Improvements in Railroad Trains.
Year: 1895

page_text: Date of Application, 19th Jan., 1895-Accepted, 23rd Feb., 1895
Improvements in Railroad Trains.
1, HENRY LATIMER SIMMONS, of Wickes, in the County of Jefferson, and
State of Montana, one of the United States of America, Mining Engineer, do
hereby declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement :-
This invention relates to railroad trains; and it consists in the novel construction
and combination of the parts hereinafter fully described and claimed, whereby
one train may pass over another train which it meets or overtakes upon the same
track.
In the drawings:
Figure 1 is a side view of two trains in the act of passing each other on the same
track.
Figure 2 is an end view of one of the intermediate carriages; and Figure 3 is a
plan view of the wheels and axles of the same.
Figure 4 is a side view of part of one of the end cars.
Figure 5 is a side view of one of the longitudinally-sliding rail joints, partly in
section.
Figure 6 is a plan view of one of the horizontally-vibrating rail joints; and
Figure 7 is a side view of the same.
A are the main rails the trains run on. Each train consists of two end cars B
having inclined upper portions, and one or more intermediate carriages C for
containing parcels, mail matter, freight, passengers, or anything else which can be
transported by rail. One of the intermediate carriages may contain a motor, or a
motor D may form a part of the train. The motor may be an electric motor, or it
may be worked by steam, gas or any other approved means for obtaining power.
E are the upper rails supported above the cars and carriages of the train.
These rails are of exactly the same gage as the track rails A. The rails E above
the end cars are inclined and their lower ends come as near the rails A as possible.
F are longitudinal bars attached to the axles of the cars and carriages, or
otherwise supported by the said axles, and f are vertical bars having their lower
ends secured to the bars F. The upper ends of the bars have plates or shoes to
which the upper rails E are secured, and the bars F form a strong framework
which supports the weight of a train when passing over the rails E. The bars F
form a rigid support for the rails E, but if desired the end portions of the rails E
on the end cars may be supported upon strong springs G. A hand wheel and
screw 9 may be used for regulating the height of the end portions of the rails E
above the rails A, or any other approved adjusting device, such as a rack and
pinion, may be used for the same purpose.
H are vertically-vibrating joints in the rails E, for allowing the end portions of
the rails to be adjusted, and permitting the rails E to adjust themselves to
irregularities of the road bed under the rails A.
I are horizontally-vibrating joints in the rails E, to permit them to adjust
themselves to curves in the track. The pins of the joints I are provided with
countersunk heads so that the wheels can run over them smoothly.
Jare longitudinally-sliding joints in the rails E permitting the cars and carriages
to which the rails E are attached to move end wise to a limited extent with respect
to each other without breaking the continuity of the rails E.

page_text: I do not coufine myself to any particular form of joints H, I and J, as joints of
any approved form may be used provided they will give the requisite freedom of
movement.
The inclination of the end portions of the train may be varied and adapted to the
speed at which the trains run and to their weight.
When one train meets or overtakes another train, one train will run up the
rails E, carried by the other train, and will run along the rails E and descend outo
the rails A at the other end of the lower train, as shown in Figure 1.
The trains have the inclined lower ends of their rails E adjusted at different
distances from the rails A in a prearranged manner so that the ends of the rails E
of successive trains are not exactly upon the same level when they meet. The
train having the ends of its rails E higher above the rails A than those of the
train it meets or overtakes will rise and run up on the rails E of the other train.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :
1. A railroad train provided with rails supported above the train and having
inclined end portions, said rails being of the same gage as the main rails upon
which the said train runs, substantially as and for the purpose set forth.
2. A railroad train provided with rails supported above the train and having
inclined end portions, said rails being of the same gage as the main rails and
provided with vertically and horizontally vibrating joints and longitudinally-sliding
joints, substantially as and for the purpose set forth.
3. The combination, with the stationary main rails A, of two trains provided
with rails E of the same gage as the main rails, supported above the trains and
having inclined front and rear end portions and means for adjusting the height of
the said end portions above the rails A, whereby one train may rise and pass over
the other, substantially as set forth.
Dated this 19th day of January 1895.
WHEATLEY & MACKENZIE,
40, Chancery Lane, London, W.C., Agents for Applicant.