CERTAIN IMPROVEMENTS IN THE CON- STRUCTION OF CARRIAGES TO BE USED ON RAILWAYS, AND IN THE METHOD OF FORMING THE SAME INTO TRAINS
Year: 1838

page_text: HADDAN'S SPECIFICATION.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
COOPE HADDAN, of No. 2, Bazing Place, Waterloo Road, in the County of
Surrey, Gentleman, send greeting.
WHEREAS I did by petition humbly represent to Her most Excellent.
Majesty Victoria that I had invented "CERTAIN IMPROVEMENTS IN THE CON-
STRUCTION OF CARRIAGES TO BE USED ON RAILWAYS, AND IN THE METHOD OF FORMING
THE SAME INTO TRAINS," and Her Majesty, being willing to encourage all useful
inventions, was graciously pleased to issue Her Royal Letters Patent under
the Great Seal of England, bearing date at London, the Twenty-fifth day of
August, One thousand eight hundred and thirty-eight, and in the second year
of Her reign, by which said Letters Patent Her said Majesty did, for
Herself; Her heirs and successors, give and grant unto me, John Coope
Haddan, my exors, admors, and assigns, Her. especial licence that I, the
said John Coope Haddan, my exors, adñiors, and assigns, and such others
as I or they should agree with. (and no others), might lawfully make,
use, exercise, and vend my said Invention within that part of Her Majesty's
United Kingdom of Great Britain and Ireland called England, Her Dominion
of Wales, and Town of Berwick-upon-Tweed, in such manner as to me, the
said John Coope Haddan, or my exors, adññors, or assigns, should seem meet,
and should have and enjoy the whole profit, benefit, commodity, and advantage
arising from the said Invention during the term of fourteen years from the
date of the said Letters Patent; in which said Letters Patent there is con
tained a proviso, that I, the said John Coope Haddan, should, within six
calendar months from the date of the said Letters Patent, cause a further
description of the nature of my said Invention, and the manner in which the
same is to be performed, by an instrument in writing under my hand and
seal, to be enrolled in Her said Majesty's High Court of Chancery (as in and

page_text: by the same, reference being thereunto had, will more fully and at large
appear).
NOW KNOW YE, that in compliance with the said proviso, I, the said
John Coope Haddan, do hereby declare that the nature of my said Invention,
and the manner in which the-same is to be performed, are described and
ascertained in manner herein-after set forth, and as represented in the
Drawings hereunto annexed.
My improvements are as follows:-First, an improved method of construct-
ing the under carriage, which is to support the carriage body; secondly, an
improved axletree, so constructed that the wheels attached thereto may
revolve at different velocities and still continue parallel (or nearly so) to each
other; thirdly, an improved method of attaching the said improved under
carriage to the said axletree (or axletrees as now constructed), and either
outside or inside of the wheels, and also attaching two or more under carriages
together.
DESCRIPTION OF THE DRAWINGS.
In Fig. 1, Fig. 2, and Fig. 3, Fig: 10, and Fig. 11 of the Drawings here-
unto annexed, which are drawn. to a scale of half an inch to a foot, and in
Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig.9, Fig. 12, Fig 13, Fig. 14,
Fig. 15, Fig. 16, Fig. 17, Fig. 18, and Fig. 19, which are drawn to a scale
of one inch to a foot, the same letters indicate the same parts.
Fig. 1 is a side view of two bodies and under carriages with wheels and
safety wheels, shewing their relative positions when not in motion. Fig. 2 is
an end view of one of the said bodies and under carriages; Fig. 3 is a plan
of the two under carriages with parts removed. A and B, the side timbers of
two under carriages, above which two carriage bodies C, C, are fixed upon
the springs D; D, D, D;' E, E, E, E, arè cross timbers, forming part of the
said ender carriages; and F, F, F, F, ties or braces to strengthen the same;
G, G, G, G, small 'wheels,'.which, with the holdfasts H, H, H, H, and I, I,
and 'spindles b, b, b, b, are hereafter described; M, M, M, M, forks formed
at each end of the wrought-iron straps or rods K, K, to which the lower ends
of the slings e, e, e, e, and f, f; f, f, (one of them being raised as if attached to
the propelling power, and another hanging ready for the reception of another
under carriage,) are attached by the pins g; 9, 9, 9, at the same time that their
upper ends are fixed to the drop pieces'n, n, n, by the pins h, h; h, and which
drop pieces, hereafter described, are secured to the axle boxes 0, 0, 0, by
the screws and nuts i, i, i, i; P, P, P, P, wheels of the ordinary construction,
(having the tires, either cylindrical or conical,) fixed to the axles R, R, R,
(hereafter; described), to the extremities. of which the axle boxes 0, 0, 0, are

page_text: fitted.;. k; k, k, lids to. the oil cups,, which (when shut) serve to keep the nuts
i, i, i, i, from getting loose; L, L, L, L, iron plates firmly bolted or screwed
to 'the under side of the under carriage; the size and shape being.. shewn. by
the dotted lines.1, 1, 1, 1, Fig. 3; c, c, c, c, iron eyes by which the bodies C, C;
may be lifted from off the springs when others are intended to be substituted;
x, x, x, iron bands to protect the ends of the side timbers A. and B; d, d,
spaces formed for the reception of the slings e and.f.
: 1
...Fig. 4 is a longitudinal section, with part elevation, of an improved axletree
with parts of the wheels (in section) attached. R,.R, is a cylinder or tube of
wrought iron; having one end fitted. (in any convenient manner) on to the
short axle S; V is a portion of an. axle of wrought. iron, less in diameter
than the interior of the tube R,. and gradually tapering; n, a further portion
increased until it equals. the interior diameter of the said. tube, and m, a
further continuation, which is of the same diameter as the exterior of the
tube R; R, and having a shoulder, against which the. end of the said tube is
kept.sufficiently close by. the screw.p on the end of the rod T, which forms
part of the axle V, and passes through the short axle S (as shown in the
Drawing), an opening in the axle S, which receives the short cylindrical
endar of. the axle v, and prevents the rod T from being bent; o, o,. bearing
parts for axle boxes; s, s, small space to allow for wear and tear of the end
of the tube R against the shoulder m of the axle V; P, P, P,.P, portions of
the wheels, the tires of which are to be cylindrical (although conical tires.may
be also employed), and: which are to be fastened on: (one to the tube R.and
short axle S, and the other to the enlarged part m of the axle V) in any way
that may be deemed convenient.
Fig. 5. is an inverted plan of part of an under carriage, shewing holdfasts
and spindle and the wheel in section. H, cast-iron holdfast or block bolted
to the side timber A of under carriage (having one end of the spindle b
passing through it, with a groove z to retain the strap or rod K (Fig. 11), in
its proper place; b, a spindle of wrought iron, formed with. a collar y and
holdfast I; I, by which it is bolted to the tie or brace. F, and upon which
a cast-iron wheel, G revolves, the tire of. which is conical, and sufficiently
broad to: allow a play of about two inches between the flange and inner side
of the rail upon which, it is. to run; v, key or pin. to retain the wheel Grin
its place.
.
.1
*
:
7
Fig. 6, Fig. 7, Fig. 8, and Fig. 9 are perspective views of the drop piece,
slings, and pin, already mentioned. N is the drop piece of wrought iron (to
which the bolts with the nuts i, i, are welded), having holes for the reception
of the wrought-iron pin h, which (when keyed) serves to keep the forked and

page_text: single wrought-iron slings e and f in proper position, allowing sufficient play
for the lower ends to be drawn apart (as shewn in red, Fig. 1).
Fig. 10 and Fig. 11 are a side elevation and plan of a modification
of parts of under carriages and bodies, represented in Drawings, Fig. 1,
Fig. 2, and Fig. 3. W, W, and X, X, wrought-iron strap plates, which are
bolted or rivetted to the inner and outer sides of the side timbers A and B ;
w, w, blocks of timber to keep the ends of the iron straps W and X
respectively a proper width apart; t, t, ends of the straps or iron rods K, K,
formed (without a fork), as represented by the dotted lines (Fig. 10), and
rivetted or bolted to the sides of the straps W and ✗ respectively; and
slings; q, drop piece; u¹ and u², screw pins for keeping the lower ends of the
slings in the ends t, t, of the straps or rods K, K.
Fig. 12. Fig. 13, Fig. 14, Fig. 15, Fig. 16, and Fig. 17 are perspective
views of the drop piece, slings, and pin and screw bolts, lastly referred to.
9 is the wrought-iron double drop piece, in which the upper ends of the two
slings and are retained by the pin a, while the lower ends are attached to
the straps t, t, by the screw pins u¹ and u².
The method of joining an under carriage to the axletrees, or two or more
under carriages together, (as shewn in Fig. 1, Fig. 2, and Fig. 3,) is as
follows: A pair of wheels P, P, and axletree R, with slings e and fattached,
being placed upon the railway, move an under carriage (by means of the
wheels G, G, G, G,) until the ends of the side timbers A are under the drop
piece N, and insert the pin g, and key it; next, move another pair of wheels
and axle with the slings attached, and when the drop piece N is over the other
ends of the said side timbers of such under carriage, insert another pin g;
move another under carriage and wheels and proceed as before, until a
sufficient number of under carriages and wheels have been joined together.
By this arrangement, each under carriage (after the first) will require but one
pair of large or running wheels.
Fig. 18 is an elevation of a revolving axle with revolving wheels; Fig. 19
is a transverse section, with part removed. J is a wrought-iron axle,
formed with two rings d*, d*, which (together with the enlarged parts
ex, ex,) are turned so as to revolve rather stiffly within the naves of the
wheels P*, P*; A*, A*, two wrought-iron collars (put on in halves), and
fastened to the wheels by the bolts and nuts f*, f*. The method of
joining two or more under carriages, as shewn in Fig. 10 and Fig. 11, is as
follows: The wheels and axle (with the drop piece q only attached) and
under carriages being placed as directed in regard to Fig. 1, Fig. 2, and
Fig. 3, the pin a is to be passed through the drop piece q and upper ends of

page_text: the slings and ³, and keyed. By this method the slings form part of the
under carriage to change one description of carriage body for another. It is
desirable that each carriage body should be of a similar length and breadth,
and be provided with similar bolts and nuts (or other contrivance) for fastening
the same to the under carriage. The carriage body intended to be changed
(either when loaded or otherwise) is to be lifted off from the under carriage (or
from the springs when they are employed), and shifted by means of a moving
crane (working over the said body), which is to be attached to the eyes c, c, c, c.
The carriage body intended to be substituted (being ready attached to a similar
moving crane or other contrivance) is to be brought over and lowered on to
the said under carriage, and made fast thereto by the bolts and nuts, or by any
other means that may be deemed practicable. This arrangement may also be
rendered applicable to under carriages and bodies now in use. Friction when
travelling upon curves is much diminished (whether my improved under
carriage or that now in use be employed), by using wheels either with cylin-
drical or conical tires attached to the axletrees already described, as it will be
obvious that such wheels can revolve at different velocities. It will be
apparent to those acquainted with this subject, that when sufficient power is
employed either to draw or push such a train. as has been described, each
under carriage and body will be raised in proportion to the distance to which
the lower ends of the slings may be pulled or pushed apart (as shewn in red,
Fig. 1 and Fig. 10), and the small wheels will consequently be lifted off the
rails; but when the train is again at rest the weight of each carriage frame
and load will cause the slings and safety wheels to assume their first position.
When moving upon a curve the lower ends of the slings on the outer side of
each under carriage will be more opened than those on the inner side, and the
under carriages be at the same time a little higher on the outer than on the
inner side, consequently the axletrees can never be parallel to each other, but
each axletree will be at right angles to the curve. By using the improved axle-
trees with wheels having cylindrical tires, the contact with the rail will be less
(supposing its upper surface not to be horizontal), and less force will be
necessary to give any required degree of speed. Some of the principal
advantages arising from my improvements are as follows:-
Firstly, the height at which an under carriage can be placed above the
line of rails is rendered independent of the size of the wheels, the under
carriage being within and not over the axletrees of the said wheels.
Secondly, the under carriage is lowered and safety wheels added, whereby
the risk of the wheels getting off the rails is lessened.
Thirdly, the wheels can revolve at different speeds, by which means the

page_text: friction of the wheels upon curves and also upon straight lines is diminished,
and the risk of breaking the axletree lessened...
Fourthly, the gravity of the under, carriage and its load is substituted for
the buffing and drawing springs at present employed.
Fifthly, each axletree of a train of under carriages and bodies in motion
will be at right angles to any curve upon which such train may be moving.
Sixthly, a first class carriage body may be substituted for a second class or
any other description of carriage body or waggon, and vice versa, by, which
means a reserve of carriage bodies--and waggons only will be necessary, an
increased facility of repair be given, and a saving effected of the first cost
of the attendant under carriages, wheels, axles, buffing, drawing, bearing
springs, and other appurtenances.
"
I wish it to be expressly understood that I do not limit myself to the exact
methods or shapes and forms of the several arrangements. herein-before
described, as I have merely set forth such mechanical means as I deem most
fitted to answer the purposes intended. The several parts of the above
descriptions, which are old, and well known by persons acquainted with this
business, I disclaim, but I claim the new combinations of mechanical means
by which: I. producer the several improvements in the, under carriage, in the
axletrees, and in attaching such under carriage to the axletrees, or two under
carriages together, and which are above described as my Invention of "Certain
improvements in the construction of carriages to, be used on railways, and
in the method, of. forming the same into trains."
In witness whereof, I, the said John Coope Haddan, have hereunto .set
my hand and seal, this Twenty-fifth day of February, in the year of
our Lord One thousand eight hundred and thirty-nine.
JOHN COOPE (L.S.).. HADDAN..
AND BE IT REMEMBERED, that on the Twenty-fifth day of February,
in the year of our Lord 1839, the aforesaid John Coope Haddan came before
our said Lady the Queen in His Chancery, and acknowledged the Specification
aforesaid, and all and everything therein contained and specified, in form above
written. And also the Specification.aforesaid was stamped according to the
tenor of the Statute made for that purpose.
Inrolled the Twenty-fifth day of February, in the year of our Lord One
thousand eight hundred and thirty-nine.