IMPROVEMENTS IN RAILWAYS, AND IN THE ENGINES AND CARRIAGES TO BE USED WITH OR UPON THE SAME
Year: 1875

page_text: LETTERS PATENT to John Lawton Haddan, of 11, Lillieshall Road,
Clapham, in the County of Surrey, Civil Engineer, for the Inven-
tion of "IMPROVEMENTS IN RAILWAYS, AND IN THE ENGINES AND CARRIAGES
TO BE USED WITH OR UPON THE SAME."
Sealed the 28th September 1875, and dated the 2nd April 1875.
PROVISIONAL SPECIFICATION left by the said John Lawton Haddan
at the Office of the Commissioners of Patents, with his Petition,
on the 2nd April 1875.
I, JOHN LAWTON HADDAN, of 11, Lillieshall Road, Clapham, in the
County of Surrey, Civil Engineer, do hereby declare the nature of
the said Invention for “IMPROVEMENTS IN RAILWAYS, AND IN THE ENGINES
AND CARRIAGES TO BE USED WITH OR UPON THE SAME," to be as follows:—
I intend generally, though not in every case, a system of railway
and rolling stock for same, in which the adhesive hold or friction of the
wheels for driving is obtained against, and by the use of rails for

page_text: gripping not being central rails (as on Fell's system), and not necessarily
being bearing rails; and my first improvement consists in constructing
the engines with driving or gripping wheels in pairs, so mounted &
arranged that the movement of approach towards each other for the
gripping action, and of recession from cach other for release from the 5
gripping action, is provided for by the bodily movement of one wheel
only, the other being in this respect stationary.
More especially I contemplate light and cheap railways and carriages,
including engines suitable for running thereon, intended particularly as
pioneer or trial railway systems before the introduction of more solid or 1
costly systems. This will include the system or form of railway known
as the post and rail, or wall, or saddle back railway, on which the
weight of the carriages is supported on a single rail, and slung astride or
across the same, and more or less properly balanced on either side, the
total adhesive contact or gripping of the engine being obtained by the 1
horizontal wheel, and consequently the locomotives may be made very
much lighter, and the bearing rail and permanent way and works
generally may be considerably reduced in weight, strength, and cost.
Another feature in these improvements is the automatically increasing
and diminishing the horizontal grip by or from the weight or load of 2
the train, according to variations of gradient or other requirement, and
in combination with this and simultaneously therewith, or not in com-
bination with this, but separately therefrom, the automatically aug-
menting or diminishing the supply of steam.
The last-mentioned object I effect by the use of a pendulum or 2
hanging weighted lever, which by its tendency to retain the perpen-
dicular, while the body of the locomotive may be inclined, instead of
being horizontal, will act on the steam valve, or will serve to regulate
the action of hydraulic or steam cylinders or apparatus for obtaining a
powerful grip, or the motion of the draw bar will serve the same 3
purpose; or either of these purposes may be effected by any other
equivalent means.
Steep gradients are contemplated, necessitating ample break power,
which I obtain by horizontal gripping, as with the locomotive, or by
means of cords or strips of metal or chains, or equivalents, connecting 8

page_text: some or all of the wheels of the train together, the same connections
being also available for the application of motive power.
The tyres or other parts of the bearing wheels are to be grooved for
the admission of the cords, straps, or chains, or supplemental hoops so
grooved may be bolted or fastened on to the inside of the wheels at or
near the circumference.
To prevent undue oscillation and ensure a satisfactory balancing of
the train I sometimes attach or connect the rolling stock together by the
roofs with or without further couplings.
The tyres of the wheels are in some cases to be made in one or more
pieces, soldered to the felloe or body to prevent the tyre being detached
in the event of fracture. With this construction it is sometimes con-
venient that the flange should be in one with or part of the felloe or
body, and not in one with or part of the tyre.
Also with the object of preventing fracture of the axles I purpose
constructing them in longitudinally divided halves or pieces or thicknesses
attached or connected by soldering or otherwise, so that any rupture
across one-half piece or thickness would not extend across or through
another. 'And with regard to the boaring rail of the permanent way,
whether as a fixture or removeable, I intend in some cases to construct
this with its upper surface or wearing portion formed of a separate strip
or piece of metal, but attached by solder or fusible metal run into rivet
holes or recesses to the surfaces of the body or remainder of the rail.
This strip will probably be of considerable length, and extend over
several shorter lengths of the body of the rail, and will cover the joints.
In all cases of soldering (for rail tyre or axle) the contact surfaces should
be previously galvanized, tinned, or otherwise suitably prepared.
When worn the wearing strips may be removed and others readily
substituted.
The web of the body of the rail to be fixed to the structure is generally
to be without flange at bottom to allow of lateral expansion, and to be
(sometimes) rolled with jagged longitudinal corrugations at the sides
and a washer of felt or other packing to be used therewith instead of
other fastonings to secure it at intervals especially upon a stone or
artificial stone foundation or sleeper.

page_text: When stone or artificial stone sleepers are employed, and sometimes
in other cases, their under side should in the cross section be cylindrical
or curved instead of flat, so as to allow of a slight rocking motion in the
direction of the road on the passago of a train.
The several improvements are to be used in combination or separately
according to circumstances, and are, or some of them are, applicable to
other systems of railways, engines, and carriages than that moro
especially herein intended and above stated.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said John Lawton Haddan in the Great Seal Patent 1
Office on the 2nd October 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
LAWTON HADDAN, of 11, Lillieshall Road, Clapham, in the County of
Surrey, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her 1
Letters Patent, bearing date the Second day of April, in the year
of our Lord One thousand eight hundred and seventy-five, in the thirty-
ninth year of Her reign, did for Herself, Her heirs and successors, give
and grant unto me, the said John Lawton Haddan, Her special licence
that I, the said John Lawton Haddan, my executors, administrators, 2
and assigns, or such others as I, the said John Lawton Haddan, 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, 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 RAILWAYS, AND IN THE ENGINES AND CARRIAGES TO BE USED WITH OR
UPON THE SAME," upon the condition (amongst others) that I, tho said
John Lawton Haddan, my executors or administrators, by an instru-
ment in writing under my, or their, or one of their hands and seals,
should particularly describe and ascertain the nature of the said In-
vention, and in what manner the same was to bo performed, and cause

page_text: 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 John Lawton Haddan, do hereby
declare the nature of my said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained in
and by the following statement:-
I intend generally, though not in every case, a system of railway and
rolling stock for same in which the adhesive hold or friction of the
wheels for driving is obtained against and by the use of rails for
gripping, not being central rails between two other rails (as on Fell's
system), and not necessarily being bearing rails, and my first improve-
ment consists in constructing the engines with driving or gripping
wheels in pairs so mounted and arranged that the movement of approach
towards each other for the gripping action, and of recession from each
other for release from the gripping action, is provided for by the bodily
movement of one wheel only, the other being in this respect stationary.
More especially I contemplate light and cheap railways and carriages,
including engines suitable for running thereon, intended particularly as
pioneer or trial railway systems before the introduction of more solid or
costly systems. This will include the system or form of railway known
as the "post and rail," or wall, or saddle back railway, on which the
weight of the carriages is supported on a single rail, and slung astride or
across the same, and more or less properly balanced on either side, the
total adhesive contact or gripping of the engine being obtained by the
horizontal wheels, and consequently the locomotive may be made very
much lighter, and the bearing rail and permanent way and works
generally may be considerably reduced in weight, strength, and cost.
The said first improvement is illustrated in the accompanying Drawing
at Figuro 1, which represents a cross sectional view of a "post and rail”
railway, and part of a saddle back locomotive engine on same; Fig. 1°
is a side elevation of the railway.
The weight supporting wheels of the locomotive are not shewn in
Figure 1, but these run on the rail a without any frictional grip. 6 and c
are the wheels, by and between which the grip is obtained by pressure
against the corresponding wooden or other rails 6* and c* respectively.

page_text: the axles of the driving wheel or wheels 6 (one or more) being fixed in
position with regard to the body of the engine, and those of the wheel
or wheels c (one or more) being made to admit of an advancing or
receding motion, similar to the action of the jaws of a vice, towards or
away from the driving wheel or wheels b. The advancing motion is
indicated by the arrow c³. Any convenient method of obtaining and
regulating this motion may be employed. One such method is indicated
at c³, a steam or hydraulic piston being intended to act against the lower
end of the axis of the wheels c, the bearings or mountings of the axis
admitting of this movement. Another such method is indicated in the
Figures 2 and 3, which also illustrate other of my improvements herein-
after more particularly referred to, but it is to be noted that in theso
Figures are no rails b* and c*, although as before I employ horizontal
wheels b and c, the driving wheels 6 being fixed as above explained, and
the wheel or wheels c being advancing and receding wheels. Both
Figures shewa" post and rail" railway, the side view, Figure 3, shewing
also an engine and carriage astrido the same, and the Figure 2 an engine
only astride the same. d, d, are slightly curved steel springs, similar to
ordinary railway bearing springs, which when flattened by pulling or
pressing will have the distance between their ends extended. One end
is fixed as to position, and consequently the motion is entirely at tho
other end, and this is connected to the upper end of the axis (or of a
lever carrying the axis) of the wheel c, the axis or lever being pivoted
at d*.
e is a bar, and ƒ a hand wheel for acting on the springs d, d,
by which the flattening or reverse movement of the spring may bc
increased and diminished to any degree desired, and thereby the regu-
lation of the grip effected. These springs may also be of india-rubber
or other elastic substance.
A second improvement or feature of the Invention is the automatically
increasing and diminishing the horizontal grip by or from the weight or
load of the train, according to variations of gradient however numerous
or minute, or other requirement, and in combination with this and
simultaneously therewith, or not in combination with this but separately
therefrom, the automatically augmenting or diminishing the supply of
steam.
The bar e, which is used as a draw bar to attach the engine to the

page_text: resistance of the load varies, and thus automatically regulates the grip;
or by the use of a pendulum or hanging weighted lever, as at p in
Figure 3, which by its tendency to retain the perpendicular while the
body of the locomotive may be inclined, instead of being horizontal, will
act on the valves and serve to regulate the action of hydraulic or steam
cylinders or apparatus for obtaining a powerful grip; or either of these
purposes may be effected by any other means equivalent.
Steep gradients are contemplated, necessitating ample brake power,
which I obtain by horizontal gripping, as with the locomotive or other
horizontal wheels employed for driving the train, or by means of cords,
or bands, or strips of metal, or chains, or equivalents, connecting some
or all of the wheels of the train together, the same connections being
also available for the application of motivo power. This constitutes a
third improvement or feature of the Invention, and is illustrated in
several of the Figures of the Drawing.
Fig. 4 is a plan view of an arrangement in which are shewn endless
belts or bands h passing around and causing to revolve or move
simultaneously all the horizontal wheels thus connected together, there
being one or more of these belts or bands on each of the two sides of the
railway, which in this case is shewn as constructed without horizontal
gripping rails, the desired frictional contact being obtained against the
sides of the posts or against projections thereon. Although the posts
occur at intervals only such frictional contact is continuously sustained
as a driving or brake power by the revolution or motion of the bands.
The wheels over which these bands work are not necessarily in pairs,
and are not so represented, nor need these wheels be cylindrical; their
tyres may be split transversely to give a spring action; or a tyre of soft
material may be inserted between the tyre proper and the continuous
band; or their peripheries may be polygonal, toothed, grooved, or
roughened.
The degree of pressure against the posts may be regulated in any of
the ways already specified for obtaining pressure against gripping rails,
or may be obtained by tension.
The belts may be simply broad pieces of leather or other suitable
materials, or may have wires enclosed in or at the edges as at h, Figure 5
•
•
"

page_text: be used as shewn round the horizontal wheels in Figure 6, or coils of
cord as in Figure 7.
The projections on the posts (above referred to) may be of cord coiled
round them as at i in Figure 8, or of picces of wood placed crossways
as in * in Figures 7 and 9, and in Figures 10 and 10*.
These applications admit of variation in the amount of projection,
so that although the width of the posts may be uniform the widths
across these projections (which constitutes the driving gauge) may be
made more or less accordingly as the steepness of the gradients may
demand by the use of thicker or thinner coils of greater or less width of
projecting pieces of wood in particular localitics or places. This arrange-
ment dispenses with the necessity for making the horizontal wheels
advance and recedc, and in this way a greater or less degree of frictional
contact may be obtained in the said localities independently (if desired)
of the mechanical or other arrangements provided on the engines or
carriages. Similarly on curves or inclines, the gauge or projections
(on either sido) of the gripping rails may be varied when these are
cmployed.
In some cases the tyres or other parts of the bearing or vertical
wheels are to be grooved or adapted for the admission of the cords,
straps, or chains, or supplymental hoops so grooved may be bolted or
fastened on the inside of the said wheels at or near the circumference.
This feature or modification is represented at k in Figures 8 and 11,
and in Figures 6 and 7.
To prevent undue oscillation and ensure a satisfactory balancing of
the train, I sometimes attach or connect the rolling stock together by
the roofs with or without further couplings. This feature of the Inven-
tion is illustrated by the side view, Figure 3, and plan, Figure 4; 1, in
Figure 3, representing a pin or hinged joint at the roof level, and the
dotted lines in Figure 4 showing the form of these roofs as seen from
abovo them.
When the driving power is applied to vertical wheels another means
of preventing oscillation is resorted to in the employment of wires as
at M, in Figure 0 (instead of grip rails), against which friction or
guiding wheels on the carriages may touch; or the arrangement shewn
at Figure 12 may be substituted.

page_text: Another improvement comprised in or by the Invention is the making
of the tyres of the wheels in one or more pieces soldered to any con-
venient part of the wheel to prevent the several fragments of the tyre
from being detached in the event of fracture. With this construction or
independently of it, it is sometimes convenient that the flange should
not form part of the tyre but form a seperate piece, or a plate may be
applied to form the flange as in Figuro 13.
The edges of the flange may be serrated or notched, if desired, as
indicated in the sketches, Figure 14, the object being to saw out or
remove, instead of consolidating, any obstruction on the road when a
grooved rail is used.
Another of my said improvements has for its object the preventing
the fracture of axles and consists in constructing them in longitu-
dinally divided halves or pieces, or thicknesses attached or connected
by soldering or otherwise, so that any rupture across one half piece or
thickness may not extend across or through another. This improvement
is sufficiently illustrated by cross section and exterior view, Figure 15,
of an axle constructed as described.
Another of my said improvements has reference to the bearing rail
of the permanent way, whether as a fixture or removeable, and consists in
constructing the rail with its upper surface or wearing portion formed of
a seperate and easily renewable strip of metal attached by solder or fusible
'metal run into rivet holes or recesses in the surface of the body of the
rail. This strip will probably be of steel of considerable length and
extend over several shorter lengths of the body of the rail and will cover
the joints. In all cases of soldering (for rail tyre or axle) the contact
surfaces must be galvanised or tinned or otherwise suitably prepared.
When worn out the wearing strips or the exhausted portions of them
may be cut and melted out, and others readily substituted without
disturbing the rest of the permanent way.
Figure 16 shews the ends of two adjoining lengths of rail rounded off
at the edges and before the application of the strip, the ends being fished
at the junction in the ordinary manner. This rounding of the edges
.will also be found useful for preventing jumping of the wheels even in
ordinary cases where no strip is applied.

page_text: The web of the body of the rail when it is desired to permanently fix
it to the sleeper, chair, or structure should bo without flange at bottom
(to allow of lateral expansion), as illustrated at Figures 10 and 10°, and
also at Figure 17 and other Figures, and should be rolled with jagged
longitudinal corrugations at the sides for use with a washer of felt or t
other packing, as at s in Figures 10, 10%, and 17, instead of other
fastenings to secure it permanently to the sleeper, more especially when
stone or artificial stone or brick is used for a foundation for the rail, or
being flangeless the chairs may be cast on to the rail if desired.
When stone or other rigid substances are employed as sleepers, and 1
sometimes in other cases their under side should in the cross section bo
cylindrical or curved instead of flat, so as to allow of a slight rocking
motion in the direction of the road on the passage of a train, and thus
imitate elasticity. It may be convenient to state here that sometimes the
posts of this improved "post and rail" railway may be constructed of 1
cast iron, as in the Figures 10 and 10ª, already above referred to, and
these Figures shew the footings of the posts formed with a D shaped
aperture through which a semi-tubular piece of metal or piping n is
(self) fitted by springing into place.
The piece when placed through the aperture may either project 2
equally either sido or more or less as the strains on the posts may
require. This system is also applicable to posts generally as also to
chairs of permanent way.
I should also remark that the Drawings illustrate certain further par-
ticulars more or less incidental or connected with the said improvements
or some of them, and which have not been hitherto described. Thus
Figure 18 indicates the application of the belt or cord driving apparatus
applied vertically, the belt or cord / passing between the wheel and a
wooden rail laid on the ground. The belt or cord shewn in this example
contains water or other fluid and resembles a hose. The same system of 3
driving may be employed without a rail, the cord acting directly upon
the ground. Also the Figure 9 shows a gap or break in a "post and rail”
railway, such as may at times be required at a road crossing on the level.
The wheels or rollers & shewn in the Figure are for assisting the
passage of the train where otherwise unsupported, and the same would ;
be provided with suitable slides for gliding over and upon the rollers
placed to receive them at such places or crossings.

page_text: The several improvements are to be used in combination or seperately
according to circumstances, and are or some of them are applicable to
other systems of railways, engines, and carriages than that, more
especially herein intended and above stated.
In witness whereof, I, the said John Lawton Haddan, have here-
unto set my hand and seal, this Second day of October, One
thousand eight hundred and seventy-five.