-boxes B, B. These auxilary boxes are attached one on each
side of the door of main fire-box. C, C, are the tubes through water space
of main fire-box, and so arranged that the smoke, gasses, &c., thrown off by
the coal fires in auxilary fire-boxes may pass into the body of fire in main fire-
box; air feeders or tubes D, D, are inserted in the auxilary fire-boxes, as
shewn, having in connexion the bell-mouthed pipe E leading down under foot
plate, which conducts a current of air when the engine is in progress into the
tubes D, D. The tube E has a damper F situated so that the driver can regu-
late the draught passing through the same into auxilary fire-boxes. G,.G,. are
connecting pipes, forming a connexion between water space in auxilary and
main fire-box; also H is a similar connexion pipe between auxilary fire-boxes.
Figure 67, Sheet 4, is a transverse section of metalic piston; Figure 68, on
same Sheet, is a plan of do. J, J, J, are elastic packing tubes, of india-rubber
or other suitable material, introduced between the metal packing rings and
between metal packing rings and top and bottom plates of piston.; K is an
elastic tube or tubes, of similar elastic material as those before described,.com-
pressed, as shewn, by the steel ring acting against the metalic packing rings,
and pressing them against the working surface of cylinders; or the steel rings
may be dispensed with. This description of piston is equally applicable to
stationary engines, air and water pumps, &c.
Figure 69, Sheet 3, is a section of ordinary slide valve with a back portion A
attached, which works against the steam chest cover B, having elastic packing
introduced at, keeping the back portion in contract with steam chest cover,
taking the pressure off valve.
My tenth improvement in engines or other carriages consists in con-
structing the axle of a number of wrought-iron tubes shrunk over each other,
after which the axle is heated and a bar of iron is introduced, which acts as a
mandrill; the axle ends are then operated upon to form the journals, and it
afterwards undergoes a rolling process to give it the desired form, when the
iron bar may be removed or left, or two iron bars may be used to act as
mandrills, and form the journals and axles on and extend into the axle beyond
the situation of the wheels, to give additional support to that part of the axle.
I strengthen and support that portion of the axle where the wheels are
situated by having a wrought-iron tube, about half inch thick, heated and
passed over the ends extending towards the centre of the axle; the end of the
tube next to the journal is to be welded to the axle, whilst the remaining part

page_text: is only to embrace the axle by shrinkage, and to be beaten or rolled closely
to the diminished or conical portion of the axle ; should the central portion of
the axle break near the nave of the wheel the hollow tube will hold the parts
together. This hollow tube may be advantageously applied to the solid axles
now employed to prevent crystalization of the metal arising from concussions,
vibrations, and friction. Or this tube may be bored and turned and firmly
inserted into the wheel, and the axle turned to fit and pass through it, having
a conical form towards the collar of the journal next to the nave of the wheel.
The projecting part of the tube is to be closed down on the conical portion of
the axle between the wheels.
My eleventh improvement consists in improved modes of lubricating the
journal of the axles of railway carriages, in which constant lubrication is
produced when the carriage is in motion. My Invention in wheels consist in
an improved form and combination of the parts forming the nave, the tire, and
the wooden portions of the wheel, and the manner of securing tires to wood or
iron wheels. My improvement in connecting and coupling carriages consist
in surrounding or holding these buffer heads, which are in contract and touch
each other, in a case, receiver, or apparatus, in which they are held, and by
which the carriages are secured together in the event of the breakage of the
coupling chains, the wheels, or the axles. My improvements in the manufac-
ture of tire consist in welding together a series of bent bars of iron or iron
and steel arranged in various ways, and subsequently welding, hammering, or
rolling this partly formed hoop into a suitable section, to be finished into a
complete tire, or in welding together scrap iron which has been placed in
angle iron, bent into hoops, and afterwards working them, as before described;
also in cutting slots or dovetail grooves in the ends of a tire bar, so that when
the bar is bent and the ends placed in contact, loose pieces of iron which fit
the openings are introduced in them to connect the ends together; this part
is then heated in a fire and welded by the operation of a new arrangement of
steam hammers working vertically and horizontally, or in the ordinary way, or
the ends of the bars may be dovetailed only, without the introduction of loose
pieces. And the last of my improvements consist in apparatus for sawing the
timber and forming the surfaces to receive the rail used in the construction of
the permanent way.
Figure 70, Sheet 5, is a portion of compound axle, shewn in section, having
a round bar of iron A inserted, as shewn; the axle is composed three or
more tubes of wrought iron, and manufactured as before descrit ed. B is a
wrought-iron tube or shield, forming the wheel seat, which is welded and
shrunk on.

page_text: Figure 71, Sheet 5, is a portion of another compound axle, shewn in section,.
manufactured in a similar manner to the one already described, with tho
exception that the axle is hollow, having no internal bar.
Figure 72, Sheet 5, is a section of a portion of compound axle, constructed.
as before described, but having a bar of iron inserted in the centre, as shewn.
Figure 73, Sheet 5, is another compound axle, shewn in section, the body
portion manufactured as before described, but the tube or shield C is only
welded as far from the end as the parallel portion continues; the other portion
where it passes over the reduced portion of axle will be beat down to fit it..
Whilst in an heated state, that end of tube or shield C may be welded at 2, 2,
to the axle, and made to the shape shown in Drawing, an internal mandril or
bar of iron running a part of the way in; or the two inner tubes need not be
welded, but the outer one will require welding at the journal; I break tho:
joints, as shewn in transverse section, Figure 74, on the same Shoet, with the
I joints broken, as shewn. Figure 75, on the same Sheet, shows a common.
axle with the shield D shrunk over it.
Figure 76, Sheet 5, is a section of axle box. A is the journal revolving in
nxle box; B is the metal bearing; C is the friction wheel attached to the end
of axle; D is the lubricating roller, with the flannel, sponge, or other soft sub-
stance attached to the arms of roller, which dip into oil cistern E; F is the
friction wheel or roller shaft, which is caused to revolve by the friction roller C.
Figure 77, Sheet 5, is another section of axle box, with another modification
of lubricator. G is a flange with its edge turned inward; this flange or oil
lifter revolves with the axle, being attached to the end of it, and dips into the
oil cistern H, lifting the oil into the top repository I, which has a piece of
sponge inserted in it for the purpose of receiving and distributing the oil; or I
propose lubricating the axle or shaft as shewn at J, which lubricator is formed
by a series of cotton wicks held in contract against the journal, the oil being.
drawn through them by capilleary attraction; this frame, in which the wicks
are held, is supported by small springs, which keep the wick continually in
contact with the bearing K.
Figure 78, Sheet 5, is a plan, and Figure 79 is a section, of my railway'
wooden wheel, for which I obtained a Patent in One thousand eight hundred
and forty.
Figures 80 and 81, on the same Sheet, show my improvements in ditto,
which consists in dividing the wooden segmental pieces A, A, and introducing
hoop iron in the joints at ,,, .
Figure 82, Sheet 5, shows a half plan and half section of face side, and'
Figure 83, on the same Sheet, is a transverse section, of railway wooden wheel,
B2

page_text: to be constructed in the manner hereafter described, and in accordance with
the Drawing, videlicet: the central portion of the wheel is formed by a long
wrought-iron tube, as shewn, having a collar formed on it the width of the
thickness of the timber, against which collar the outer and inner flanges of the
nave are firmly held by the bolts passing through, as shewn; the wooden seg-
mental pieces, consisting of English elm or other suital wood, properly seasoned
and saturated with preserving fluid, are laid on a surface table and subjected to
a sufficient pressing by my patent hydraulic machine, granted 1840; and whilst
still in the embrace of the afore-mentioned machine, a boring pit is passed
through the centre, boring them out to the size of the central boss of the nave,
allowing the collar to pass tightly through; the outer and inner plates are
then secured in their places, hoop iron to be introduced into the joints,
as before described. B is the central tube, to be made either of wrought
or cast iron, forming a portion of the nave or boss; C, C, are the securing
rings or plates, forming the other portions of nave; D, D, are the segmental
blocks, forming the wooden portion of wheel; see description as for mode
of manufacture, &c. The fire E, E, has a dovetailed lip or flange, which
embraces the securing ring F, which has a dovetailed projection form on its
face at the outer edge, as shewn. 2, 2, is a groove, rolled in the back edge of
tire, into which is introduced clips or portions of an inner ring, having a dove-
tail formed on the outer edge; these dovetail clips are put in the groove
whilst the tire is in an heated state, and the outer edge of tire closed over them
at, the clips or portions of the inner securing iron segmental ring G are
bolted or rivetted to the securing ring F on the face of wheel, as shewn.
;
Figure 83, Sheet 5, is a Drawing, shewing the safety sympathetic coupling.
H, HI, are the buffers rods of two carriages; I is the coupling or clamp holding
the buffer head in its embrace. This coupling may be made in varied manners
to ensure the same object.
Figure 84 is a section through a piled hoop, composed of steel and iron, from
which a tire for a driving wheel of a locomotive engine is to be welded, ham-
mered, and blocked, according to one of my modes of manufacturing tires for
the purpose of obtaining greater adhesion on the rail. A, A, are bars of iron
rolled to the form shown, aud bent into hoops, having their ends cut obliquely
or scarfed, and brought together; B is another bar of iron, rolled to form-
represented, which is also bent into a hoop, having the ends cut as before and
brought together; C, C, are bars of steel or iron partially steeled and bent,
having their ends cut, as 3, 3, Figure 86, and brought together. They are then
piled together, as per section, baving their scarfed ends breaking joint with each
other, viz., the hoops A and A baving their ends central or nearly central in the

page_text: circumference of each other, and the hoop B placed in such a position as to
have the joints on its end situated between those of A, A; and the steel hoops
C, C, are placed in the working face of the hoop, having their joints similarly
situated in the compound piled hoop, from which I weld, hammer, and form a
blocked hoop, to be afterwards rolled into the required section and exact
diameter by J. G. Bodmer's machine or machinery, which will accomplish the
same object.
Figure 85 is a plan, and Figure 86 is an edge view of Figure 84, shewing
the compound piled boop formed of the tire bars A, A, B, and the steel bars
C, C, which are situated in the working face of the tire; the bars composing
the hoop to be of such length as to make the hoop the most convenient size for
handling, and best suited to be admitted into the furnace; and when it has
arrived at a welding heat it is brought out and dropped over the circular anvil
on the face plate, where it is welded together by the operation of the horizontal
and vertical steam hammers, the face plate revolving, being driven by suitable
gearing, it is then passed to the open end rolls and rough rolled, and ready for
the operation of finishing by Bodmer's machinery as before stated.
Figure 87, Sheet 5, is a section of a compound tire, somewhat similar in
structure and mode of manufacture as No. 84. D is the foundation bar bent
into a hoop; E, E, are steel rings formed into hoops; F, F, are similar hoops,
formed of iron, and piled as shewn; the joints to be scarfed and arranged
and subject to the general mode of manufacture as No. 84, before described.
Figure 88, Sheet 5, is a section of compound hoop, composed of seven rings;
G, G, G, are steel, or iron partially steeled, piled as shewn; I, I, I, I, being
iron hoops; the scarfing and relative position of the joints and general mode
of manufacture to be in accordance with No. 84, before described.
Figure 89, Sheet 5, shews a section of compound hoop formed of three
pieces; J being the body or foundation of hoop; K, K, are rings of steel or
partially steeled iron inserted in face of hoop; the scarfing, relative position
of joints, and mode of manufacture, to be in accordance with No. 84, before
described.
Figure 90, Sheet 5, shews a transverse section of compound hoops and edgo
view of ditto. L is the body of the hoop, made of iron; M, M, are pieces
of steel; N, N, are pieces of iron, arranged as seen in edge view; the whole
to be hooped with a thin iron hoop, and then subjected to the welding,
hammering, and rolling process, as before described.
Figure 91, Sheet 5, shews a face view and section of compound hoop tire.
O is the foundation of tire, and is rolled in the shape of Figure 92, on the
saine Sheet, and is bent into a hoop; before inserting the central or wearing

page_text: portion of the hoop P, the joints of the two hoops O and P to be situated
as shewn in Figure 93, which is a plan in section of such hoop, the joints
being on the opposite sides of the hoop to each other, as shewn at 4, 4. The
working portion of the tire is composed of steel and iron, presenting the
appearance as seen in face view, videlicet, arranged obliquely with the plane
of the hoop. This working portion I propose manufacturing in the following
manner, viz. I take two or more bars of iron and steel placed alternately,
and when in an heated state I twist them together, or twist one bar first, and
in the coils twist or insert another, and then subject the bar to a welding
heat, and hammer and roll it into the shape shewn; I then bend it into an
hoop on the foundation piece O and subject them to the welding, hammering,
and rolling process, before described.
Figure 94, Sheet 5, is a section of compound hoop. P is the foundation:
piece formed of iron;. Q is a hoop made of iron, perforated to receive steel
pins or plugs R, R; the plugs being inserted, the hoop Q is passed over the
hoop P, the joints being relatively situated as shewn in Figure 93 on the
same Sheet. I then subject it to the welding, hammering, and rolling process,
before described.
Figure 95, Sheet 5, shows a face view and section of compound hoop, with
the foundation R manufactured same as Figure 92, and the working portion Q
manufactured same as Figure 94, having steel pins or plugs inserted, the
joints being relatively situated as shewn in Figure 93 on the same Sheet;
the whole to be subjected to the welding, hammering, and rolling process, as
before described.
Figure 95, Sheet 5, is a section of compound hoop, formed of seven pieces.
2, 2, 2, are steel hoops; S, S, S, S, are iron hoops, piled as shewn; the joints.
to be scarfed and arranged, and subject to the general mode of manufacture
before described in No. 84.
Figure 96, Sheet 5, is a section of compound hoop, formed of six pieces..
3, 3, 3, are hoops of steel; T, T, T, are hoops of iron, piled as per section;
the whole then to be subject to the same operation as No. 84, before
described.
Figure 97, Sheet 5, is a section of componnd tire, having the foundation A
mado of common iron, and the wearing portion B made of steel, or iron
partially steeled, or of the best iron; the foundation is rolled to the shape
shewn in Figure 92 on sanse Sheet. The wearing portion B being then inserted,
the whole is passed through closing rolls, which cause the flanges of A to close
over the dovetail portion of B, holding it securely in its place; or it may be
subjected to the process described in connexion with. Figure 84.

page_text: Figure 98, Sheet 5, is a section of a compound hoop, formed of three pieces.
C is the foundation, and may be made of common wrought iron, rolled to
receive the two hoops of steel or partially steeled iron D, D, the portion C
being formed similar to and subject to the same process in manufacture as
Figure 97, before described; the tire is shewn secured to a portion of an iron
wheel, but is equally adapted for wood wheels, the outer edges E of the rim
of wheel being dovetailed to hold the tire on its place; the lip, shown in dotted
line at, is turned over whilst the hoop is in an heated state, and finished as
shewn.
Figure 99, Sheet 5, is a section of a compound tire or hoop, similar in
construction and subjected to the same mode of manufacture as Figure 89.
This also is shown secured to a portion of an iron wheel, but is equally adapted
for wood wheels, this inner side portion of tire having a dovetailed lip 2*,
which embraces the dovetail on wheel rim. On the inner back edge of tire is
rolled a groove, into which dovetailed clips F are inserted, and whilst the tire
is in an heated state the outer edge of the tire 3* is beat over the dovetailed
portion of clip.
Figure 100, Sheet 5, is a section of tire made of wrought iron, having
perforations made in it to receive at convenient distances steel studs or pins,
and subject to the same process as before described.
Figuro 101, Sheet 5, is a section of a compound tire, having the foundation-
G formed of common wrought iron, and that part marked I, II, formed of
a picce of best iron or steel wound round in a spiral form, or a piece of iron
and a piece of steel may be used in the same manner; the wholo being subject'
to the same process in welding, hammering, and rolling as before described in
Figure 84.
Figure 102, Sheet 5, is a section of a compound hoop, made of three pieces,
for either carriages or engines, and may be made either of all iron or part
steel and part iron, and subjected to the same process as before described,
Figure 84.
Figure 103, Sheet 5, is another modification of a similar hoop.
Figure 104, Sheet 5, is another modification of similar hoop.
Figure 105, Sheet 5, shews a section of tire formed of three pieces. E, E,
are securing rings of common iron; F, the wearing portion of tire, which may
be made of steel or best iron; it is shewn secured on a wooden wheel, but is-
equally applicable to iron wheels. F is first shrunk on and turned up at its
edge to receive the rings E, E; these rings are shrunk over the dovetails
formed on edge of working portion; after the rings are shrunk on they are
revitted or bolted together, thus holding all securely together.

page_text: Figure 106, Sheet 5, is a section of a common tire secured on a wooden
wheel; the tire has an inner face, shewn at 5*; which passes over and embraces
an angle iron hoop, having a dovetaile formed on its edge, as shewn. There is
also a lip rolled on the back edge of tire, as shewn in dotted lines; this lip
is drawn over the dovetailed securing inner ring, which may be formed in
segments or be a continuous ring; the inner ring or segments are bolted or
revitted to the angle iron, as shewn.
Figure 107, Sheet 5, shews a common tire of any other manufacture
prepared for welding. I propose dovetailing the ends together, and then
subjecting them to the regular process of welding.
Figure 108, Sheet 5, is a side view; Figure 109 face, and Figure 110 a
sectional view of tire prepared for welding by my process, viz.: when the tire
bar is rolled and still in an heated state, I cut groves or slotts a, a, a, about
one and a half inches, more or less in, with circular saws or other suitable
machinery, both vertically and horizontally, in the ends, and opening them by
driving a taper mandril or wedge, so as to widen the tire on its ends; I then.
bend it into a hoop, bringing the ends together and introducing in the slots
tongue pieces with the fibre of the iron running in the same direction as tire
bar. These tongue pieces may have rivets passed through, as shewn in dotted
lines in Figure 108; I then subject it at that part to a welding heat, and weld
it either by the usual process or by my steam hammer, yet to be described.
Figure 111, Sheet 5, shews another section of a piled hoop, made in the
following manner, viz. A, A, are light rings of angle iron, the outter
edges,, being thicker than the sides 2, 2, arranged as shewn, having the
space between filed with scrap iron; I then subject it to a welding heat in the
furnace, and subject it to a similar process as described at Figure 84.
Figure 112 is another section of a hoop tire piled on a hoop of angle
iron B, B, having ring of light hoop iron 3* to hold the pile together, and
then subject it to a welding process, as described, Figure 84.
a
Another mode of manufacture of blocked boops for railway carriage wheels
is as follows, yiz'-I pile a circular bloom or hoop of scrap or bar iron and
subject it to a welding heat in the regular method; I then put it under the
forge hammer and work it in a mandril or beck iron into the size I require it;
or I take a sufficient number of rings thus manufactured to form my tire, and
having piled them, I then subject them to a welding, heat, and then roll or
hammer them to the shape and size required, in the manner as before
described.
Figure 113, Sheet 4, is a plan, and Figure 114 is an elevation, of a machine
applicable to the welding of hoops for locomotive engines and railway carriage

page_text: wheels. A is a steam cylinder, fixed. horizontally, on a strong foundation
plate C; B is a steam cylinder, fixed vertically, and secured to framing D ;
E, E, are the piston rods or rams, having solid square heads fitted into them
working in guides II, H, which heads are recessed to receive suitable dies
suited to various tires; the slide valves are worked by a lapped motion derived
from the sliding bars b, b, attached to piston head, and the intensity of the
blow upon the hoop may be regulated by means of the levers 2, 2, which
actuate the excentric studs 3, 3, thereby alter the position of the tappet
lever 4, 4, so as to vary the admission of steam and consequent power of the
blow to the exact degree required; the induction and education pipes and
accessary stop valves are not shewn, being of the ordinary construction. Fis
a revolving table, provided on its upper surface with an anvil block adapted to
various tires; the action of the machine when in use will be as follows:-The
tire welding hot from forge is fixed on the table with the weld opposite and
under the hammers, which are intended to make extremely rapid but light
blows when the iron is soft, increasing in power as the metal cools, and in the
meantime the table carrying the tire moving to and fro for the space of five
or six inches, either by means of suitable gearing, or by the smith's assistant
working a lever bar which carries the tire to and from the forge.
Figure 115, Sheet 6, is a ground plan, shewing the arrangement of the
steam hammers (described Figures 113 and 114, as adapted for welding,
hammering, and blocking my piled and compound tires. The tire is placed on
revolving table; this table is geared on the under edge, and made to revolve
rapidly whilst the hoop is being welded and hammered by the action of tho
vertical and horizontal steam hammers; the central hammers are constructed
to move backwards and forwards to suit the curviture of hoops of various
diameter.
Figure 116, Sheet 6, is a plan of rolls adapted to roll the compound or piled
tires after being hammered to the necessary shape, making them ready prior
to subjecting them to the patent rolling machine, known as J. G. Bodmer's.
A is the fixed roll; B is a roller geared and arranged to recede from and
advance to the roll A, allowing for the various thicknesses of tires requiring
rolling.
Figure 117, Sheet 7, is an end elevation of sawing machinery to be used in
the constructing of my permanent way.
Figure 118, on the same Sheet, is a side elevation of ditto. A is a log of
timber, secured to the travelling table C, C, which slides in grooves D, D.
E, E, E, E, are spindles or shafts, having. circular saws fixed on their inner
end, and fast and loose pulleys G, G, attached on their outer ends for driving

page_text: the saws; these saw spindles work in plummer blocks attached to or cast on
the plate H, H, which can be set to any angle required. I, I, I, I, are the
circular saws; J, J, are handles, whereby the depth of the saws may be
regulated, or to make allowance for the alteration of the diameter by wear, &c.;
the plate having V slides formed on the backs of them, fitting into corre-
sponding slides attached to the framing K, K.
Figure 119 and 120, Sheet 7, are end views of planing or adzing machine.
Figure 119 is adapted to dress or form two pieces for the rail to sit on.
Figure 120 is adapted to shape four pieces, as shewn. L, L, L, L, are half
logs of timber as prepared by machine Figure 116; they are secured on sliding
table M, M*, and pass under cutters. N, N, M, M, are cutter blocks,
which are caused to revolve by pulleys O, O; the handles P, P, are for
regulating the cutters, bringing them gradually down or up to the timber;
these timbers are then moved to an ordinary circular saw bench and cut in
two, as specified.
1
Having now described the nature of my Invention, and the manner I carry
the same into effect, I declare that I do not claim any of the parts separately,
but what I do claim under the first head is,
First, the compound longitudinal bearers and compound and other rails,
arranged as shown and described.
Second, the construction of rails in parts, and also the peculiar arrangement
of those parts, as shown and described.
:.
Third, a rail formed of three or more elementary parts, such as is shown
and described.
Fourth, the chains, as shown and described.
Fifth, the longitudinal iron bearings in combination with the ordinary rail,
as shown and described.
Sixth, the construction and application of switches and points, as shewn and
described.
Under the head of locomotive engines, first, I claim the application and use
of friction driving wheels, as shewn and described.
Second, the additions to the engine for promoting combustion, as shewn and
described.
Third,, the apparatus for receiving and condensing a part of the exhaust
steam and catching sparks, as shewn and described.
Fourth, the apparatus for taking and condensing steam from the exhaust
pipes, as shewn and described..
Fifth, the application of the pneumatic apparatus, as shewn and de-
scribed.

page_text: Sixth, the additional fire boxes, shewn and described.
Seventh, the apparatus for admitting atmospheric air into the fire box and
ash pan, as shewn and described.
Eighth, the improyed slide valves, shewn and described.
Ninth, the improved piston, shewn and described.
Tenth, axles or journals, shown and, described.
Eleventh, the apparatus for lubricating the journals of axles, as shown and
described.
Under the head. of wheels, I claim the improved wheels, as shewn and
described.
Under the head coupling, I claim the mode of uniting and coupling of
carriages buffers, as shewn and described.
Under the head tires, I claim, first, the improved manufacture of tires, as
shewn and described.
Secondly, the improved arrangement of steam hammers.
And, lastly, the improved sawing apparatus, as shewn and described.
In witness whereof, I, the said Joseph Beattie, have hereunto set my
hand and seal, this Twenty-second day of April, in the year of our
Lord One thousand eight hundred and fifty-two.
said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form above
5 written. And also the Specification aforesaid was stamped according to the
tenor of the Statute made for that purpose.
Enrolled the Twenty-second day of April, in the year of our Lord One
thousand eight hundred and fifty-two.