IMPROVEMENTS IN RAILWAY WHEELS AND AXLES AND PARTS CONNECTED THEREWITH, AND IN APPLIANCES FOR THE LUBRICATION OF THEIR REVOLVING PARTS, SAID IMPROVEMENTS BEING PARTLY APPLICABLE TO OTHER PURPOSES
Year: 1876

page_text: LETTERS PATENT to Peter Jensen, of Chancery Lane, London, for the
Invention of "IMPROVEMENTS IN RAILWAY WHEELS AND AXLES AND PARTS
CONNECTED THEREWITH, AND IN APPLIANCES FOR THE LUBRICATION OF THEIR
REVOLVING PARTS, SAID IMPROVEMENTS BEING PARTLY APPLICABLE TO OTHER
PURPOSES." A communication from abroad by August Osenbrück, of Heme-
lingen near Bremen, in the German Empire.
Scaled the 14th November 1876, and dated the 18th May 1876.
PROVISIONAL SPECIFICATION left by the said Peter Jensen at the Oflice
of the Commissioners of Patents on the 18th May 1876.
"IMPROVEMENTS IN RAILWAY
PETER JENSEN, of Chancery Lane, London.
WHEELS AND AXLES AND PARTS CONNECTED THEREWITH, AND IN APPLIANCES FOR
THE LUBRICATION OF THEIR REVOLVING PARTS, SAID IMPROVEMENTS BEING PARTLY
APPLICABLE TO OTHER PURPOSES." A communication from abroad by August
Osenbrück, of Hemelingen, near Bremen, in the German Empire.
The principal objects of this Invention are as follows:-To overcome the ovil
effects arising from the friction which takes place at present between railway
carriage wheels and rails, especially in passing round curves, to improve the means
of lubricating the bearing surfaces of such wheels and their axles, and to diminish
the wear and tear of the bearings, to reduce vibration and the violent twisting
strain to which such axles as at present constructed are subjected, and to obtain by
these means a steadier and easier motion of the carriage, so that as a result a train
shall require less draught power and be run at a less expense for fuel, oil, and
repairs.
According to this Invention the axles are fast, and the wheels revolve loose
thereon, all as herein-after described.
The wheel boss is in front surrounded by a concentric mantle closed oil-tight by
an end cover, and the space between this mantle and the aforesaid part of the boss
forms what may be termed the oil supply or centrifugal chamber. At the back of
the wheel boss there is another concentric but smaller mantle, closed oil-tight by a
leather or other suitable packing ring formning joint with the axle, and the space
within forins the oil-collecting chamber. The oil supply chamber and the oil-
collecting chamber are united by one or more passages slanting from the latter down
Price Sd.l

page_text: to the former. The oil-collecting chamber is by preference made sloping inside,
increasing in diameter towards the opposite side of the wheel, and the slope of the
connecting passage or passages and the front or centrifugal chamber is by preference
made less than that of the oil-collecting chamber.
The axle is formed with a central chamber, which may be fitted or filled with a
filter or filtering appliance, this central chamber communicates with a catch tube
fastened to the axle or to a ring or disc screwed on to the axle. This tube reaches
nearly to the greatest inside diameter of the supply chamber, being by preference
placed in a vertical position, and its mouth is splayed in both directions of revolution
of the wheel. It has also a catch basin beneath the mouth communicating with the
interior of the tube. The central or filtering chamber is connected by several holes
with the journal to be lubricated.
To prevent the wheel from running off a disc is screwed on the fore part or outer
end of the axle, and a set screw may be put through it for greater security to
prevent the disc from working loose. The disc has preferably a gun metal facing
were it works against the nave or its cast-steel bush. A stoppered filling tube is
passed through the front end of the axle when it projects beyond the nave and
communicates with the central filtering chamber in the axle, the upper stoppered
opening of this filling tube should be higher than the mouth of the catch tube in
the centrifugal chamber. But when the axle does not project out through the nave,
oil can be supplied to the said oil-supply chamber by taking off the front cover.
When the nave is formed with an oil-tight closed cover in front no oil can then
escape in that direction, but in cases where the axle projects out through the nave
means must be adopted to prevent oil leakage. These are as follows:-On the axle
in front of the journal is fixed a bush with one or more annular grooves all round,
increasing in diameter towards the inside, and preferably flat bottomed and with
sharp edges, the front side of the edge being vertical and the back sloping. The oil
collects here and drops into a surrounding ring chamber formed in an end cover
ring screwed oil-tight on to the nave and having a leather ring forming joint with
the axle. The outside gutter-shaped part of this chamber collects the oil which
drops from the nave while at rest and conducts it into the lower part of the contri-
fugal or supply chamber, or it may drop directly from the nave into the lower part
of the centrifugal chamber. To prevent the oil splashing from the aforesaid catch
tube in the direction of the end cover ring a half ring or shield is fitted or formed
on the upper part of the axle bush just inside the cover chamber so that the oil
drops down from this shield into the lower part of the centrifugal chamber without
touching the axle.
From the inner side of the nave oil escape is prevented by a leather ring or cup-
leather, or turned up collar fitted to the nave and forming joint with the surface of
the axle or with a collar thereon, the axle has also one or more grooves between the
leather ring and the journal. The grooves are by preference of the same form as
those just described at the front of the nave. Or instead of a leather ring on or in
the nave a ring consisting of lead with a slight addition of antimony may be cast
on the axle and formed with grooves as aforesaid, the edge of the nave runs on this
hard lead ring. For further security against the entry of dust a wrought-iron dish
may be shrunk on to a grooved part of the axle forming joint with the outside of
the nave by means of a leather ring.
The supply or centrifugal chamber has in its inner circumference one or more,
say four, pockets or receptacles placed in one direction, and one or more, say
four, pockets in the opposite direction. The catch basin on the catch tube is a
little wider than the pockets and of suitable length. When the wheel resolves slowly
all the eight pockets or receptacles are filled one after another when in their lowest
position, four empty themselves again immediately, but the other four carry their
oil up and empty it into the basin of the catch tube.
The filter may consist of a perforated tube surrounded by wire gauze and
flannel, and after it has been inserted into the central chamber in the axle the
opening is closed oil-tight by a stop screw. The filter may be made in two or more

page_text: portions with intervening empty spaces for the oil to collect in so as to ensure a
free flow of the oil and thus prevent the stopping up of the filter.
The aforesaid lubricating appliances are applicable to revolving wheels and
pulleys generally.
The next part of this Invention refers also more particularly to railway wheels.
The wearing part of the revolving nave is formed with a hard surface, for which
purpose it is preferably bushed with cast stoel, or it may be cast on a chill, and the
corresponding axle journal part is formed with a softer surface, for which purpose
it is here coated with gun metal, bronze, or other alloy. The soft metal coating is
forced or pressed firmly on to the axle, and may further be prevented from turning
or becoming loose by a set screw, preferably inserted endways in shaft and coating,
or by a feather or key, or this may be done by brazing. The journal part of the
axle is by preference for about three-fourths of its length turned eccentrically,
having its eccentricity towards the top, the remaining outer fourth part is concentric
with the inner shoulder of the axle, or only slightly eccentric towards the top, and
the bottom line forms a continuation of the eccentric part. The coating of the axle
has a flange inside working against the cast-steel bush of the nave, the coating has
by preference the greatest thickness below where the wear is greatest, and its outer
fourth part is a ring, but the remaining three-fourths have the greater portion of
the upper half left out to save metal. The holes from the central or filter chamber
terminate at the cavity or space thus formed, and a plentiful supply of oil is main-
tained here.
The axle between the horn plates is by preference made of an oblong section, its
greatest axes being vertical. In order to bring the springs as near as possible to
the wheels they rest on a bridge or bracket, which reaches over the inward project-
ing part of the nave and is forined with grooves for holding the axle. These parts
may be fitted on separately by dovetails, and be replaced when worn.
To prevent
oscillation the springs are made somewhat stiffer or stronger than usual.
When the wheels are placed inside of the springs the latter rest on bearing brackets
in two halves or parts bolted together and formed with a boss in which the project-
ing axle rests, with a set off to steady the axle axially, and furthermore united by
feather or key and keyway to provent its turning round. The spring holders pass
through the axle bearing brackets.
According to another arrangement, when the springs are outside the wheels, but
the axle supports inside the wheels the framing may be constructed as follows:-On
the fixed axles and just inside the wheel bosses rest two longitudinal girders fixed
thereto by bolts and nuts. In front and behind each pair of wheels and projecting
beyond them a cross girder is placed tranversely on the aforesaid longitudinal girders
and fixed thereto. The inner cross girders, ie, those between two wheel pairs, are
stayed by slanting ties or struts, and the outer ends of each pair of cross girders are
united by a girder outside the wheels. The eyes for holding the ends of the springs
are fixed to the cross girders, the springs being placed upside down as compared
with the usual mode. At each wheel a frame is fixed to the longitudinal girders of
the carriage body, and each of these frames has vertical grooves wherein a block
fixed to the aforesaid outer girders can slide up and down. All the girders are by
preference of a rolled I section.
By thus being able to place the springs outside the wheels greater stability is

page_text: THE LUBRICATION OF THEIR REVOLVING PARTS, SAID IMPROVEMENTS BEING PARTLY
APPLICABLE TO OTHER PURPOSES." A communication from abroad by August
Osenbrück, of Hemelingen, near Bremen, in the German Empire.
The principal objects of this Invention are as follows:-To overcome the evil
effects arising from the friction which takes place at present between railway car
wheels and rails, especially in passing round curves; to improve the means of
lubricating the bearing or journal surfaces of such wheels and their axles, and to
diminish the wear and tear in such journals; to reduce vibration and the violent
twisting strain to which such axles as at present constructed are subjected, and
to obtain by these means a steadier and easier motion of the carriage so that as a
result a train shall require less draught power and be run at a less expense for
fuel, oil, and repairs.
According to this Invention the axles are fast, and the wheels revolve loose thereon,
all as herein-after described.
The improvements refer to the construction of the wheel bosses, the axles, and
especially the journal parts of same, and the bearing brackets and other parts of
the under part of the carriage by which parts the axles are carried.
The parts of this Invention which refer to the lubricating of the axle journals are
also applicable to revolving wheels, pulleys, and other revolving objects generally.
I will first describe this Invention with reference to loose railway wheels placed
outside the supporting springs and hornplates.
Figure 1 is a vertical section of a railway wheel and axle and parts connected
therewith; Figure 2 is a transverse section at line A, A, Figure 1; Figure 3 is a
transverse section at line B, B, Figure 1, viewed from between the wheels; a is the
wheel boss, which in this case is forced into the wheel by hydraulic pressure, the
wrought-iron ring g' being then shrunk on. The nave is in front surrounded by
a concentric mantle ' closed oil-tight by an end cover a, the space between
this mantle a¹ and the front part of the boss a forms what may be termed the oil
supply or certrifugal chamber. At the back or inner side of the wheel boss a there
is another concentric but smaller mantle closed oil-tight by a leather or other
suitable packing ring forming joint with the axle c, the space & within forms the
oil-collecting chamber. The oil supply chamber a and the oil-collecting chamber d
are united by one or more passages e slanting from the latter down to the former; on
Figure 2 are shewn seven such passages. The collecting chamber dis by preference
made sloping inside, as shewn, increasing in diameter towards the opposite side of the
wheel, and the slope of the connecting passage or passages e to the front or centri-
fugal chamber is by preference made less than that of the oil-collecting chamber d.
The axle is formed with a central chamber which may be fitted or filled as here
shewn with a filter or filtering appliance. The central chamber in the axle com-
municates by the passage ƒ with a catch tube ƒ³ fastened to the axle e itself, or as
here shewn to a ring or disc c' screwed on to the axle c. This tube reaches
nearly to the greatest inside diameter of the supply chamber a³, being by preference
placed in a vertical position, as shewn, its mouth is splayed in both directions of
revolution of the wheel, it has also a catch basin beneath the mouth communica-
ting with the interior of the tube f. The use of this catch basin shall be described
presently. The central or filtering chamber is connected by several holes with
the journal to be lubricated.
To prevent the wheel from running off the disc c¹ is screwed on the forepart
or outer end of the axle c, and a set screw may be put through it for greater
security to prevent the disc c¹ from working loose. The disc c has preferably a
gun metal facing g, where it works against the nave or its cast-steel bush. The
aforesaid ring has a bearing against the inner side of the wheel. The oil is
supplied to the oil supply chamber a³ by taking off the front cover a². When this
cover then is closed oil-tight no oil can escape in that direction. From the inner
side of the nave oil escape is prevented by a leather ring (or it might be a cup-
leather or turned up collar) fitted to the nave and forming joint with the surface of
the axle or with a collar thereon, the axle has also a groove (or it might be more

page_text: than one) between the leather ring d' and the journal; the groove is by preference
of the form here shewn, that is, flat or broad at the bottom, and with a sharp edge,
the front side to same being vertical and the back sloping. Or instead of a leather
ring on or in the nave a ring, as shewn at Figure 4, may be applied, consisting
of lead with a slight addition of antimony may be cast on the axle and formed with
one or more grooves as aforesaid, the edge of the nave running on this hard lead
ring; or the axle may here be formed with a projecting turned ring with, say four,
parts cut away, and the hard lead ring has corresponding parts cut out of its inner
corresponding surface, the lead ring is slipped on to this part of the axle, as shown,
for further security, and especially against the entry of dust; a wrought-iron disc
may be shrunk on a grooved part of the axle forming joint with the outside of
the nave by means of a leather ring, as shewn.
The supply or centrifugal chamber a³ has in its inner circumference one or more
pockets or receptacles a, and one or more pockets at in the opposite direction; thero
aro here shewn four of each. The object of these pockets is to ensure a proper
lubrication even at the slowest speed where the centrifugal power is not sufficient
to distributo the oil all round the inside of the chamber a and thus enable the
tubo f³ to catch it. The catch basin f' on the catch tube f³ is a little wider than
the pockets, and of suitable length. When the railway wheel revolves slowly all
the eight pockets or receptacles a' are filled one after another when in their lowest
position, four empty themselves again immediately, but the other four carry their
oil up and empty it into the basin f of the catch tube f³ whence the oil flows
into the tube f and thence to the filtering chamber f
The filter may consist of a perforated tubo surrounded by wire gauze and flannel.
After it has been inserted into the central chamber in the axle the opening is closed
oil-tight by a stop screw f¹.
The aforesaid lubricating appliances are applicable to loose revolving wheels and
pulleys and other objects in general.
The next part of this Invention refers also more particularly to railway wheels
and the special objects attained by this part of the Invention are (1) a reduction
of vibration with its consequent molecular changes in the nature of the axle whereby
the metal of same becomes crystalline in its structure, as is well known at the present
time; (2) a primary reduction of friction of the wearing surfaces in contact; (3)
a secondary reduction of such friction by tho diminution of the vibration; (4) a
consequent reduction in the wear and tear of rubbing surfaces; (5) a diminution of
the draft power required; and (6) an increase in the durability of the axle and
wheel boss.
By the use of a soft metal bush in the nave as heretofore the evil arises that this
bush quickly wears larger in diameter than the bottom wearing surface of the axle,
the surface of contact between both is thus much reduced and heat and undue
friction and wear result.
By the improvements herein described the area of the wearing surface of nave
and axle are little reduced, the wear being practically only in the nave.
The pro-
portion found most suitable for the purpose of this Invention is to make the width
of the axle bottom wearing surface about three-fourths of the diameter, and to
make the length of the journal about two and a quarter the diameter at least.
This part of the Invention is illustrated by Figures 1 and 1º in the first instanco
and subsequently by Figures 4, 6, 7, 8, and 9.
The wearing surface of the revolving nave a is formed with a hard surface, for
which purpose it is preferably bushed with a cast-steel bush e (or the nave a may
be cast on a chill, and afterwards, if required, ground true), the corresponding axlo
journal part is formed with a softer surface, for which purpose it is here coated with gun
inetal, bronze, or other alloy. This soft metal coating c is shrunk, forced, or pressed
firmly on to the axle c, and may further be prevented from turning or becoming
loose by the set screw preferably inserted end ways in shaft c and coating, and
by a feather or key c, as shewn, or by either of these contrivances, or this may be
done by brazing. Figure 1ª is a sectional view of the coating c‘. The journal part

page_text: of the axle is for about three-fourths of its length turned occentrically, having its
eccentricity towards the top, the remaining outer fourth part being concentric
with the inner shoulder of the axle, as shewn, or it may be only slightly eccentric
towards the top, the bottom line forming a continuation of the eccentric part. The
coating of the axle has a flange inside, as shewn, working against the cast-steel
bush of the nave, the coating c has by preference the greatest thickness below, as
shewn, where the wear is greatest, and its outer aforesaid fourth part is a ring, but
the remaining three-fourths have the greater portion of the upper half left out.
The holes from the central or filter chamber f terminate at the cavity or space c³
thus formed and a plentiful supply of oil is maintained here. The wearing surface
at the bottom is only about one-fourth of the circumference in order to save
unnecessary friction.
The axle between the horn plates is by preference made of an oblong or rectan-
gular section, as shewn at Figure 3, its greater axis being vertical. In order to
bring the springs as near as possible to the wheels they rest on a bridge or bracket
which reaches over the inward projecting part of the nave a and is formed with
grooves or projecting parts or both for holding the axle, which latter is formed with
corresponding projecting or slotted parts or both to suit. Figure 5 is a plan of an
axle which at one end is formed with projections h and grooves for the bracket
h to fit over and into respectively. The other end of the same view shews another
arrangement according to which similar parts are fitted on separately by dove-
tails so that they may be replaced when worn. To prevent oscillation the springs
are made somewhat stiffer or stronger than usual.
Figure 6 is a vertical longitudinal section of a slightly modified arrangement as to
some details, the oil chamber at the upper part of the axle is here formed between
the upper part of the axle and its coating ct, and is continued to each end. The
ring or disc c, which is screwed on to the end of the axle, and is further secured
thereto by a set screw, as shewn, is here made of gun metal, and can take its bearing
directly against the cast-steel bush e of the nave, and the axle is formed with a
small groove all round communicating with the oil chamber c³, the back flange of the
coating bush c', which can take its bearings against the cast-steel bush c², is formed
with oil grooves for facilitating the access and distribution of oil to this part from
the oil-collecting chamber d. The friction between the end of the axle and the nave
is further distributed or taken up by a hard steel block g fixed in the end cover a,
and taking its bearing against a corresponding hard steel block fixed in the end
disc c', the lubrication of these parts is effected by a passage through both and com-
municating with a recess formed in the upper part of the edge of the disc c¹. The
set screw is in this case inserted radially through the disc c, a small set screw is
passed through the front or face of the lise c¹ for holding the steel block . The
filter is held in place by a spiral spring passing round a bush fixed to the block g
and fitting over a central bar formed with a shoulder at the other or inner end, by
taking hold of this bar the filter may be withdrawn when required. The brass
coating c is in this case the same thickness all round, except in two places at the oil
passages c², where the chambers are forined extending some distance, say three-fourths,
down on each side. The conting c is prevented from turning by a screw entering
the axle.
In the preceding Figures the improvements have been shown applied to cases
where the axle does not project out through the nave.
I will now describe some
constructions of wheel where the axle projects out through the nave, and the carriage
springs are outside of the wheels where the load comes on the axle.
Figure 7 is a vertical longitudinal section of a wheel boss adapted to this con-
struction. The oil is supplied to the nave by means of a stoppered filling tube i passed
through the front end of the axle and communicating with the central filtering
chamber in the axle, the upper stoppered opening of this tube i should be higher
than the mouth of the catch tube f in the centrifugal chamber. The means for
preventing oil leakage in front is a bush ¹ fixed on the axle, this bush is formed
with one or more annular grooves all round, increasing in diameter towards the

page_text: inside, and preferably flat or broad at the bottom and with sharp edges, the front
side of the edge being vertical and the back sloping. The oil collects here and-
drops into a surrounding ring chamber formed in an end cover ring a screwed oil-
tight on to the nave and having a leather ring i forming joint with the bush
or the axle itself. The outer gutter-shaped part 2 of this chamber collects the oil
which drops from the nave while at rest and conducts it into the lower part of the
supply chamber a³, or it may drop directly into the same. To prevent the oil
splashing from the catch tube fs in the direction of the end cover a, a half ring or
shield is fitted or formed on the upper half of the bush just inside the chamber
formed in the cover a², so that the oil drops down from this shield is into the lower
part of the centrifugal chamber a³ without touching the axle.
From the inner side of the nave oil escape is prevented by similar means as
described with reference to the previous Figures. The central filter f is hero made
in two parts, the filter proper within the journal and the outer, which is a smaller
perforated tube for collecting the oil, from the filling tube i, this part may also be
covered with wire gauze.
Figure 8 is a vertical longitudinal section of a slightly modified arrangement.
The cover is here formed with one of the annular grooves described with
reference to the bush i, Figure 7, the axle has also a similar bush with a similar
groove and also with an outer half gutter-shaped part for collecting the oil
dropping from the nave while at rest and conducting it to the bottom of the
chamber a³ without dropping on to the axle. The central filter is made in two parts
with an intervening empty space for the oil to collect in so as to ensure a free flo.v
of the oil and thus prevent the stopping up of the filter. The space or cavity e³
formed at the upper part of the axle communicates with the central filtering
chamber by means of a long passage or slit c, and a hole e' leads from thence to
another cavity e at the bottom of the axle. In Figure 9, which is a half longitudinal
section of another modification, the catch tube is at the inner end of the nave.
The oil-collecting grooves at the inner end of the nave are here formed in the
axle itself by the side of the catch tube, which latter is formed or fitted with a half
shield, the oil-collecting grooves at the outer end of the nave are formed on a
bush screwed on to the axle, against which bush a leather ring on the revolving
nave forms a joint. The oil chamber is broad and formed by a flat on the shaft
at this place and clogging by dirt is thus prevented and an oven distribution of oil
ensured.
In the two last Figures the nave is provided with a hard metal bush e, which
may be of some suitable composition run in in a molten state, the nave being first
heated in order to hold the bush tightly when cooled. Or a hard metal bush, say
of hard phosphor bronze, may be drawn in by hydraulic power, the nave being
preferably heated first, and a ring is afterwards soldered on at one end, as shown
here. The shaft is not shewn coated in these two cases, being made of wrought
iron. This arrangement may be applied to any of the first described arrangements.
When the wheels are placed inside of the springs, more particularly as regards the
arrangement shewn at Figure 6, the springs & rest on bearing brackets in two halves
or parts and ', as shewn at Figure 10, and formed with a boss in which the
projecting axle rests with a set off to steady the axle axially, and furthermore
united by feather or key and keyway to prevent it turning round. The spring
holders pass through the brackets.
Referring to Figures 7, 8, and 9, it will be observed that these improvements are
applicable to the ordinary existing railway carriages, which can be fitted with fixed
axles and loose wheels, without altering the other parts of the carriage.
According to another arrangement, namely, when the springs are outside the
wheels, but the axle supports inside the wheels, a peculiar construction of supporting
brackets and other parts belonging to the fraining for the under carriage is
necessitated, this construction may be as shown at Figures 11, 12, and 13, Figure
11 being a side view at one end and a vertical section through line A, B, Figure 12,

page_text: at the other end; Figure 12 is half end view and part section through line C, D),
Figure 11; and Figure 13 is a horizontal section through E, F, Figure 11.
On the fixed axles c, and just inside the wheel bosses a, rest two longitudinal
girders m fixed thereto by bolts and nuts. In front and behind each pair of
wheels, and projecting beyond them, cross girders m, n, are placed transversely on the
aforesaid longitudinal girders m and secured thereto. The inner cross girders n'
are stayed by slanting ties or struts n², and the outer ends of each pair cross
girders n, n' are united by a girder o outside the wheels. The eyes n³ or other
attachments for holding the ends of the springs are fixed to the cross girders n, n',
the springs being placed upside down as compared with the usual mole. At each
wheel a frame p is fixed to the longitudinal girders q of the carriage body, and each
of these frames p has vertical grooves, as shewn clearly at Figure 13, which is a
cross section of same; in the grooves a block 7 fixed to the aforesaid outer girders o
can slide up and down. All the girders are by preference of a rolled I section.
By thus being able to place the springs outside the wheels greater stability is
obtained for the carriage.
When the naves are made separate from the wheels, as in the examples here
illustrated, the important advantage is gained that the nave can be used again for
a new wheel when the old wheel is worn out. The naves may be of cast steel, and
then of course lighter than here shewn.
Figure 14 is a vertical section of a strap pulley with my improved means for
lubrication, shown applied. Figure 14 is a section of Figure 14 at line A, B, and
Figure 1 an end view of closing cover a; a is the wheel boss, a³ the oil chamber,
the catch tube, and e the communicating passages.
l
The lips of the boss a which overlap the axle c may if preferred be caused to form
a tight joint therewith by means of a leather or lead ring, grooves are also provided
for the purposes herein-before described.
And having thus fully described the nature of this Invention I declare that 1
claim―
First. Forming or fitting the nave of railway wheels and other wheels and objects
revolving loosely on their axles, shafts, or studs with a hard journal-bearing surface
or bushing of cast iron, case hardened wrought iron, chilled cast iron, steel hard
phosphor bronze, or other hard substance, the journal part of the axle, shaft, or stud
being formed or fitted with a sensibly softer surface or coating, all substantially as
set forth.
Second. The coating c when applied to an axle, shaft, or stud c formed with an
internal filtering chamber f, one or more passages and oil chamber ³, all substan-
tially as set forth.
Third. The coating in combination with the ring or bush ȧ with the disc c',
faced with a facing g or not, with the ring g', and with the hard blocks,, or with
some or all of these means for keeping the nave in place on the axle, shaft, or stud,
and taking the axial end thrust or wear of one against the other, all substantially
as set forth.
Fourth. Fonning the boss or nave of railway wheels and other wheels and objects
revolving loosely on their axles, shafts, or studs with a chamber a³, with or without
pockets and catch basin, and with a chamber d, and one or more slanting com-
municating passages c, in combination with a catch tube fastened to the axle,
shaft, or stud, and communicating by a passage f, a filtering chamber f, and passage
or passages c, with the upper journal wearing surface, all substantially as set
forth.
Fifth. The oil grooves formed on an axle, shaft, or stud, or on parts fitted
thereto when in combination with a shield or gutter i or both, and also when
especially applied to axles, shafts, and studs constructed with the lubricating
appliances as set forth.
Sixth. The pockets a' formed or fitted in a revolving nave and the catch basin
in combination with a pipe or passage for leading the oil from the basin to any
part of a journal, substantially as and for the purposes set forth.

page_text: Seventh. The axle c formed or fitted with parts h, h³, or h³, and resting in over-
hung brackets whercon the springs & rest, all substantially as set forth.
Eighth. The axle c supporting the half brackets h, h', outside the wheel, substan-
tially as set forth.
Ninth. The axles c supporting the girders m inside the wheels, the springs / being
outside the wheels and reversed, as set forth.
Tenth. The framing m, n, n¹, o, in combination with fixed axles and wheels
running loosely thereon, substantially as set forth.
-
Eleventh. The framing m, n, h, o, in combination with the frames p, blocks r,
and springs k, substantially as set forth.
In witness whereof, I, the said Peter Jensen, have hereunto set my hand'
and scal, this Eighteenth day of November, in the year of our Lord One
thousand eight hundred and-seventy-six.
.
ALLR
PETER JENSEN. (LS.)