IMPROVE- MENTS IN METALLIC WAGGONS
Year: 1881

page_text: PROVISIONAL SPECIFICATION left by the said Robert Hudson at the Office
of the Commissioners of Patents on the 8th January 1881.
ROBERT HUDSON, of Gildersome, in the County of York, Engineer. "IMPROVE-
MENTS IN METALLIC WAGGONS."
This Invention has reference to improvements upon my two former Inventions
described in the Specifications of Letters Patent granted to me the 28th day of
July 1875, No. 2677, and the 4th day of January 1877, No. 50 respectively, and
which relate to the construction of corves or waggons of metal, and my present
Invention is also applicable to waggons constructed in the ordinary manner.
In this Invention I entirely dispense with wood either in the body or the
underframe work, substituting therefor iron or steel or other metal, thus rendering
them more suitable for hot climates and for the carrying of semi-liquid
substances.
The underpart I now make of a broad sheet or plate of iron, steel, or other
suitable metal, and which I will hereinafter call the "underframe work," each end
of which is strengthened by one or more layers of metal (by preference steel), and
I shape the same in such wise as to form a kind of elastic or spring buffer which
projects beyond the hooked ends of the draw bar, and I form an opening in the
iniddle of its breadth at each end to admit of a coupling link or chain. On the
underside of the said "underframe work" the bearings for the axles are fixed.
About the centre of the said "underframe work" is an opening for the reception,
and which forms the centre of motion of a forked swivelling piece baving a trunnion
or pivot on each side turned outwards; suitable eye pieces which are fixed to the slides
of the waggon body take a bearing and are free to turn upon the said trunnions or
pivots when tipping; two suitable rest pieces are also fixed to the under side of the
waggon body and take a bearing on the said "underframe work," so as to steady the
waggon during transit or when being loaded or not in use. A draw bar passes under
the body of the waggon, and is carried by and capable of turning in suitable bearings

page_text: attached to said body. This draw bar is provided with a hook at each end, by
which the waggon is drawn along in either direction, and also by which it is coupled
to other waggons or to any motor. The said drawbar is also provided with a lever
or handle at one end and a catch or turnbuckle at the other for securing the end
door. When it is desired to "tip" the waggon endwise or in a line with the rails
upon which it runs, the coupling chain is unhooked, the door is released by turning
the draw bar in its bearings by means of the said handle or lever, and the waggon
tilted up, the axle nearest the door becoming the centre of the tilting motion, the
When it
near axle and wheels being lifted up and off the rails with the waggon.
is desired to tip the waggon sideways, the coupling chain being unhooked as before,
the body is swivelled round upon the centre pin of the aforesaid forked swivelling
piece to a position at or about right angles to the rails (the centre pin of said
swivelling fork has its bearing in the aforesaid opening at or about the middle of
the underframe work), the foremost of the steadying pieces above referred to now
being off the underframe work, and the drawbar turned as before to release the
door; the waggon body may then be tilted (endwise) towards the side of the rails,
the trunnions or pivots on the swivelling fork beforementioned being the centre of
motion for such tilting. For strengthening the door end of the waggon body I
rivet a bar of iron or other metal around the inside, having a rounded or bevilled
outer corner projecting beyond the end of the plate which forms the sides. Around
or over this rounded or bevilled corner I bend the outer edges of the door, which
adds stiffness to the door, and at the same time assists in retaining the sides of the
waggon in their proper position, which otherwise would be liable to spring outwards
by the action of the load being carried. At the other or back end of the waggon
I form the junction of the end and sides by a bevilled joint and rivets in accordance
with the method secured to me by the Letters Patent, No. 3782, dated 25th Sep-
tember 1878. As an additional strengthening to both the fixed end and the door I
rivet crosswise thereon a bar of metal of a vee or other suitable form.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Robert Hudson in the Great Seal Patent Office on the 6th July
1881.
ROBERT HUDSON, of Gildersome, in the County of York, Engineer.
MENTS IN METALLIC WAGGONS."
"IMPROVE-
This Invention has reference to improvements upon my two former Inventions,
described in the Specifications of Letters Patent, granted to me the 28th day of July,
1875, No. 2677, and the 4th day of January 1877, No. 50 respectively, and which
relate to the construction of corves or waggons of metal, and my present Invention
is also applicable to waggons of ordinary construction. In this Invention I entirely
dispense with wood, either in the body or the underframework, substituting
therefor iron or steel or other metal, thus rendering them more suitable for hot
climates, and for the carrying of semi-liquid substances. The underpart I now.
make of a broad sheet or plate of iron, steel, or other suitable metal, and which
I will hereinafter call the "underframework," each end of which is strengthened
by one or more layers of metal (by preference "steel"), and I shape the same
in suchwise as to form a kind of elastic or spring buffer, which projects beyond
the hooked ends of the drawbar, and I form an opening in the middle of its
breadth at each end to admit of a coupling link or chain. On the underside of
the said "underframework" the bearings for the axles are fixed. About the centre
of the said "underframework" is an opening for the reception, and which forms
the centre of motion of a forked swivelling piece, having a trunnion or pivot
on each side turned outwards; suitable eye pieces which are fixed to the sides
of the waggon body take a bearing and are free to turn upon the said trunnions
or pivots when tipping; two suitable rest pieces are also fixed to the underside of
the waggon body, and take a bearing on the said "underframework," so as to steady
the waggon during transit, or when being loaded or not in use.
A drawbar passes
under the body of the waggon and is carried by and capable of turning in suitable
bearings attaclied to said body. This drawbar is provided with a hook at each end,
by which the waggon is drawn along in either direction and also by which it is
coupled to other waggons or to any motor. The said drawbar is also provided
with a lever or handle at one end and a catch or turnbuckle at the other for
securing the end door.
c
When it is desired to tip the waggon endwise or in a line with the rails upon
which it runs, the coupling chain is unhooked, the door is released by turning the
drawbar in its bearings by means of the said handle or lever, and the waggon
tilted up, the axle nearest the door becoming the centre of the tilting motion, the
rear axle and wheels being lifted up and off the rails with the waggon.
When it
is desired to tip the waggon sidewise, the coupling chain being unhooked as before,
the body is swivelled round upon the centre pin of the aforesaid forked swivelling
piece to a position at or about right angles to the rails (the centre pin of the said
swivelling fork has its bearing in the aforesaid opening at or about the middle of
the "underframework "), the foremost of the steadying pieces above referred to
now being off the "underframework," and the drawbar turned as before to release
the door, the waggon body may then be tilted (endwise) towards the side of the
rails, the trunnions or pivots on the swivelling fork before mentioned being the
centre of motion for such tilting.
For strengthening the door end of the waggon body I rivet a bar of iron or
other metal around the inside, having a rounded or bevilled outer corner projecting
beyond the end of the plate which forms the sides;. around or over this rounded

page_text: or bevilled corner I bend the outer edge of the door, which adds stiffness to the
door and at the same time assists in retaining the sides of the waggon in the
proper position, which otherwise would be liable to spring outwards by the action
of the load being carried. At the other or back end of the waggon I form the
junction of the end and sides by a bevilled joint and rivets in accordance with the
method secured to me by the Letters Patent, No. 3782, dated 25th September 1878.
As an additional strengthening to both the fixed end and the door, I rivet crosswise
thereon a bar of metal of a vee or other suitable form. In the accompanying Sheet
of Drawings the same reference letters refer to the same or like parts wherever they
are repeated. Fig. 1 is a plan of a waggon according to my Invention; Fig. 2 is a
side elevation; Fig. 3 is an end clevation with the end door locked and the body
in position for being tipped endwise; Fig. 4 is an end elevation of the "under-
framework" with the body of the waggon turned at right angles thereto, and in the
sidewise tipped position with the door unlocked and open; Fig. 5 is a sectional
view shewing details of open end of the body with strengthening bar M, which has
a bevilled outer edge around the inside of the same; the edge of the door is of a
corresponding shape and embraces the said bar; Fig. 6 is a sectional view shewing
details of a modification of the method of forming the junction of the door with the
body, the bar M having in this case a rounded external corner in place of a bevilled
one just described for embracement by the edges of the door. A is the "underframe-
work" formed of a broad sheet or plate of metal to which are attached the bearings
B, B, B, B, of the axles C, C, upon which are the wheels D, D, D, D; E, E, are
layers of metal (by preference steel) attached to the said "underframework," and
of such shape as to form an elastic or spring buffer. They have an opening E' at
each end to admit of a coupling link or chain being placed on to the hooked ends
of the drawbar F. This drawbar F is carried in bearings G, G, G", G, (and in
which it is capable of turning) beneath the body of the waggon; it is hooked at
both ends to allow the waggon to be drawn in either direction. A catch or turn
buckle F¹ is provided at one end for securing the door H, and at the other end there
is a handle F by which the said drawbar is turned or rotated when the door is
required to be secured or released; I, I, are rest pieces fixed to the underside
of the body of the waggon, and which by bearing on the "underframework”
steady the body of the waggon during transit or when being loaded.
In an
opening about the centre of the "underframework" is mounted the forked
trunnion piece J, which is free to rotate in a horizontal plane along with the body
of the waggon, which is mounted upon the trunnions of the forked piece J by
means of the eyepieces or bearings K, K, secured to the sides O of the said
waggon body, as shewn in Figs. 2, 3, and 4; L is a bar of iron or other material
fixed to the door, and also to the opposite end of the waggon for strengthening
the same.
When tipping the waggon endwise the axle nearest the door becomes
the centre of motion around which it is made to turn, whilst the rear axle and
wheels are lifted up and off the rails. In sideway tipping the waggon body is
swivelled round horizontally on the centre pin of the forked piece J until at or
about right angles to the rails, and making the trunnions a centre of motion is
tilted thereon.
At the back end of the waggon, the junction of the side plate O and the end
plate P is effected as already described with reference to Fig. 6; Q is a double
inclined or cam-like segment of metal fixed to the "underframework" A, in a
concentric position to the opening in which the forked trunnion piece J is mounted,
and is formed with an incline at each end rising gradually till near the centre, the
central portion thereof being formed flat or thereabout. In swivelling the body of
the waggon from the sidewise tipped position to that shewn in Fig. 1, the inclined
portion of the said segment (on the side on which the waggon is tipped) acts on
the bearing G¹ of the drawbar, and assists in or renders easier the replacing of the
waggon body in the position above referred to in Fig. 1.
And having described the nature of my said Invention of improvements in
metallic waggons, and the manner of carrying the same into practical effect,

page_text: I would have it understood that what I claim as the Invention secured to me
under the Letters Patent first hereinbefore in part recited is,―
1. Constructing the buffers of metallic waggons, substantially as hereinbefore
described and illustrated.
2. In metallic waggons forming the drawbar and locking and releasing bar in
one piece, substantially as described.
3. Constructing waggons with swivelling bodies provided with suitable guides
and so arranged as to be capable of being tipped either sidewise or endwise,
substantially in the manner above described.
4. The manner, substantially as described, of constructing the door and door end
of a metallic waggon by rivetting a bar of iron or other metal around the inside,
with a rounded or bevilled outer corner projecting beyond the end or edge of the
plate which forms the sides, and bending the outer edges of the door around
this bar.
5. The improved metallic waggon, constructed, arranged, and operating,
substantially as described and shewn.
In witness whereof, I, the said Robert Hudson, have hereunto set my-hand
and seal, this Fifth day of July, in the year of our Lord One thousand eight
hundred and eighty one.
ROBERT HUDSON. (L.S.)