1841.] 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



29 



fixctl on the multlle of such shaft, and driven hy one of two connecting rods 

 alternately, \>)iich are both driven by the piston rod and guided Ijy radius 

 rods. — Meclianics Magazine.^ 



Imprai'emcnts in wheels and locomotive engines lo lie used on laHieai/s : patented 

 by David Goudi, of Paddington, Engineer, Nov. 20, 1840. 



These improvements consist simply in forming the outer or working sur- 

 face of the tire of engine and carriage wheels. <if steel, which may he made of 

 any required degree of hardness. The application of steeled tires to wheels 

 used on railways, (it is said) has hitherto been prevented by the difliculty of 

 forging and fixing them. The following method of surmounting this diffi- 

 culty is Mr. Gooch's :— A faggot of wrought iron bars are worked and liam- 

 mered, or rol ed into a solid piece, and afterwards drawn out in rolling, or 

 under the hammer upon an anvil, having a groove to form the tlanch, into 

 the state of rim iron. An indentation or hollow is then made, lengthwise of 

 the bar near the (lanch, in order to prepare it for the reception of the steel. 

 A faggot of steel bars is then so arranged, that when hanunereil and workeil 

 into its pi'oper (wedge) form, the edges of the bars shall form the broad sur- 

 face of the tire. The two bars of iron and steel thus prepared are then welded 

 together, and afterw ards formed into a rim or hoop of the form required. 

 The ttheel being prepared in the usual way, and its rim lunied. it is laid flat 

 on a true face-plate, and the tire being reguKirly and uniformly heated red 

 hot. is put round it. The whole is then plunged into cold water or other fri- 

 gorific mi.xture, which contracts the tire and hardens the steel. Holes having 

 been previously drilled through the steel hoop, are now continued through 

 the rim of the wheel, and both are rivetted together. Or, the rivets may be 

 advantageously dispensed with when the steel is driven well into the inden- 

 tation prepared for its reception. " Jlany important advantages," says this 

 patentee, "■ will arise from the use of steeled tires on railways ; besides the 

 economy immediately resulting from the greater durability, a vast reduction 

 will be effected in the wear and tear of the engines, the carriages and therails; 

 while a corresponding improvement will arise in the comfort and safety ot 

 travellers. The intense friction to which the wheel is subjected, occasions a 

 rapid wearand tear of the iron tire, productive of most injurious consequences. 

 An indentation is soon formed by the rails on the tire, which disturbs the 

 action of the wheel, and destroys smoothness of motion. The same causes 

 derange the action of the engine itself; every revolution of the locomotive 

 wheel brings an irregular strain on all the parts, which materially increases 

 the wear and tear to which they are liable. Great damage is also done to the 

 railway, on which the wheels at every revolution act like so many ponderous 

 hammers. It has been found advantageous to make the working surface of 

 the wheels conical, diminishing from the tlanch ; but the conical surface of 

 the iron tire is soon worn down, and the wheel made conical the reverse way, 

 causing a serious loss of tractive power and increase of friction on all the 

 parts affected. By the use of steeled tires these evils are henceforth to be 

 avoided, the extreme hardness of the .surface enabling them to endure without 

 injury the action of the rails for a considerable length of time." — The claim 

 is, 1. The mode described of forming and hardening steeled tires of wheels to 

 be used on railways. 2. The use of steel in the tires of engine and carriage 

 wheels for railways. — Mechanics^ Magazine. 



An improvement or improvements in the mode of resisting shocks to railwatj car- 

 riages and trains, and also in the mode of connecting and disconnecting railwaif 

 carriages : also in the application of springs to carriages ,* patented by William 

 Henry Smith, late of the York-r6,ad, Lambeth, but now of 20, Rockingham- 

 row, \Vest, New Kent-road. Engineer, dated Nov. 28, 1840. — The first im- 

 provement consists in applying to railway carriages certain combinations of 

 machinery or apparatus, atfording an increased length of elastic resisting 

 power, with a consolidated action of the same, calculated to obviate the pre- 

 sent liability to danger. The second, a peculiar mode of connecting the en- 

 gines or carriages, w hereby they may be more readily attached to each other, 

 or instantly detached, thus placing them more completely under the control 

 of the engine-man or conductor, by whom the connect on may be broken 

 (without bis leaving the foot-plate) in case of the engine getting off the rails 

 or meeting w'ith any other accident ; or a solid connection may thus be 

 formed between the carriages, causing a simultaneous action of the whole 

 train upon one point of resistance, thereby lessening the amount of spring or 

 other elastic resistance re:juired, and at the same time ensuring greater safety 

 and efficiency of action. The third, consists in a certain application of the 

 vertical or side springs, by which is obtained in a greater degree an universal 

 action of the carriage, presenting an increased elastic resistance in the direc- 

 tion of the shock, whether lateral or vertical. In the first case, a series of 

 helical or other springs are placed in parallel rows, side by side, beneath one 

 of the carriages ; a single Duft'er-bar extends, by connection, through the 

 whole length of the train, and projects about five feet beyond the carriages 

 at each extremity. This buffer-bar is connected to two cross arms, which 

 abut against the two ends of the series of springs already mentioned. A 

 buffer at the end of the bar receiving any shock, it is transmitted along the 

 bar to the cross pieces impinging on the springs, w hich present an elastic re- 

 sistance to such pressure. As these springs can be acted upon from either 

 end, should a collision occur from one train overtaking another, both would, 

 if thus equipped, be found unhurt, the consolidated resistance in each being 

 brought simultaneously into action. Another mode of resisting sudden shocks 

 is by means of a male screw upon the buffer-bar running along the under 

 side of the carriage frame, having a quick thread " so as to fall by its own 

 gravity," and turn freely in a nut or collar firmly affixed to the carriage. 

 Any shock, it is said, ivould be transmitted through this collar in a much 

 less degree (proportioned to the angle of its thread). The end of the screw 

 is attached to a strong verge spring, which increases the resistance to the 

 turning of the screw as it is wound up, so as completely to overcome the 

 shock. The screw is acted upon by a bufifing-bar. " The main value of this 



Eart of my invention," observes the patentee, " is, that the spring is affected 

 ut in a small degree by the amount of shock endured ; its principal portion 

 being received in the collar, and the resistance not increasing in the same 

 propor.ion against the spring as in the ordinary methods ; but by the screw's 

 application, I calculate, five-sixths of the effect of the concussion_would be 



received by the collar (ergo : by the carri-ige), and the same proportions to 

 any extent." A third method of resisting shocks is by means of an hydraulic 

 apparatus, consisting of a large close cylinder filled with water, placed under 

 the carriage ; a piston works loosely in this cylinder, the piston rod passing 

 through a stuffing box, and forming the buffing bar; a passage under the 

 cylinder, which connects its two ends, is closed by a cock. On encountering 

 a shock, the butter-bar forces the piston along in the cylinder, the water 

 rushing from before it through the open cock, the contracted orifice of which 

 impedes its progress and checks the motion of the piston. As the piston rod 

 is (lushed in, a connecting rod passing from it to the cock closes the latter, 

 when the water can only escape by the sides of the piston, thus offering a 

 still greater amount of resistance. The piston is capable of working either w ay, 

 according to the end of the train from which the shock is received ; and owing 

 to the piston not fitting tightly, there will be no liability of it or the cylinder 

 receiving any injury. There is a reacting spring for restoring the piston to its 

 original position. — The mode of connecting and disconnecting railw ay car- 

 riages is by the following arrangement : — A connecting bar is att,ached to the 

 engine by a pin joint, and kept in the right position by a st.aple pendant from 

 the foot-plate ; at the other end of this bar there is a piece projecting up- 

 wards. A bell-mouthed aperture is let into the front frame of the tender or 

 carriage, which gulden the before-mentioned bar into the recess in case of 

 any variation of the relative positions of the carriages. On pushing the car- 

 riage, &c. up to the engine, the bar enters the aperture, pressing down a 

 strong spring until the projecting piece of the bar enters a slot or cavity pre- 

 pared to receive it. when the spring rises and foims a permanent connection. 

 In order to disconnect the engine, it is only necessary to press with ihe foot 

 upon a small rod, which, acting on the projection, forces down the spring, 

 and allows Hu' liar to Ije withdrawn. — The new mode of applying springs to 

 carriages of every description, consists in adapting four sets of helical springs, 

 to work oliliquely between the wheel axles and carriage frame, being inclined 

 at the angle of about 40° from each other towards the ends of the carriage. 

 The object of this arrangement is (saiil to be) to receive the jerk in whatever 

 way it may come, either from the wheels or the buffers, and transfer it to the 

 opposite spring, which together (the one by compression, the other by ex- 

 pansion) present an additional resistance to the action of the shock. These 

 springs have also a double vertical action resisting shocks either from above 

 or below. — Ibid. 



Improvements in railway and other propulsion ; patented by John George 

 Shuttleworth. of Fernly-place, Glossop-road, Sheffield, gentleman. Nov. 28, 

 1840. — The contrivance of this gentleman bears a very close resemblance, in 

 many parts, to the atmospheric railways long before the public, except that 

 in the present instance the patentee proposes to employ a denser fluid (water) 

 as the motive power. A horizontal main or tube is laid along the line be- 

 tween the rails, having a slot or opening on its upper surface ; this aperture 

 is smallest at the top. and expands downward. A piston fits the interior of 

 this tube, and terminates in a peculiarly formed guide-neck, for taking up 

 and applving to the aperture in the pipes a continuous flexible valve or stuff- 

 ing of india rubber or other suitable material. In front of the guide-neck 

 there is one vertical and one horizontal wheel, to guide the pislon steadily 

 along the line with the smallest possible quantity of friction; while a thin 

 metal plate passes up through the opening, and is attached to a railway car- 

 riage of the ordinary constructicm. At the commencement of the line, a ver- 

 tical pipe conveys a column of water on to the horizontal main, througli a 

 valve or cock opened or shut at pleasure. The efficiency of this agent may 

 be produced by the pressure of an elevated reservoir, or by the application of 

 steam power to force it into the pipes. On turning the cock the water rushes 

 into the main, and drives the piston, with the carriage to which it is attached, 

 forward ; the flexible valve, which lies along the bottom of the main, but 

 passes through the guide-neok and up over the piston, is raised as the piston 

 travels along, and forced into the opening of the pipes, where it is kept by 

 the pressure of water behind the piston. — The claim is — 1st. The application 

 of the power of a column or body of water acting against a piston in a tube, 

 to which piston a railway carriage, or other <ibject to be propelled, is fastened 

 for the purpose of propulsion. 2nd. The improved guide-neck to the said 

 piston for raising and conveying to its proper place the flexible valve or stuff- 

 ing required to fill the slot or space left open In the upper part of the pro- 

 pelling tub&for the passing of the plate. — Ihid. 



Improi'ements in the manufacture of certain descriptions of cement ; patented 

 by Richard Freen Martin, ot Derby, gentleman, Dec. 2, 1840. 



The improvements which form the subject of this patent, relate more par- 

 ticularly to those descriptions of cement for which a former patent was ob- 

 tained, dated Oct. 8, 1834, but are also applicable to other cements, as set 

 forth hereafter. In the former patent, in order to produce certain hard ce- 

 ments, it was directed that gypsum, either in its natural state or as plaster 

 of Paris, or limestone, or chalk, or lime, in the state of powder, should be 

 mixed with a solution of any strong alkali neutralized by an acid, (American 

 pearlash and sulphuric acid being preferred) and that water should be added 

 to the mixture till it was in a fit state for casting or moulding into cakes, and 

 to be subsequently dried and burned. The patentee has since discovered that 

 the said processes may be facilitated and the cost of them reduced in the 

 following manner ; — 



First, instead of employing alkaline and acid solutions, the acids and alka- 

 lies are to be used in the solid state, either added separately or preriously 

 combined together, and no more water employed than the materials them- 

 selves contain. 



.Secondly, in certain cases the addition of the alkali, or both the acid and 

 the alkali ate dispensed with, and the quantities of these ingredients incor- 

 porated in the substances themselves are depended upon, to form the bases 

 ot the cements. In carrying out the first improvement, a quantity of pearl- 

 ash is dissolved in water, to which is added a sufficient quantity of sulphuric 

 acid to form a neutral compound ; this mixture being evaporated to dryness, 

 leaves the required compound in a solid state. 



When it is desired to add the acid and alkali separately in a solid state to 

 the gypsum, chalk, iScc., pearl-ash is used and dissolved, or where cements of 



