IMPROVEMENTS IN THE MANUFACTURE OF RAILWAY AND OTHER LIKE WHEELS, IN MACHINERY CONNECTED THEREWITH OR EM- PLOYED THEREFOR, AND IN THE METHOD OF FASTENING TYRES ON SUCH WHEELS
Year: 1877

page_text: LETTERS PATENT to George Dyson Owen, of Rotherham, in the County of
York, for the Invention of "IMPROVEMENTS IN THE MANUFACTURE OF RAILWAY
AND OTHER LIKE WHEELS, IN MACHINERY CONNECTED THEREWITH OR EM-
PLOYED THEREFOR, AND IN THE METHOD OF FASTENING TYRES ON SUCH
WHEELS."
Sealed the 6th July 1877, and dated the 9th January 1877.
COMPLETE SPECIFICATION filed by the said George Dyson Owen at the
Office of the Commissioners of Patents on the 9th January 1877.
GEORGE DYSON OWEN, of Rotherham, in the County of York.
"IMPROVEMENTS
IN THE MANUFACTURE OF RAILWAY AND OTHER LIKE WHEELS, IN MACHINERY
CONNECTED THEREWITH OR EMPLOYED THEREFOR, AND IN THE METHOD OF FASTEN-
ING TYRES ON SUCH WHEELS."
This Invention has reference,-
Firstly. To the manufacture of railway and other similar wheels of any form or
pattern.
Secondly. To furnaces for heating the parts of the wheels and also the moulds
and machinery for forming and compressing the same to the required form and
solidity.
And, thirdly. To special means and appliances for fastening or securing the tyres
to the centres.
In making spoked wheels according to this Invention I proceed by placing the
spokes and rim which have been previously bent, welded, forged, or rolled to the
desired form into a belt or ring, I then place them upon a suitable furnace so as to
heat the inner ends of the spokes to a proper heat, and then remove them to the
moulds which I make in two or more parts and accurately formed to receive the
spokes, and also with a cavity of the exact figure of the nave of the intended wheel,
and having secured the parts of the moulds together with the spokes I pour the
metal therein, and then place the whole upon the receiver of a very powerful press,
when a ram or punch is brought to bear upon the metal, thereby solidifying and
rendering the material more homogeneous, and at the same time forming the nave
to the exact shape and dimensions as the mould, this having a pin or core in the
centre thereof which I remove by forcing it through or out of the nave while the
pattern.
Secondly. To furnaces for heating the parts of the wheels and also the moulds
and machinery for forming and compressing the same to the required form and
solidity.
And, thirdly. To special means and appliances for fastening or securing the tyres
to the centres.
In making spoked wheels according to this Invention I proceed by placing the
spokes and rim which have been previously bent, welded, forged, or rolled to the
desired form into a belt or ring, I then place them upon a suitable furnace so as to
heat the inner ends of the spokes to a proper heat, and then remove them to the
moulds which I make in two or more parts and accurately formed to receive the
spokes, and also with a cavity of the exact figure of the nave of the intended wheel,
and having secured the parts of the moulds together with the spokes I pour the
metal therein, and then place the whole upon the receiver of a very powerful press,
when a ram or punch is brought to bear upon the metal, thereby solidifying and
rendering the material more homogeneous, and at the same time forming the nave
to the exact shape and dimensions as the mould, this having a pin or core in the
centre thereof which I remove by forcing it through or out of the nave while the

page_text: same is in the moulds, thereby greatly facilitating the future operation of boring
and also allowing the material of the nave to contract uniformly while cooling.
The next operation is to unite the spokes (if double) at the parts where they join
and form parts of the rim, and also to strengthen the rim by an addition of material
in breadth and thickness, by which a more secure means of fastening the tyre
thereon may be adopted without reducing the section of the rim proportion to that
of the spokes.
In accomplishing this process I heat the rim of the centre in a circular furnace of
peculiar construction (herein-after described and illustrated on Sheet 2 of the
Drawings) to a proper welding heat and then remove it to a double action press
which is also herein-after described and illustrated on Sheet 2, in connection with
which press is a mould or parts of moulds to receive the rim and parts of the spokes,
and also for the formation of the rim to any desired width, thickness, and section,
and also admitting of sufficient metal to compensate for the compression and con-
traction of the same. The power of the press being brought to bear upon the
entire circumference of the rim, effectually and neatly performs in one operation
both glutting (that is, the uniting of the spokes at the parts where they join and
form part of the rim), and also the strengthening of the rim at the same time. In
a corresponding operation with a single spoked centre it accomplishes the uniting
of the several parts and also the moulding and compressing the same.
The machinery by which I effect the forming and compressing of the bosses or
naves of the wheels according to my Invention, is constructed, arranged, and worked
substantially as follows:-I construct and arrange two hydraulic cylinders in a
vertical position one above the other, the bottom one to force its ram upwards and
the top one to force its ram downwards. Between these cylinders I arrange a cross
head or receiver. These cylinders and receiver I secure in their respective positions
and distances by placing hollow columns between each of them and putting strong
rods or bolts through them from top to bottom, thereby securing them firmly
together.
The Drawing, Sheet 1, accompanying this Specification, is an illustration of this
arrangement; Figures 1 and 2 are part sectional elevations, and Figure 3, a plan of
the same, where A, Figures 1, 2, and 3, is the bottom cylinder; B, the bottom ram;
C, the bottom receiver; D, the cross head or stay; E, the top hydraulic cylinder;
F, the top ram; G, G, are two or more rams made to work inside the top ram F,
which is bored to receive them; and H is a tube connected to the top ram F, wherein
watercourses are made to the spaces for the rams G; this tube slides up and down
through a water-tight packing piece I, which is connected to the supply of water
under pressure; these rams G are for the purpose of raising the top ram F; J, J, J, J,
Figure 1, are the hollow columns or distance pieces between the cylinders and cross
head or stay through which the bolts K, K, pass, secured by nuts at each end.
Figure 2 is shown with a nave or boss with the spokes in position in the tools or
moulds L at the completion of the operation of compressing the same. As will be
seen, the bottom ram B will be forced up by the water pressure and with it the
bottom receiver C and the moulds until reaching the cross head or stay D when the
mould is acted upon by the full force of the pressure from the bottom ram B. The
water pressure is also applied to the top ram F when the punch M descends through
the hole in the cross head or stay D and into the moulds L to the liquid metal
therein. A pin or core N is also shown in the centre of the boss or nave, which
pin having been coated over with grease or a preparation of moulders' blacking loam
to protect it from the hot metal is made to fit accurately in the centre hole of the
bottom half of the mould L, and after the compressing is completed and the top
ram lifted by the lifting ram G a smaller punch is placed upon the pin or core N
and the top pressure again applied by which it is forced down through the nave
and into the recess O in the bottom receiver C and the bottom ram B.
Figure 3 is a plan at the line marked a, b, on the elevation, Figure 2. In this
plan A is the bottom cylinder; P, P, are rails, also shown as bolted to the columns
or distance pieces J, J, on the elevation, Figure 1; Q, also on the plan, shows the

page_text: bottom tool which, having studs and flanged wheels or rollers resting upon the
rails P, P, is ready to receive the spokes, one modification of which is shown at
Figure 4 within the belt or ring at. In the centre part of this plan, Figure 3, the
spokes are shown in position in the mould, and on the left hand side thereof the
same are represented as coming from the press after the operation of compressing is
completed and the top part of the mould removed. As will be seen, by this arrange-
ment I have the advantage of using any number of moulds, thereby avoiding the
inconvenience and loss of time caused by the moulds becoming injured by excessive
heat and by placing the moulds together at one end of the pair of rails and then
pouring in the liquid metal, and after the compressing is effected removing it to the
opposite end, I can greatly increase the number of operations in a given time.
Figure 4 shows the spokes bent according to the form usually adopted in wheels...
which are intended to have a boss or nave of iron either cast or welded thereto. It
will be seen by referring to the sectional view 41 that I split the ends of the spokes
in order that the liquid metal ou filling up the openings so made will, on the appli-
cation of the pressure thereon, cause the spoke to spread out in the direction of its
width at the corners of the moulds which are rounded purposely. By this means I
produce a wheel with the spokes considerably strengthened at the root or junction
with the nave.
Figure 5 illustrates another modification of the form of bent spokes in which the
two spokes forming each pair are close together from the rim to the root part or
junction with the nave at which they are cranked as shown. By adopting this
form of spoke I am enabled to use a simpler form of tool wherein to mould and
compress the nave, and by also splitting the ends of the spokes at 5', I economically
produce a strong and well proportioned centre.
Figure 6 is an illustration of another modification of my improvements in making
wheel centres wherein I bend the spokes as shown on that view, and also split the
ends as at 6¹. In constructing the tools wherein I mould and compress the naves
according to this modification I make the parts A, A, thereof, which occupy the
spaces between each pair of spokes loose, so that when the pressure is applied to
the metal these picces are forced outward, by which the spokes are pressed against
the solid and fixed part B of the tool or mould, and by this means closing all the
crevices, through which the metal might otherwise escape. This arrangement also
enables me to avoid the considerable cost occasioned by the breaking of the tools
or moulds at those parts.
In another modification of this Invention of improvements in the manufacture
of spoked wheels, I proceed by bending or forging the spokes to the required form,
and then place them in position in the moulds, wherein the boss or nave is intended
to be formed, either by percussive or other pressure or force, the said spokes being
cold when placed therein, and having the block of iron which is intended to form
the nave heated to a welded or plastic condition. I place it in the centre of the
spokes, within the spokes, and immediately close the moulds and apply the
pressure by which to compress the material to the exact figure represented by the
cavity of the moulds.
What I claim as my Invention in this modification is the making and using in
one solid part a block of iron intended to form the boss or nave of spoked wrought-
metal centres.
Figures 7 and 8 are sectional views of a railway wheel, in which the centre is
surrounded or encircled by wooden felloes D, which are held in place by keys E
driven through them and into the "meet" of the spokes, which become bulged out-
wardly by the key in forming its matrix. The heads of the keys are driven to lie
flush with the outer periphery of the felloes, upon which a band or hoop of metal F
is fitted as a rim for the reception of the tyre G. The tyre for this form or con-
struction of wheel is lipped on both sides at the inner periphery for the reception of
Mansell "rings H, H, which are bolted on by through bolts in the ordinary manner.
Figures 9 and 10 represent a wheel in which the keys E are screwed into cast
spokes, the other parts being as in the former case.
<<

page_text: Figure 11 shows a sectional tyre portion of a wheel, into which single L iron
rings are arranged, back to back, that one flange of each takes a position between
the back and front of the spokes, or the centre, as the case may be, the other
flanges serving as the rim upon which the tyre can rest, the whole being held firmly
by the "Mansell" rings and bolts, as shown.
Instead of using single L iron, double flanged or T iron, as shown in section,
Figure 12, may be fitted as a ring for the same purpose, the iron as a strip being
forced into the spokes or the centre's groove and bent into place with a butt or
meeting joint. In these latter cases no wood or other felloes are required.
The furnace for heating the rims is illustrated in Figures 1 and 2 on Sheet 2 of the
Drawings accompanying this Specification. Upon a bed plate I arrange a circular
chamber A with any number of openings and doors for the convenience of cleaning out
the ashes and replacing the grate bars. The inner part of the chamber has openings
communicating with the supply of blast. Over this chamber I construct a com-
bustion chamber, or fire-place B, also in a circular form, and of the diameter suitable
for the size of the wheel rim requiring to be heated, upon the inner wall of which
the spokes rest, being placed concentric with the furnace, and placing pieces of fire-brick
or other refractory material, suitable in thickness and form, to the spaces between the
spokes, as shown at E on the plan. A covering C constructed of fire-brick, ganister,
or other material is placed upon the centre. This covering for facilitating its
removal is made with a hole in the centre, which hole is covered with a brick
during the heating of the rim. D is a canopy or chimney, the casing of which may
be wrought or cast iron lined with fire-brick, ganister, or any other fire-resisting
material. This canopy or chimney is so constructed as to be readily lifted to allow
of the wheel being removed either by being suspended by chains passing over
pullies, and having balancing weights attached, as shown, or by hydraulic or other
power. The top part of this canopy or chimney I make to fit loosely into a stack
or chimney, which is carried up to a sufficient height to suit the size and power of
furnace required; or when the roof or building is convenient the canopy or chimney
may be made of sufficient length without the addition of the outer stack or con-
tinuation,and when desirable it may be constructed and arranged to work into the
tube of a steam boiler or water heater.
I will now describe the construction and arrangement of the press and machinery
with which I effect the welding and compressing of the rims. I make two hydraulic
cylinders and arrange them one over the other, as shown at Figures 3, 4, and 5, on
Sheet 2 of the Drawings, and marked A and B. These cylinders I secure in position
by two or more bolts having distance pieces to suit the amount of lift required in
the operation. On the face or top of the cylinder B, I make a number of
concentric grooves for the convenience of receiving and keeping in position a
ring E, which supports the mould F for the outside or periphery of the rim. Upon
this cylinder I also arrange any number of columns G, upon which I place the
bottom half mould H for the inside of the rim; the top half mould I, I connect
to the plate or disc J, which is fitted to the top ram D. Through this plate or
disc J I make one or more holes to receive nozzles of fire-clay or other refractory
material, through which I pour the liquid metal. The stoppers K I make with
holes corresponding to the apertures in the nozzles when in the position as shown
at Figure 4, Sheet 2, so that immediately the proper quantity of metal has been
poured into the moulds these stoppers by being driven in towards the centre of the
press as shown at K¹ on the left-hand side will effectually close the aperture and so
prevent the metal from escaping when the pressure is applied. I provide a ring L
of the diameter and thickness of the bottom edge of the space in the moulds, this
ring fitting exactly between the outside mould F and the bottom half moulds H
and of sufficient depth to project below them, and also rest upon the plate or disc M
of the bottom ram C. This plate or disc M has openings, through which the
columns G are placed in position.
By this mode. of manufacture and by having the furnaces and machinery placed
in proximity the various operations may be performed in immediate succession, a

page_text: great saving of fuel and labour will be effected, and also a more uniform and
superior quality of work obtained.
This Invention also relates to improvements in means of fastening or securing the
tyre to the body or centre part of railway and other like wheels, and to more
effectually preventing the said tyres from leaving the bodies or centre part in cases
of breakage of the tyres.
These improvements are illustrated on Sheet 3, accompanying this Specification,
where Figure 1 represents a sectional view of a tyre A and rim B with a part of a
spoke C of the centre part of a wheel. In this arrangement the rim B of the centre
is wider than the spokes, thereby admitting the corners at the inside to be
turned in one side to receive a flange or lip D which is formed on the snip E of the
tyre, and the other opposite inner corner of the rim to receive the inner flange or
lip F of a ring G, which ring has also another flange or lip H at the same side of its
outer edge, and the opposite side of its outer edge I make to a conical form as shown
at I, so that the tyre being bored to suit the form of the wheel centre and the
periphery and flange or lip of the ring G and also to the Figure or form shown by
the dotted lines J, J, and accurately fitted on to the centre. I then insert the
ring as shown, and hammer or rivet the part of the tyre J' down upon the bevilled
or angled part of the ring, by which I secure the ring in its position without the use
of screws or bolts.
Figure 3, Sheet 3, is another illustration of the same kind of ring applied to a
wheel having a tyre without the snip E referred to and shown at Figure 1, and in
this case I adapt two rings similar to the one at Figure 1.
And in order more
effectually to provide against the lateral stress I reduce the rim of the centre in
diameter at that part intended for the thin edge or front part of the tyre, and also
make the tyre with a snip to fit or correspond with it, as shown at A.
The description and explanation given of the ring at Figure 1 will apply equally
to the rings in this arrangement.
Figure 4 is an illustration of my improvements in wheels, whereby I am enabled
to secure the tyres thereto without the use of rings or other separate parts in
addition to the centre. I accomplish this by making the centre with a rim, having a
flange thereon on that side which is intended to be next the flange side of the tyre,
and having bored the tyre to the same sectional form as that shown at Figure 1
(already described), I form a groove and lip on the flange of the rim to suit the
corresponding part of the tyre. After the tyre has been fitted on to the centre I
hammer or rivet the lip at the back, as shown at dotted lines to the conical part of
the rim, as also shown; or when the material or quality of the tyre is such as might
be objectionable to hammering or rivetting I adopt the method already described
and illustrated at Figure 2.
On again referring to this Drawing, Figure 4, Sheet 3, and noting the rim in
connection with my improvements in the construction and manufacture of these
wheels it will be seen that the moulds and machinery therein adopted, and which
are herein-before described and illustrated on Sheet 3 of the Drawings, accom-
panying this Specification, are eminently adapted for the production of centres
having rims according to this modification.
Figure 5 is an illustration of an adaptation of rings on this principle to wheel
centres, having the rim and spokes of the same width. In this case, providing the
rim of the centre is of sufficient thickness, I make a groove as shown at A to
receive the ring B, or if the rim be too thin to allow for this groove, I make
the ring of a breadth so that its inside flange or lip will fit the inside of the rim as
shown at C.
On again referring to Figures 1, 2, 3, 4, and 5, Sheet 3, it will be seen that the
novelty of this Invention of improved fastening rings consists in the same being
provided with flanges or lips to take hold of both the tyre and also the rim of the
centre all round in one solid ring; and also in the methods I adopt for securing the
said rings in position without the use of screws, bolts, or rivets, but by hammering
or rivetting the corners of the tyres over the angled or bevilled part of the rings,

page_text: as shown at Figures 1, 3, 4, and 5; or in cases when this hammering or rivetting
might be objectionable on account of the nature of the material of the tyre, in the
insertion of a key, as shown at C, Figure 2, which key being also in one con-
tinuous piecé, and accurately fitting the groove, and also secured therein by the
projecting part of the ring being rivetted over as also shown at Figure 2. And be
it understood that in adopting these rings to the purpose of fastening the tyre upon
the centres of wheels I claim the use of each and all the various patterns in con-
nection with wheels of any description whatever.
Figure 6, Sheet 3, is an illustration of another improved means of fastening the
tyres and centres together; this arrangement is intended to provide means of 1
securely attaching tyres to the kind or form of centres most generally in use at the
present time (that is), those centres which are constructed with spokes which have
been formed from bars of flat iron or steel, bent to a nearly triangular figure,
one side of which forms a portion of the rim or periphery of the wheel body or
centre, and the other two sides form the spokes, the ends of which converge towards 1
the centre, and are made to form part of the boss or nave, which boss or nave is in
some cases cast iron, and in others wrought iron, the periphery or rim being made
to suit the tyre by some means from leaving the centre, even if the tyre should
break into two or more parts. In fitting tyres to these centres I prefer to form a
slip thereon and to reduce the rim of the centre so as to form a set down and
shoulder, as shown at A, to resist the lateral stress caused by the flange of the tyre
impinging against the rails while running thereon. Another advantage of this
snip on the tyre is that it allows additional thickness of tyre to remain for wear.
The rings which I adopt for this purpose I construct, as shown at B, B¹, with a
flange or lip at C, C', to fit into the corresponding groove which I make in the
tyre, and also with another flange or lip D, D, the periphery of such flange or lip
to fit the internal part of the rim of the centre. This inner flange or lip of the
rim may either be continuous all round the circle of the ring, in which case it is
necessary to form a groove the same across the edges of the spokes; or the forming
of this groove may be avoided by removing the flange or lip at the parts where the
spokes occur.
I also construct these rings of sufficient breadth to allow for bolts to be passed
them, and inside of the rim of the centre, and also to project a distance beyond
such bolts, and in the spaces between the spokes and of the breadth by which the
rings project inward; beyond the rim I fit pieces of wood E, which pieces act as
a support or stay to the rings, and also to prevent any accumulation of dirt in the
recesses which would be formed. I also form a slight lip at the inner edge of the
rings, as shown at F, F1, which, together with the bolts fitting through effectually,
secures the pieces of wood from being removed.
The bolts, which are intended to secure the rings to the centre and tyre, may be
placed one or more in each opening between the spokes of the wheel; or in another
adaptation of these rings I place one bolt in each opening between the spokes,
and also one bolt through the glut or corner piece formed by the welding of the
spoke ends at the junction with the rim ; but I do not confine myself to any par-
ticular number or position of bolts.
Figure 7, Sheet 3, is also an illustration of the adaptation of these rings, but
without the snip on the tyre or corresponding set down on the rim, as these might
be objectionable in cases where the rim is too thin to admit thereof, as might be the
case, especially in the case of using centres of this class on which tyres had already
been worn out or found desirable to be replaced.
Figure 8 and 8¹, Sheet 3, are a front view and sectional elevation in illustration
of my improvements, which relate to another description or class of railway or
tramway wheels, commonly called wood wheels, in which the body or that part
intervening between the boss or nave and the tyre is composed principally of wood,
and as many of these wheels have hitherto failed or given way at the part where
the wood is connected to the boss or nave on account of its inability to withstand
the strains, especially when such wheels are adopted in connection with brakes.

page_text: In one arrangement of my improvements in these wheels, I construct a metallio
skeleton centre, as illustration on Sheet 3, Figure 8. This skeleton centre I construct
by forming a nave with arms radiating therefrom as shown at A. These arms,
besides obviating the failing or giving way of wheels as above mentioned, also
answers as additional means of security to the tyre fastening by the bolts which
connect and hold together, the fastening rings being also made to pass through
holes in the ends of the arms as shown at B, and further additional security may
also be provided by adopting my rings, as before explained and illustrated at
Figures 6 and 7, also on Sheet 3, to adopt which it is necessary to form a groove
for the inner flange or lip thereof, marked D on Figure 6. I also place a plate or
washer upon the boss or nave and against the arms and the wood, which plates or
washers I secure by bolts passing through as shown in the sectional elevation 81.
Figure 9 is an illustration of another arrangement of my improvements in-this-
class of wheels, wherein I construct a metallic boss or nave with side plates having
flanges and ribs on their inner sides, as shown in the sectional elevation Figure 9.
The side plates I make of a proper diameter to allow of any given distance between
the flanges thereon, and the tyres to be built up of wood. The rings I adopt in
preference for securing the tyres on these wheels are similar to those explained and
illustrated at Figures 8, 8¹.
It will be observed by again referring to the sectional elevation, Figure 9², that I
place bolts through the side plates between the periphery of the same and the
flanges thereon, and also through the wood, whereby on account of the side plates
being separate or connecting only at the boss or nave, and the wood being well fitted
between them, I am enabled to hold the wood body firmly together, thus forming a
firm and durable wood wheel.
Figure 10 is an illustration of another arrangement of my improvements in wood
wheels. In this arrangement I construct a metallic centre with any number of
spokes to suit the diameter or other proportions of the intended wheel, having also
a rim and a flange projecting thereon, as shown in the sectional elevation 10'. Upon
the rim of this centre I build the wood to receive the tyre and secure the whole
together by rings f, as shown also in the sectional elevation 10¹.
Figures 11 and 11¹ show another modification of my improvements which is an
adaptation of my rings to a combination of an ordinary wrought centre, and a
course or lining of wood, paper, or other elastic material, between the rim thereof
and the tyre, whereby the wood or other material is securely held in position by
the rings being made of sufficient breadth to lay hold of the tyre, and also the rim
of the centre as shown in this Drawing. The rim of the centre being made to the
form of two cones, the smaller ends of which meeting together also gives additional
security and firmness to the elastic material between the rim and tyre of the wheel.
Figure 12 is an illustration of another ring or tyre fastener; I make this ring A
in two or more parts which with a key ring B I secure in its position in the corre-
sponding groove made in the tyre before putting the centre therein, after which I
insert another ring C at the opposite side of the wheel; this ring C is similar to
that illustrated at Figure 11. I do not confine myself to the use of any one of
these rings in connection with any one special wheel, but I do claim to adapt any
or all of them in combination with wheels of any form or construction, wherein it
is desirable to secure the tyre upon the centre or body part thereof.
Figure 13 is a view of a wheel in section, in which the spokes are of flat form to
serve as intervening ribs between the wood as an exterior on both sides. The wood a
is placed in contact in segments to fill up the spaces between the spokes b as in
Figure 14, and these are bound or kept in position by "Mansell" rings and bolts,
which also lock the tyre upon the rim. The inner parts of the wood segments
near the nave are similarly held, but by flanged or rings c as in the Figure, the
bolts passing through the flanges of the rings, the wood segments, and the spokes.
The periphery of the nave portion on each side of the spokes is channelled for the
reception of the inner lips formed on the flat side of the L rings.
Figure 15 is a modification of the foregoing method of fastening the tyre on. In

page_text: this method the "Mansell" rings are formed with an internal rail or fillet on their
. inner faces to take under the edges of the rim's periphery.
Figure 16 shows another method of securing the nave rings. In this method I
embed the bottom or inner periphery of each nave ring within the periphery of the
nave and fill up the spaces on each side by ring keys or bars of metal d bent to fit
in, and I secure these in place by external flat rings e which are shrunk on.
Having now described the nature of my Invention and also the manner of
performing the same, I claim as the Invention in the manufacture of railway and
other like wheels in machinery connected therewith, or employed therefor, and in
the method of fastening tyres on such wheels in the manner herein-before described
and illustrated,
Firstly. The production of naves and rims of wheels from metal in a liquid or
semi-liquid or heated state under compression as as described.
Secondly. The construction and arrangement of furnaces in which I heat the
rims of railway and like wheels or other parts thereof as set forth.
Thirdly. The machinery described and shown for forming and compressing the
various parts of a railway or other like wheel.
'
Fourthly. The manufacture of wheels of which wood forms an important part
in the construction thereof, in the manner herein-before described and as illustrated
in the accompanying Drawings.
Fifthly. I claim the means or appliances for securing the tyres upon the centre of
railway and other wheels according to the forms and construction as herein-before
described and shown.
In witness whereof, I, the said George Dyson Owen, have hereunto set my
hand and seal, this Twenty-ninth day of December One thousand eight
hundred and seventy-six
Witness to the Signature
of G. D. OWEN,
G. H. KIMBER.
GEO. DYSON OWEN. (L.S.)