IMPROVEMENTS IN THE MANUFACTURE OF RAILWAY WHEELS, ALSO IN THE MOULDS, AND THE CONVERTING FURNACES TO BE USED IN THE MANUFACTURE OF RAILWAY WHEELS
Year: 1870

page_text: LETTERS PATENT to Alfred Vincent Newton, of the Office for Patents,
66, Chancery Lane, in the County of Middlesex, Mechanical
Draughtsman, for the Invention of "IMPROVEMENTS IN THE MANUFACTURE
OF RAILWAY WHEELS, ALSO IN THE MOULDS, AND THE CONVERTING FURNACES
TO BE USED IN THE MANUFACTURE OF RAILWAY WHEELS."-A com-
munication from abroad by John Blake Tarr, of Fairhaven, in the
PROVISIONAL SPECIFICATION left by the said Alfred Vincent Newton
at the Office of the Commissioners of Patents, with his Petition,
on the 26th July 1870.
THE
I, ALFRED VINCENT NEWTON, of the Office for Patents, 66, Chancery
Lane, in the County of Middlesex, Mechanical Draughtsman, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN
MANUFACTURE OF RAILWAY WHEELS, ALSO IN THE MOULDS, AND THE CONVERTING
FURNACES TO BE USED IN THE MANUFACTURE OF RAILWAY WHEELS," to be as
follows:-
This Invention relates, firstly, to an improved method of making
moulds in which to produce condensed steel, railway, and other wheels.
The object sought is to obtain a mould in one or more sections which

page_text: will safely stand the pressure required in the operation of condensing
the metal casting while in a liquid state in the mould which is to give
to it its final shape, and which will allow a free escape of gases from
every part of the melted metal and the mould during such application of
pressure. Also to obtain a mould which will neither burn nor crumble
while producing a compressed casting, but which will yield or crumble
when the pressure is removed, and thus allow the casting to cool and
contract without resistance. Also to obtain a mould which shall be
sufficiently refractory to withstand the intense heat of melted steel and
which shall present smooth surfaces to which the metal casting will not
adhere. The mould is conveniently composed of three sections and a
central movable core, which sections and core are made of metal lined
or coated with a moulding composition herein-after to be explained.
The bottom section of the mould consists of a flat circular base plate,
and a rim secured together by screws, so that in producing the com-
position facing of the mould from a pattern the plate can be detached.
from the ring, and the moulding composition rammed hard upon the
pattern within the ring. This part of the mould forms the inner
surface and a portion of the flange of a driving wheel. The intermediate
section of the mould consists of metal rings with a composition lining
forming the tread and outer portion of the flange of the wheel. To
prevent lateral displacement these sections are rabetted on their contact
surfaces. The lining of the rings is overlapped by a metal ring, the
inner diameter of which corresponds with the inner diameter of the
composition lining. The upper section consists of a circular metallic rim
with radial spokes and a perforated hub and two bevelled elevations or
lips for connecting with the follower of the press. This section is faced
with a filling and bottom surface of moulding composition, one spoke of
the metal portion of this section is broken away to allow a downwardly
flaring sprue hole to be moulded into the lining, through which hole the
melted metal is poured into the mould. The spokes are designed to
hold the moulding composition securely in place within the rim and the
central hole through the hub is designed to allow the core to enter the
mould and pass down into a hole made centrally through the bottom
section of the mould. The press follower is provided with a sprue hole
which registers with that through the lining of the upper mould section,
and this follower is also provided with a sliding cut off for closing the
sprue hole immediately after the mould is filled with metal and
before pressure is applied. The diameter of the rim of the mould section

page_text: is slightly less than the inner diameter of the top ring of the intermediate
mould section to allow for the escape of gas while compressing the
metal in the mould. The follower is fitted with guide rods secured at
their upper ends to a piston working up and down in a cylinder. These
guide rods pass through stuffing boxes applied to the head plate of the
press frame, and also through guides secured to the bottom of a second
and smaller cylinder. The core is surrounded by a coating of the
moulding composition, and it is secured in a suitable manner to a piston
rod which passes through the lower head of the small cylinder and is
secured to a piston therein.. The two pistons are worked by hydrostatic
pressure. The composition above referred to is sharp moulding sand,
say, about fifteen parts, to which is added one part of a mixture
composed of rye meal and molasses, the whole being mixed thoroughly.
With this composition the mould sections and core are prepared as
described above. When the patterns are removed from the mould
sections these sections are put into an oven and baked for about twelve
hours, then they are taken out and while hot their surfaces are painted
or saturated with a mixture composed of plumbago about one part and
fire-clay about three parts, made thin by the addition of beer. After
thus painting the mould sections repeatedly and drying cach coating the
surfaces are smoothed.
The Invention relates, secondly, to the hardening of the treads of com-
pressed cast steel wheels with the view of obtaining wheels which will
possess all the required degree of toughness and strength for affording
durability and safety, and also which are so hard at their treads or
peripheries and flanges as will prevent these surfaces from "cutting
_out" or wearing untrue. The cementing furnace used in the operation
of hardening the treads and flanges of wheels will receive under treatment
'a number of wheels at one time. This furnace consists of a cylindrical
upright shell enclosing a cylindrical wall so as to leave an annular flue
space between the shell and wall for the circulation of highly heated
products of combustion rising from adjoining fire-places, say, four in
number arranged at equal distances apart. The furnace is capped by a
plate which can be removed at pleasure. This plate has a hole centrally
through it to receive a cold water pipe which fits into the upper end of
a central and removable stand pipe employed for passing a cooling
stream through the hubs of the wheels submitted to the action of the
furnace. The wheels are packed into the central space of the furnace
between layers of sand, clay or other suitable material, and the annular

page_text: spaces between the treads and flanges and the walls are filled with a
cement which may be composed of salt and prussiate of potash in about.
the proportions, say, of five pounds of salt to one pound of prussiate of
potash. This composition is packed into the annular spaces so as to
operate only upon those portions of the peripheries of the wheels which
are exposed to wear on the rails. When the wheels have been carefully
packed into the cementing chamber the top plate is confined tightly
down in place, after which the water supply pipe is inserted through the
hubs of the wheels. The fires are now made and the process of
cementation conducted as is well understood..
The Invention relates, thirdly; to the manufacture of wheels in two
parts with hardened rims, and comparatively soft webs and hubs, said
parts being united together by means of rivets or in any other suitable
manner. The hub and plate of the wheel are cast in one piece in a
suitable mould, and the metal may if desired be subjected to a high
degree of pressure while in the mould which gives to it its shape. The
outer part or rim of the wheel is constructed with an inner flange
through which rivets are inserted to unite the rim to the margin of the
central portion of the wheel. .
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Alfred Vincent Newton in the Great Seal Patent
Office on the 26th January 1871.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ALFRED
VINCENT NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Mechanical Draughtsman, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-sixth day of July, in the year
of our Lord One thousand eight hundred and seventy, in the thirty-
fourth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Alfred Vincent Newton, Her special
licence that I, the said Alfred Vincent Newton, my executors, adminis-
trators, and assigns, or such others as I, the said Alfred Vincent
Newton, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times thereafter
during the term therein expressed, should and lawfully might make,

page_text: use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN THE MANUFACTACTURE OF RAILWAY WHEELS, ALSO IN THE
MOULDS, AND THE CONVERTING FURNACES TO BE USED IN THE MANUFACTURE OF
RAILWAY WHEELS," being a communication to me from abroad by
John Blake Tarr, of Fairhaven, in the State of Massachusetts,
United States of America, upon the condition (amongst others) that I,
the said Alfred Vincent Newton, my executors or administrators, by
an instrument in writing under my, or their, or one of their hands
and seals, should particularly describe and ascertain the nature of
the said Invention, and in what manner the same was to be performed,
and cause the same to be filed in the Great Seal Patent Office within six
calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said Alfred Vincent Newton, do hereby
declare the nature of the said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and
by the following statement, reference being had to the Drawing hereunto
annexed, and to the letters and figures marked thereon (that is to say):-
The first part of this Invention relates to a new and improved method
of making moulds in which to produce condensed steel carriage wheels,
such as locomotive driving wheels, passenger carriage wheels, and
wheels for other purposes. The object of this part of the Invention is
to obtain a mould in one or more sections which will safely stand the
pressure required in the operation of condensing the metal casting while
in a liquid state in the mould which is to give to it its final shape, and
which will allow a free escape of gases from every part of the melted
metal and the mould during such application of pressure. Also to
obtain a mould which will neither burn or crumble while producing a
compressed casting, but which, will yield or crumble when the pressure
is removed, and thus allow the casting to cool and contract without
resistance. Also to obtain a mould which shall be sufficiently refractory
to withstand the intense heat of melted steel, and which shall present
smooth surfaces to which the metal casting will not adhere.
In the accompanying Drawing Fig. 1 is a section taken vertically and
centrally through the improved mould, and also through a press for
condensing the metal in the mould; Fig. 2 is a diametrical section
through the upper section of the mould; Fig. 3 is a diametrical section

page_text: through the intermediate section of the mould; Fig. 4 is a diametrical
section through the bottom section of the mould; Fig. 5 is a top
view of the top mould section. Similar letters of reference indicate
corresponding parts in all the Figures above referred to.
The mould shown in the accompanying Drawing is composed of three
sections J, K, L, and a central moveable core H', which sections and
core are made partly of metal and partly of a moulding composition
herein-after to be explained. The bottom section L of the mould consists
of a flat circular base plate a and a rim 6 secured together by screws, so
that in producing the mould c from a pattern the plate a can be
detached from the ring b, and the moulding composition rammed hard
upon the pattern within the ring. This part of the mould forms the
inner surface and a portion of the flange of a driving wheel. The
intermediate section K of the mould consists of metal rings d and e,
and a composition lining c¹, which latter forms the tread and outer
portion of the flange of the wheel. The bottom edge of the ring d is
rabbeted so as to fit snugly upon and be held in place by a corresponding
rabbeted upper edge of the ring b, as shewn in Fig. 1, and thus prevent
lateral displacement of the sections K, L. On top of the ring dis
secured by screws the ring e, the inner diameter of which is less than
the inner diameter of the ring d by the thickness of the composition
lining c¹, as shewn in Figures 1 and 3; this ring e should be removed
before the ring d is applied to a pattern to form said lining, and after
the lining is formed the ring e should be screwed in place again. The
upper section J consists of a circular metallic rim f, radial spokes f¹, a
perforated hub f2, and two bevilled elevations g, g, together with a
filling and bottom surface c³ of moulding composition. One of the
spokes f¹ of the metal portion of this section J is broken away, as
shewn in Fig. 5, to allow a downwardly flaring sprue hole h to be
moulded into the lining c², through which hole the melted metal is
poured into the mould. The spokes f¹ are designed to hold the moulding
composition securely in place within the rim f, and the central hole i
through the hub f2 is designed to allow the core H¹ to enter the mould
and pass down into a hole made centrally through the bottom section of
the mould, and the bevelled elevations 9, 9, are designed to receive a
follower plate I of the press and allow this mould section to be firmly
attached to said plate I, as shewn in Fig. 1.
The follower I is provided
with a sprue hole h¹, which registers with the sprue hole h through the
lining c² of the mould section J, and this follower is also provided with

page_text: a sliding cut off for closing the spruc hole immediately after the
mould is filled with metal and before pressure is applied. The diameter
of the rim f of the mould section J is slightly less than the inner
diameter of the top ring e of the intermediate mould section K, so as to
leave an annular space between said sections for the escape of gas while
compressing the metal in the mould. In practice the metallic parts of
the several mould sections should be perforated at many points to allow
a free escape of gas from every part of the mould during compression
and condensation of the metal therein. From three points concentric to
the centre of the follower I, and arranged at equal distances apart,
guide rods Frise perpendicularly, and are rigidly secured at their upper
ends to a piston E working up and down in a cylinder D; these guide
rods pass through suitable stuffing boxes applied to the head plate C of
the press frame, and also through holes made through a plate k¹, which
is secured to the bottom of a cylinder F¹. By this means the horizontal
position of the follower and top mould section is maintained during their
rising and descending movements. The head plate C is mounted upon
pillars B, which with this plate. are secured down strongly to the base
plate A, upon which latter the mould sections K, L, are supported while
a casting is being made. The core H¹ has annular flanges s, s, formed
on it, between which and surrounding this core a coating c³ of the
moulding composition is applied. The core H' is secured in a suitable
manner to a piston rod H which passes through the lower head of the
cylinder F, and is applied fast to a piston G, which works up and down
in this cylinder. The pistons E and G are operated and pressure applied'
to them by the use of hydrostatic engines communicating by means of
pipes with these cylinders.
Having described one form of mould for making compressed cast steel
wheels, and also described a press by, which the metal while in a liquid or
semi-liquid state can be forcibly condensed, I will now describe the com-
position which forms the lining of said mould and the method of treating
it. To fifteen parts or thereabouts of sharp moulding sand is added one
part of a mixture composed of rye meal and molasses, and the whole is then
mixed thoroughly. With this composition the mould sections and core
are prepared as described above. When the patterns are removed from
the mould sections these sections are put into an oven and baked for
about twelve hours, then they are taken out, and while hot their surfaces

page_text: one part and fire-clay about three parts, made thin by the addition of
beer;
after thus painting the mould sections repeatedly and drying
each coating the surfaces are smoothed. The last coating given to the
mould sections should be very thick, so that it will partially fill up the
Such a
pores in the sand and leave the surfaces very hard and smooth.
mould will answer all the requirements mentioned in the preamble of
this Specification, and also allow the metal portions of the mould to be
used an indefinite number of times without injury by the heated metal.
Such a mould while its interior is very hard and tenacious will allow a
free escape of gas through every part of it during the application of
pressure to the melted metal, consequently in such a mould castings
may be produced under pressure, which will be free from the imper-
fections found in almost every casting made under the old process, and
without the application of pressure.
The second part of this Invention has for its object the hardening of
the treads of compressed cast steel wheels, so as to obtain wheels which
will possess all the required degree of toughness and strength for
affording durability and safety, and also which are so hard at their
treads or peripheries and flanges as will prevent these surfaces from
"cutting out" or wearing untrue.
I am aware that carriage wheels have been made prior to the date of
this Patent of cast iron with chilled treads and flanges, and also that
compressed wheels having chilled cast-iron tires and wrought-iron webs
Cast steel carriage
and hubs have also been used before the said date.
wheels when made either by forging or by casting in moulds under
pressure are so soft on their treads and flanges as to greatly impair their
|_ durability. This objection is in great measure obviated in the cast-iron
wheels, but the central portions of such wheels are so brittle that they
are liable to crack and break down, and are very dangerous.
In the Drawing Fig. 6 is a vertical central section through a furnace ;
designed to be employed in the process of hardening the treads and
flanges of compressed cast steel wheels; Fig. 7 is a sectional view of
a portion of a carriage wheel thus hardened.
The cementing furnace represented in the Drawing, Fig. 6, is adapted
for use in the operation of hardening the treads and flanges of a number
of wheels at one time. This furnace consists of a cylindrical upright.
shell A, enclosing a cylindrical wall B, so as to leave a flue space g
between the shell and wall for the circulation of highly heated products

page_text: of combustion rising from fire-places F, F. Four of these fire-places
are employed, the same being arranged at equal distances apart, and a
single outlet g¹ is provided at or near the top of the wall A just beneath
the annular arch which caps the flue space g. The wall B is erected
upon a solid foundation G and is capped by a plate C, which can be
removed at pleasure; this plate C has a hole centrally through it
through which a pipe b is passed that fits into the upper end of a stand
pipe b. The pipe b is removable and is inserted in place when the
furnace is filled, as shown in Fig. 6; this pipe b should communicate
at its upper end with some convenient water reservoir or with a forcing
pump, and the discharge end of the pipe b¹ is carried out of the wall G.
for conducting away the water. Instead of using water cool air may be
forced through the pipe 6¹ upwardly or downwardly.
It will be seen by reference to Fig. 6, that the wheels are packed in
the space enclosed by the wall B; this is effected by placing between the
wheels layers of sand, clay, or other suitable material, and the annular
spaces between the treads and flanges and the wall B are filled with a
cement which may be composed of salt and prussiate of potash in about
the following proportions, say, five pounds of salt to one pound of
prussiate of potash. This compound has been found well adapted for
this purpose, but other equivalent compounds may be used if desired.
The compound shewn at c is packed into the annular spaces so as to
operate only upon those portions of the peripheries of the wheels which
are exposed to wear on the rails. When the wheels a have been
carefully packed into the cementing chamber, as above described, the
top plate C is confined tightly down in place, after which the water
supply pipe b is inserted through the hubs of the wheels, and its tapered
end forced tightly into the flaring end of the pipe b¹. The furnace fires
are now lighted and the process of cementation is carried on, as fully
understood by those skilled in the art of cementing steel. Water is
caused to flow through the pipes b, b', during the process, thereby
keeping the hubs and central portion of the webs of the wheels com-
paratively cool, while the peripheries of the wheels and their flanges are
properly converted and rendered very hard. In order to determine when
the process is complete the plate C or a cover to a test hole' made
therein is removed to allow of the examination of the top wheel. If the
circumference of this wheel is found to be at a red heat (cementing
heat) the fires are drawn and the circumferences of the wheels are cooled
as quickly as possible in the well-known manner. By this process the

page_text: tread and flanges of one or a number of carriage wheels may be
practically hardened, the hubs and webs of the wheels remaining at
the same time comparatively soft. I deem it proper to state, that it
"boiler steel,"
is preferred to employ a low grade of steel known as
which is wrought iron sufficiently charged with carbon to allow it to be t
melted, but not to render it brittle. This kind of steel is not liable to
crack under the roughest usage, nor is it liable to crystallize by the
shocks and concussions which the wheels receive when in use.
The third part of this Invention relates to the manufacture of carriage
wheels of two parts with hardened rims and comparatively soft webs and 1
hubs, said parts being united together by means of rivets, or in any
other suitable manner.
Fig. 8 is a view of the inner side of the two part wheel; Fig. 9 is a
view of the outside of this wheel; Fig. 10 is a diametrical section
through such a wheel. A and B are the two parts of the wheel united
by rivets d. The plate B with its hub b are cast in one piece in a
suitable mould, and the metal may be subjected to a high degree of
pressure while in the mould which gives to it its shape; or this part of
the wheel may be cast without condensation. It is preferred to make
this part of the wheel of a low grade of steel, which will afford great
toughness and strength, and which will not be liable to crack under the
roughest usage to which it may be subjected. The outer part or rim A
of the wheel is constructed with an inner flange g through which the
rivets d are inserted that unite the rim to the margin c of the central
portion of the wheel; this rim A is preferably made of a higher grade of
steel than the central portion of the wheel and cast in a sand lined metal
mould, and subjected to pressure. The rim A is then finished by
turning it true and hardening its tread or periphery. If the rim is made
of a high grade of steel the hardening process can be performed by
heating it and quickly cooling its tread. But if this rim is made of a
low grade of steel similar to the steel of which the central part of the
wheel is made then the tread of the rim will be hardened by the
cementing process described under the second part of the Invention.
I am aware that prior to the date of this Patent cast-iron carriage
wheels were made of two parts cast separately with the tread of the
rim part chilled and afterwards secured together by rivets.
By the improved method of manufacture just described, a cast steel
carriage wheel is produced which will not be liable to crack or break

page_text: while its parts are cooling in the moulds nor while in use on the rails.
This result is attained by casting the hub and thin web separate from
the rim, which admits of perfectly solid castings being made at every
operation of casting, and allows of the rim being properly hardened
without the strength of the central part of the wheel being impaired.
To properly unite the two parts of the wheel if the flange g on the inner
side of the rim is found to be too hard, the temper should be drawn,
after which it is to be drilled, and the rivets d may be applied as shown.
It should be stated that the rim A and the web and hub B can be
produced by the process described under the first part of the Invention,
the moulds of course being modified in form to adapt them to the article
which it is intended to produce..
Having now set forth the nature of the Invention of " Improvements
in the Manufacture of Railway Wheels; also in the Moulds and the
Converting Furnaces to be used in the Manufacture of Railway Wheels,"
and having explained the manner of carrying the same into effect, I
wish it to be understood that under the above in part recited Letters
Patent I claim,―
First. The construction of compound mould as above described,
wherein railway wheels may be cast under pressure.
Secondly. Effecting the operation of hardening that portion of the
circumference or rim of compressed steel railway wheels exposed to
wear, substantially in the manner described.
Thirdly. The arrangement of cementing furnace as and for the purpose
above described.
And, lastly. Manufacturing a two-part cast steel carriage wheel having
a hardened tread, substantially as described.
In witness whereof, I, the said Alfred Vincent Newton, have
hereunto set my hand and seal, the Twenty-sixth day of
January, in the year of our Lord One thousand eight hundred
and seventy-one.