IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS AND IN THE ROLLING STOCK AND STRUCTURES THEREFOR
Year: 1868

page_text: LETTERS PATENT to Charles Denton Abel, of No. 20 Southampton
Buildings, Chancery Lane, in the County of Middlesex, Patent
Agent, for the Invention of 'IMPROVEMENTS IN THE CONSTRUCTION OF
RAILWAYS AND IN THE ROLLING STOCK AND STRUCTURES THEREFOR."--A
communication from abroad by Baron Ludwig Almos Lo Presti; of
Pesth, in the Empire of Austria.
Sealed the 9th March 1869, and dated the 22nd October 1868.
PROVISIONAL SPECIFICATION left by the said Charles Denton Abel
at the Office of the Commissioners of Patents, with his Petition,
on the 22nd October 1868
1, CHARLES DENTON ABEL, of No. 20, Southampton Buildings,
Chancery Lanc, in the County of Middlesex, Patent Agent, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN THE CON-
STRUCTION OF RAILWAYS AND IN THE ROLLING STOCK AND STRUCTURES THEREFOR."
to be as follows:-
One part of this Invention consists in constructing railways of a very
narrow gauge upon a single longitudinal and continuous beam of timber
(or it may be made up of two or more pieces fixed together so as to form
827

page_text: a compound beam), the different lengths of which beam are scarfed
together so as to overlap each other, and are secured by wedges, pins, or
other suitable means so as to be rigidly connected. On either side of
this timber way are fixed the rails upon which the rolling stock is to
run. This timber way is laid either loosely on the surface of the ground,
einbankment, or cutting with comparatively slight transverse supports
at intervals, or it may be fixed down upon piles or uprights driven into
the ground in such manner that the timber way is elevated above the
latter. Such supports may on account of the rigid connections of the
lengths of the timber way be at greater distances apart than those for
ordinary railways. At bends or curves the lengths of the timber way
may either be jointed rigidly as above described, or they may have
articulated joints arranged with overlapping pieces so that the continuity
of the rails shall not be interrupted.
Beyond the above-mentioned supports no specially prepared bed is
required for the timber way. One or more electric telegraph wires may
be carried along the timber way.
The rolling stock for this railway is constructed so that the bodies of
the carriages, trucks, or locomotives stand at a very small distance from
the surface of the timber way, so that although the wheels are much
nearer together than those of the ordinary rolling stock, yet, on account
of the centre of gravity being lowered in the same (or even a greater)
proportion, the stability of the rolling stock will be at least as great as
before. To afford still greater stability horizontal or inclined wheels,
discs, or pulleys carried by the rolling stock on either side are arranged
to take a bearing against the outer sides of either the timber way or of
the rails, or such horizontal wheels may be arranged centrally between
the rails so as to take a bearing against the inner sides thereof. In some
cases special rails are provided for the horizontal or inclined wheels to
bear against. The wheels of the rolling stock may also themselves be
placed in an inclined position for the above purpose. The rails. receiving
continuous support from the timber way are made considerably lighter
than heretofore, and may consist merely of iron or steel of a flat or trough
shaped section bedded in the timber way, in the trough of which rails
the wheels run. For producing greater adhesion for the wheels on
inclines the rails are there composed of two parts, the part which is
subject to the greatest friction from the wheels being made of a hard
metal, while the other portion is made of any suitable softer alloy which
will produce a greater adhesion of the part of the wheels running upon

page_text: them. In cases where V-shaped rails are employed in combination with
wheels having V grooves the traction wheels alone are so formed as to
run upon the V rails, while the grooves of the other wheels are so formed
that they do not run upon the V rails, but allow flat side.surfaces on the
wheels to run upon flat surfaces on the sides of the rails. In place of
using metal rails, these may in some cases be made wholly or partly of
certain kinds of hard and if necessary compressed wood, in which case,
in place of employing two rails and corresponding double sets of wheels
to the carriages, the upper surface of the timber way may constitute one
broad rail surface upon which one broad wheel placed centrally under
the carriages is made to run. Where the line of railway runs on a level
with and through paved roads in towns and other localities the timber
way may be dispensed with, and grooves be cut in the paving in which
the rails are fixed. Where two lines of timber way require to converge
into one, a length of the latter is arranged to turn on a joint as a switch
so as to establish continuity with the one or the other line as may be
required. For changing the rolling stock from one line on to another
one or more lengths of the timber way connected together as a platform
are made either to move laterally from the one line to the other on
wheels or to turn on a centre as a turntable. For the bridges or
viaducts destined either to carry the before-described timber way over
roads and other localities or to carry the roads over the timber way,
supports are employed resting simply upon the surface of the ground
and which are built up of wood balks or of blocks of stone, by
preference so as to assume a pyramidal form, the said balk or blocks
being laid crosswise one above the other and connected together by
wedging and by means of bolts, struts, or metal brackets. The timber
railway may be simply laid upon these without any connection whatever
thereto, or with only such connection that any slight lateral motion of
the timber way resulting from the passage of a train will not be
imparted to the supports. For this purpose antifriction rollers may be
placed between the timber way and the support. For crossing large
rivers the timber way may be laid either upon such above-described
supports sunk slightly below the bed of the river or upon pontoons, and
to allow for variations of level of the floating parts this may be con-
nected to the parts on land by means of hinged connecting pieces, by
preference of metal. Where the variations of level of the floating part
are so great as to disturb the continuity of the line, the timber way may
be rendered adjustable in height on the pontoons by adjusting screws or

page_text: by hydraulic cylinders. When the supports or piers of the bridges or
viaducts are farther apart than the greatest span at which the timber
way can safely carry the load of a passing train, the timber way is
strengthened by trussing, employing for the truss, by preference, metal
bands or rods or wire ropes.
In constructing the rolling stock as before described with. the. body
of the carriages close down to the rails, the under framing is arranged
to lie below and therefore to be suspended from the axle boxes of the
wheels; these are carried in bogie frames at each end of the carriage,
the two contiguous bogie frames of two carriages being connected
together by means of a pin or bolt, on which each is free to turn and
which serves as the coupling for the two carriages, thus doing away with
the coupling chains, links, and buffers. As before stated the carriages
may run on broad central wheels instead of side wheels, or they may
have central wheels at one point and side wheels at another. The
bodies of the carriages are, by preference, made independent of and
removeable from the under framing and wheels, so as for the sake of
economy to render possible the converting of a passenger carriage into
a goods truck when required, or vice versa, by simply removing the
superstructure.. The. wheel tyres are made entirely without taper, and
the rims at least twice as deep as those of ordinary railway wheels.
The locomotives are provided with fore and aft four wheel bogie trucks,
upon which the body of the locomotive swivels, all the wheels of which
bogies when actuated by the steam cylinders in the ordinary manner
are coupled together in order to obtain the requisite power of traction,
the coupling of the wheels of the one bogie with those of the. other
being effected by connecting them by means of connecting rods to the
opposite ends of rocking levers or beams situated between them. The
connecting rods are formed with ball-and-socket joints so that they can
act properly no matter in what non parallel position the bogies may be in
when the engine is on sharp curves.
In another arrangement, in place of communicating the motive power
from the steam cylinders to the driving wheels in the ordinary manner,
the steam cylinders are caused to force water or other non-compressible
fluid through conducting pipes so as to act upon separate rotary pistons
fixed to the axle of each driving wheel and contained in a cylinder
through which such axle passes. The slide valves to those two of such
rotary engines that actuate the contiguous wheels in one bogie truck are

page_text: connected together and are actuated by the revolving pistons themselves.
In order to insure the accurate motion of the two such wheels relatively
to each other they are geared together by an endless pitch chain.
For regulating the motion of the engine the pump actuated by the
steam cylinder for forcing the fluid as above-described is connected to
a large excentric on the driving shaft in which is a second excentric
capable of adjustment relative to the former by the engine driver, so that
either the excentricity of the one is made to neutralize that of the other
or so that the excentricities of both are made to operate on the con-
necting rod; in the first case no motion will be imparted to the piston
of the pump, while in the latter case the maximum motion- will be
imparted thereto. For reversing the motion of the engine the excentrics
are furthermore rendered adjustable relative to the cranks acted on by
the steam cylinders, so that by moving them into one position or the
other they may be made to act in the same direction as or in a contrary
direction to the cranks. If great tractional force is required the before-
mentioned rotary engines acted on by the fluid may be applied to the
tender and to-one or more of the carriages or trucks as well as to the
locomotive. To increase the adhesion of the driving wheels to the rails,
these latter may, as before stated, be constructed at the inclines of
suitable metallic alloys, or wood surfaces may be let into or employed
in place of the metallic rails; or again the tyres of the wheels may have
wood surfaces let into them, arranged in such positions that when the
wheels are running upon the level parts of the line such wood surfaces
are not in contact with the rails but are made to run upon auxilliary
rails when they arrive at the inclines. For ascending steep inclines a
mechanism is employed of the following arrangement: An endless
chain. with bearing studs is carried over two horizontal wheels at the
side, of the timber way (one such arrangement being provided on each
side of the way);. the wheels are carried by a strong lever hinged at one
-The
end on a pin fixed centrally to the framing of the locomotive.
other end of the one lever is connected to a piston situated in a cylinder
connected to the other lever, in such manner that by admitting fluid
under pressure (from the before-described pumps of the locomotive) into to
the said cylinder behind the piston, the two levers are made to approach
and thereby the studded endless chains are pressed: forcibly against the
sides of the timber way. The endless chains have cogs, in which gear
corresponding cogs on. the sides of the driving wheels (and which may

page_text: a
be connected to an excentric so as to be withdrawn when not in use),
so that by the rotation of the wheels the endless chains are made to
revolve and to travel along the sides of the timber way, thus constituting
continuous rack fixed to the latter in which the driving wheels gear.
The boiler and engines of the locomotive are like the bodies of the
carriages placed low down close to the rails, the driving wheels with
their rotary engines being situated beyond the boiler and fire-box at
each end to allow of such low position. The stability of the locomotive
will thus be as great as the locomotives of the ordinary railways, but
if desired the stability may be still further increased by the employment
of horizontal wheels bearing on each side of the timber way or between
the rails thereon, as before-described with reference to the carriages.
For tug locomotives for canals the before-described arrangement with
one central broad rail and corresponding driving wheels may be employed
in combination with horizontal side bearing wheels to counteract the
diagonal strain exerted by the traction rope; two such tug locomotives
may be arranged one on either side of the canal to draw one and the
same barge. The breaks for the wheels are constructed by preference
as a pair of nipping tongs caused by a screw worked by hand or by
electro-magnetic apparatus actuating the ends of the levers thereof to
nip the timber way between them with greater or less force. For readily
unloading trucks, or for transferring the load of one truck to another,
the trucks are provided with a strong removeable lining containing the
goods, and which is lifted togeter with these out of the truck by means
of a crane or other hoisting apparatus, and is placed either into another
truck or wherever required; or as before described, the entire body
of the truck may be made removeable from the under framing.
the before-described new system of railways and of rolling stock and
structures apertaining thereto little or no levelling of the ground is
required, tunnels and deep cuttings are consequently dispensed with,
nor is any continuous foundation required, the necessary supports being,
as before stated, merely placed upon or driven into the natural ground,
or the support may be increased by cutting troughs into the ground
and filling them in with rubble work, upon which the supports are laid.
The timber way, being very portable, may be readily removed from one
point to another according to the exigencies of the traffic, and in passing
through mountainous districts for the conveyance of timber, minerals,
&c. this system of railway may readily be laid in narrow gorges or
By

page_text: passes, on account of the practicability of employing frequent and sharp
curves thereon, and thus the necessity of passing over the mountains by
steep inclines may be done away with.
SPECIFICATION in pursuance of the conditions of the Letters Patent
filed by the said Charles Denton Abel in the Great Seal Patent.
Office on the 22nd April 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
DENTON ABEL, of No. 20, Southampton Buildings, Chancery Lane, in
the County of Middlesex, Patent Agent, send greeting
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-second day of October. in the
year of our Lord One thousand eight hundred and sixty-eight, in
the thirty-second year of Her reign, did, for. Herself, Her heirs and
successors, give and grant unto me, the said Charles Denton Abel, Her
special licence that I, the said Charles Denton Abel, my executors,
administrators, and assigns, or such others as I, the said Charles Denton
Abel, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times thereafter
during the term therein expressed, should and lawfully might make,
use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS AND IN THE ROLLING STOCK
AND STRUCTURES THEREFOR," communication to me from abroad by Baron
Ludwig Almos Lo Presti, of Pesth, in the Empire of Austria,) upon the
condition (amongst others) that I, the said Charles Denton Abel, my
executors or adminstrators, by an instrument in writing under my,
or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner
the same was to be performed, and cause the same to be filed in the
Great Seal Patent Office within six calendar months next and im-
mediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Charles Denton Abel, do hereby
declare the nature of the said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in

page_text: and by the following statement thereof, reference being had to the
accompanying Drawings, and to the figures and letters marked thereon,
that is to say:-
In the present systems of construction of rolling stock and permanent
way for railways the proportion between the gauge of the line and the
width of the bodies or superstructure of the carriages is unfavorable, as
will be seen from the following:-The centre of gravity of the carriage
or wagon shewn at Figure 1 of the accompanying Drawings (which
carriage is of the usual proportion to the gauge of the rails) would be
about at the point a, the height of which point above the rails c, d, is
about equal to the gauge of the latter. It is evident that bodies
supported upon bases that bear equal proportions to the distances of
the respective centres of gravity above such bases are equally stable,
therefore if the body of the wagon can be lowered to within, say, threc
inches of the permanent way, as indicated at Figure 2, the centre of
gravity will be lowered in like proportion to the point a, and con-
sequently the gauge c, d, may be reduced to a corresponding extent as
shewn, that is, instead of being 54 inches it may be reduced to
about 27 inches. The result will be that by this arrangement the
bodies of the wagons or rolling stock will be 3'5 times the width of the
gauge of the rails instead of 1'89 as is the case with the existing system.
The diagram, Figure 3, shows that both wagons would be of equal.
stability as their centres of gravity fall in the same plane, as shown at a, a,
Figure 3. In the case of the two storied wagon shown at Figure 4 it
will be seen that as its centre of gravity is at f, Figures 3 and 4, the
angle of stability this wagon could assume for its centre of gravity to
lie in the same plane as those at Figure 3 would be as shown at x, d, y,
Figure 3. From the above it will be evident that the bodies of railway
rolling stock of the present gauge could, without affecting their stability,
be made nearly twice as wide as at present, or that the gauge of rails
for rolling stock of the present width could be reduced to one-half of the
present gauge with the same results. In Figure 5 is shown a diagram
of the heights and widths of the bodies of covered wagons, and Figure 6
shews a similar diagram of the dimensions of passenger carriages (which,
as shown in Figure 4, can be built considerably higher), and Figure 7
gives the corresponding widths of six different gauges as proposed for
the different classes of permanent way for the present system. If the
gauge of 54 inches were to be used with carriages constructed according
to the present Invention the width of the bodies of the carriages would

page_text: be just twice as great as that shown at B or B2, Figures 5 and 6, as
indicated at A and A. It will be evident that in practical construction
the size of body F would be abandoned, and that the height of the
bodies B and C will be reduced to that of D. The gauges correspond-
ing to these dimensions of the bodies are shewn at Figure 7 the gauge A
corresponding to the bodies A or A, B corresponding to B or B2, and so
on. In all these proportions the width of the body is 35 times that of
the gauge, and the height of the centre of gravity is in proportion to
the gauge as 1 to 1 for wagons, and for passenger carriages as 127:1.
From considerations which will be seen hereafter the above minimum
gauge can only be maintained in exceptional cases and must for
ordinary cases be somewhat enlarged; the proportion of gauge to width
of carriage adopted in the following is therefore as 1 to 3'1 as shewn at
Figure 8. The proportions of the sleepers to these gauges are. shown
at Figure 9 where B shews the proportion of sleeper to the gauge B",
in Figure 8, and to the bodies B and B, Figures 5 and 6, and so on.
There are some cases where the width of the carriages may even exceed
,the above-mentioned maximum and be equal to about 45 times the
gauge or the centre of gravity thereof be raised to a height equal to
about 1 times the gauge. For the latter class of rolling stock it will
be expedient to provide appliances for holding the carriages on the rails
such às will be hereafter described.
The Permanent Way. The principal feature of the system of railway
forming the subject of the present Invention and which is rendered
possible by the above considerations consists in the employment of a
continuous timber permanent way of such a width that it is capable of
carrying both rails for the rolling stock to run upon such timber way
is represented by a rectangular beam, Figure 12, Shect II., the ends of
which are scarfed as there shown, so as to form rigid end connections.
This timber way is laid either loosely on the surface of the ground
with comparatively slight transverse supports at intervals, or it may be
fixed down upon piles or uprights; such supports may, on account of
the rigid construction of the timber way be at greater distances apart
than those for ordinary railways. Where the rails are required to
resist great lateral strain as is the case where the load is to be towed
along it by a force acting at one side thereof, it will be necessary to
secure the permanent way by means of piles or standards driven into the
ground as shown at Figure 49, Sheet V. with this exception all the
modes of fastening the timber way are modifications of that first

page_text: described, and depend entirely upon the special purpose for which it is
intended to be used. In order to obtain the greatest stability in this
continuous beam or timber way it is desirable that the rails to be
employed thereon should be the same length as the pieces of timber in
order that they may be laid so as to break joint with each other.
Figure 17 shews a continuous beam scarfed and wedged together. If
it is required to construct this permanent way in a
quick and inex-
pensive manner the arrangement shown at Figure 20, Sheet II, may be
employed when the rolling stock is heavy and is required to run at low
speeds, but for light loads and high speeds the construction shown at
Figure 18 may be employed. On either side of this timber way are fixed
the rails upon which the rolling stock is to run as shown at Figures 23
and 24 on Sheet II. and Figures 28 and 30 on Sheet III. For cheap-
ness this timber way may be composed of two or more pieces placed side
by side and secured by means of the wedge pin and bolt shewn at
Figures 13, 14, 15, and 16, Sheet II. For bridges and viaducts the
permanent way may be formed of two thicknesses of timber laid one
over the other so as to break joint, as shown at Figure 48, Sheet IV.
Where circumstances require this timber way to pass at the same level
along or through roads already formed the arrangement shown at
Figure 39, Sheet IV., is employed.
In continuing this system through cities, towns, or districts already
paved the timber way may be dispensed with at those parts and
the rails may be laid in recesses chiselled or otherwise cut in the
pavement by means of any suitable apparatus. In this case the
ends of the rails must be joined together by suitable junction plates
or wedges.
Figures 25, 26, 27, and 38, Sheet III., shew respectively transverse
sections of the pavement, rail, and tubular wedge a and a perspective
view of this arrangement.
If it is required to construct this system of permanent way along the
banks of a river for the purpose of towing ships or other vessels by
means of a locomotive engine it may be formed upon piles or uprights
driven into the ground at intervals in such a manner that the timber
way is elevated above the latter, as shown at Figure 83, Sheet 10. At
bends or curves the lengths of the timber way may either be jointed
rigidly, or they may have articulated joints arranged with overlapping
pieces, so that the continuity of the rails shall not be interrupted.
For

page_text: this purpose the pieces of timber to form the curve are either sawed or
cut to correspond therewith, as shown at Figure 29, Sheet III., and at
Figure 40, Sheet 1V., or the curve may be made up of straight short
pieces, as shown in position at Figure 42, and in detail at Figures 43,
44, and 45, Sheet IV., or the pieces for forming the curves may be so
constructed that they may overlap at the joints. These pieces with
their connecting pin and the form of rail used therewith are shown in
detail at Figures 31, 32, 33, and 34; the recessed plate with its pro-
jection for forming the continuity of the rails is shown at Figure 35; the
complete joint is shown in plan and side clevation at Figures 36; and
the whole of the parts in position are shown in perspective at Figure 37,
Sheet III.
These universal curves" are economical for those establishments
whose lines of rail frequently undergo alteration of curvature. These
curved beams may sometimes be provided with concentric beams b,
with protecting or counter rails c placed one on each side of the
main beam, as shown at Figure 40, Sheet IV. All these curved beams
may be constructed of two pieces laid side by side as the straight
beam in Figure 14, Sheet 11., or one above the other, as in Figure 48,
Sheet IV.
Curves of large radii may be constructed simply by using long and
straight beams formed by preference the same as that shown at Figure
48, Sheet IV.
Figure 66, Sheet VIII., shows the section of a carrying rail of
wrought iron; and Figure 72 shows the section of a timber way with its
rails, both of which sections are of equal strength, but it will be found
upon calculation that the cost of the latter is considerably less than for
the former, and it is only under very exceptional circumstances that it
would be advisable to substitute a metal railway for a wooden one.
Whereas the various parts of the existing system of permanent way,
such as sleepers, rails, fish plates, spikes, &c., appear as separate features
combined together and with the ballast or ground in which they are
imbedded to a great extent, the present improved system is distinguished
therefrom by the combination of all such component parts in one solid
continuous structure separate from and merely resting upon the ground
or ballast capable of withstanding effectually all disturbing forces,
insuring the permanent parallelism of the rails, and therefore also the
security of the transit of the rolling stock thereon.

page_text: Foundations. The various parts of the permanent way at present in
use are laid and firmly secured upon a carefully prepared level and firm
base, and when constructed may be compared to a system of horizontal
ladders. By the present proposed arrangement all the component parts
are united to one massive body which is simply laid upon the soil; a
section of this permanent way will be found to be more solid and to
possess far greater stability than the present system. The superstructure
of this new system of railway consisting of one continuous massive beam
offers a very strong resistance to disturbing forces from any direction;
the parallelism of the rails is also better preserved and cannot easily be
disturbed without some unusual force being brought to bear against
them, and it is also difficult to suppose that the beam itself could be
altered from its horizontal position by any force, except a lateral sinking
of the soil, which from the elastic nature of the beam would have little
if any damaging effect upon it, and it would remain perfectly safe whilst
the train rolled over it.
The essential feature of this system of foundations consists in the
employment of posts, piers, or blocks of timber or stone placed at the
greatest practicable distances apart, as shown at Figures 17, 18, and 21,
Sheet 11., and at Figure 37, Sheet III., to which as a rule the timber
way is not secured but is only fixed thereto under exceptional circum-
stances. These foundations do not require to be of symetrical structure
and they are simply laid upon the ground instead of being fixed in the
same.
Safety Appliances.-In many cases, for instance where sharp curves
have to be passed at high speeds, the arrangements of counter rails may
be employed, as shewn as c, Figures 40 and 41, under which the safety
wheels on the bogie trucks, to be hereafter described, run. To afford
greater stability to the rolling stock when the bodies thereof are 4
times wider than the gauge of the rails horizontal or inclined wheels,
discs, or pulleys carried by the rolling stock on either side are arranged
to take a bearing against the outer sides of either the timber way or of
the rails. In some cases special safety rails, ledges, or rebates are con-
structed upon the sides of the continuous beam, as shown at a, Figure 21,
Sheet II., and at b, Figure 30, Sheet III.
The arrangements which are preferred for these horizontal safety
wheels on account of their simplicity and efficacy and for securing
stability with the least possible friction are shown at Figures 70 and 71,

page_text: Sheet 8, at Figure 78, Sheet 9, and at Figure 85, Sheet 10, where the
horizontal wheels, rollers, or discs run against the side of the driving
rails. Of all these arrangements that shown at Figure 78 is considered
the most economical, both as regards cost, space, and weight, as each
wagon with cight wheels or two lour-wheeled wagons requires only two
horizontal rollers. For sharp curves the wheels running against the
inner rail must be proportionately smaller in diameter than the outside
ones, or they must have more play given to them to allow them to pass
freely round the curve. For this purpose it is preferred to employ four
small horizontal rollers placed as near as possible to the flanges of the
wheels as being more certain in their action and cheaper in construction.
Figurer 115, Sheet 15, shows the section of a rail especially designed for
this arrangement.
In lieu of the above-described arrangements of horizontal wheels for
obtaining stability the wheels themselves of the rolling stock may be
placed in an inclined position for the same purpose. In this case the
rails receiving continuous support from the timber way are made con-
siderably lighter than heretofore, and may consist merely of iron or steel
of a flat or trough-shaped section bedded in the timber way for the
wheels to run in, as shown at Figure 23, Sheet II. By this system of
safety appliances an effectual conteraction of disturbing forces is effected
by means of the special safety wheels, discs, or rollers.
Rails and Fastenings. In this system of permanent way the rails
are fastened immediately upon the edges of the beam, either simply by
nailing or screwing them thereto, but it is preferred to place them
some inches from the edges where timber is cheap and the cost of
constructing the beam is consequently comparatively low. The great
strength of rails as at present used is needed to distribute the load they
have to carry upon a sufficient surface of sleeper and to enable the rail
to carry the load with safety between the points of support where chairs
are employed now in the present system. The sectioned parts a, b, c, in
Figure 60, Sheet 8, are the only portions of the present form of rail
which are employed for forming the rails and which will be equally as
durable for the purpose as the entire section. With the present system
of rails it is important that the base or bearing surface thereof be
sufficiently large so that even if the sleeper be rotten or uneven it will
take a comparatively firm bearing thereon. The width of the gauge,
the kind of rolling stock to be used thereon, and the safety arrangement

page_text: for the same must all determine the particular form of rail to be used,
but with this system light and cheap rails can usually be employed,
especially if the timber way upon which the rails are to be laid is formed
with a tolerably even surface and eight-wheeled vehicles are employed
to run thereon. The sections of rails shown at Figures 60, 61, 62, 63,
64, and 65 answer for the gauges shown at B, C, D, E, and F, Sheet I.,
if four-wheel'd carriages are to be employed.
Figures 68 and 69 show respectively the mode of fastening the rails
at the abutting ends and the screws used for that purpose.
Figure 28, Sheet III., and Figure 53, Sheet 5, show a mode of fastening
the rails 6 by means of metal straps
Figure 67, Shect 8, shows a section of a concave or trough-shaped
rail, and its application is shown in Figures 23 and 24, Sheet II.
The rail section at Figure 64 corresponds with the gauge E, Figures 7
and S, Sheet I, it possesses however one-third more strength than is
requisite, and the sections shewn at Figures 116 to 119 would be more
correct.
The wear of the rails in this improved system is so small owing to
various causes which will be hereafter explained, that even assuming
the maximum traffic, the wearing surfaces of the above sections would
only have to be slightly increased from that shewn. Figure 120 shews
the bolts by means of which the rails are fixed upon the timber way,
and which when the latter is composed of two thicknesses as described,
serve at the same time to tie the parts together.
The grounds upon which the adoption of the above light sections of
rails is based are the perfectly uniform and firm bearing afforded to the
rails, the accurately parallel position which they may have, the small
play allowed for the rolling stock thereon, the equal distribution of the
load on the locomotive, its small relative weight and equable motion,
the improved system of breaks employed whereby the skidding of the
wheels is prevented, and the advantageous arrangement of the rolling
stock and permanent way whereby the sliding friction at the curves is
nearly entirely prevented. If the composition or alloy in the locomotive
tyres (to be hereafter described) should wear out quickly the outer
part of the tread thereof may be made of steel or iron, as heretofore, and
the inner part formed with the said alloy; in this case the "ascension
rail" shewn at Figures 121 and 122 will be employed at inclines and
other places where a greater than ordinary adhesion is required. In

page_text: the level parts and inclines with small gradients only the part of the
tyre formed of steel will run upon the part a of the rail, while at the
greater inclines the part of the tyre formed with the alloy (made of a
less diameter, than the other part) will run upon the raised part b of
the rail, the other part of the tyre still continuing to run upon the part a.
The V rails for increased adhesion should only be applied in exceptional
cases, and then the section should be such as shown at Figure 123. In
this case the tyres of the wheels of the carriages are so grooved as not
to rest upon the V head of the rail but only on the side flanges thereof,
while the driving wheels run upon the V rail. The wheels of the
carriages should for this arrangement be capable of shifting upon their
axles.
Figure 31 (a and b) shows the outer and inner rail for the polygons
or curves; Figure 35 shews the insertion pieces at the connections;
Figure 36 shows a plan and side elevation of the entire connection,
firstly, when the articulated parts are placed in a straight position, and
secondly, when they form an angle with each other; Figures 32 and 43
shew the connecting bolt and key. The same rails and insertion pieces
are also employed with the polygons or curves at Figure 42.
Bolts. The iron connecting bolts and pins shewn at Figure 19 arc
intended for fixing together the parts of the timber way shown at
Figure 18; the bolt with washer and nut at Figure 16 is for securing
together the parts of the compound timber way at Figure 14; the bolt
at a, Figure 20, is for binding the mortice joint there shewn; lastly,
the bolts b, Figure 41, are for securing the counter rails c, as shewn.
Safety Rails. The ledges or projections on the side of the continuous
beam in Figure 21, Sheet II., may either throughout their length or at
the curves only have rails attached thereto, as shown in perspective at a,
Figure 21, and in sections at Figure 22, Sheet II.
In Figure 85, Sheet 10, is shewn sections of a Vignoles rail with a
projecting edge for the horizontal wheels or rollers to run under;
Figure 78, Sheet 9, shows a bastard rail for the reception of the horizontal
wheels and at c, Figure 72, is shown a flat rail for the same purpose.
In place of using metal rails for this system of permanent way rails
made wholly of certain kinds of hard wood may be used, such, for
instance, as red beach, hickory, sugar maple, red cedar, or iron wood.
At sharp curves and gradients the line should always be furnished with

page_text: metal rails, and they should be of stronger section in these positions.
In many cases it will be profitable to use compressed wood for the rails,
by which means their surface can be made much harder, and it is
obvious that any kind of protective coating may be given to their
surface. For ascending gradients auxiliary rails may be used composed
of a compressed mixture of cement for the purpose of obtaining greater
adhésion for heavy traffic; however, metallic alloys are employed which
will be described hereafter.
The systematised mobility of the railways constructed according to
this Invention renders a mode of construction necessary wherein the
entire timber way is built up of parts capable of ready separation, which
are perfectly identical the one with the other, and cach of which parts
shall combine the whole of the separate features constituting the present
system of permanent way, that is, sleepers, rails, spikes, &c. It is
advisable to make the rails of exactly the same length as the sections of
timber way on which they are fixed, so as not to project beyond the ends
thereof.
The essential features of this system of rails consist in the arrange-
ment for the reception of safety or "passive" contrivances, the employ-
ment of hard wood in the place of metal, the obtaining the requisite
adhesion by the employment of suitable auxiliary rails or surfaces com-
posed of hard tough substances or compounds affording increased
friction, and lastly, in the arrangement of cement rails in grooves in
the permanent way.
Crossings, &c. Figures 51 and 52, Sheet 5, show respectively a
switch or sliding rail and a turntable constructed to suit the require-
ments of this system of permanent way; Figure 54, Sheet 4, shows
an arrangement of sliding and transferable platform to be used at
crossings; and Figure 58, Sheet 7, the mode and arrangement
employed for spanning roads and other similar localities. From the
Drawings these arrangements will be so obvious as to need no further
detailed description thereof. With this system of permanent way it
will only be necessary to construct the viaducts with a seven feet head-
way in consequence of the reduced height of the rolling stock.
-
The universal polygonal curves before described and shown at
Figures 37, 44, and 45 form a new feature in the management of
railways, as they can by merely loosening the wedges be easily shifted
into any desired curve to suit particular stations without the necessity

page_text: of taking. them asunder. Telegraph wires may conveniently be laid
under the rails, and thus the poles usually employed be dispensed
with.
The essential features of the entire new system above described
consists in the construction of a railway by means of a solid, compact,
narrow, and continuous structure composed of the fewest possible parts,
being of a strong yet pliable, or so to speak, elastic nature arranged to
rest upon the surface of the ground, either with or without supports
being interposed, and consisting of a timber way provided with metal,
cement, or auxilliary rails differing from the existing system of railways
in its lightness, simplicity, and portable or removeable nature.
Bridges and Viaducts.--For bridges or viaducts intended to carry the
continuous timber way across valleys, rivers, or deep ravines, supports
are employed resting simply upon the surface of the ground, which
supports are built up of wood balks or blocks of stone, by preference, so
as to assume a pyramidal form, the said balks or blocks being laid cross-
wise one above the other, and connected together by wedging and by
means of bolts, struts, or metal brackets. Figure 58, Sheet 7, shows
a construction of this kind consisting of stones, cut or round timber, and
of pieces of timber suitable for constructing the timber way if required.
Figure 49, Sheet 5, shows a cheap arrangement of timber construction
intended for the same purpose.
Figure 50, Sheet 5, shows the arrangement employed for joining the
timbers for these structures by means of wedges driven in from above so
as to strengthen the structure against vertical vibrations caused by the
passage of the rolling stock without entirely preventing the lateral
motion of the separate parts.
The structure shewn at Figure 58 indicates an arrangement for so
carrying the timber way upon the support that the former shall be
capable of moving laterally upon the latter, thereby preventing the side
strain exerted by the passing trains upon the timber way from affecting
the stability of the support. By this means a wooden structure will not
require a greater amount of batter then a stone one in which the weight
adds to the stability.
If the timber way is led in a curve over these supports, in which case
the centrifugal force of the train will effect a certain lateral motion
thereof, antifriction rollers may be applied as at c, c, Figure 58, more

page_text: effectually to prevent such motion from being transmitted to the
.supports. Too great a lateral motion of the timber way is of course
prevented by the resistance thereto offered by the rigid end connections
of the component parts of the timber way.
The arrangement shewn at Figure 49 will also be suitable in situations
where the ground is periodically inundated by the sea or by rivers, as
such a structure would form a less impediment to the force of waves
than that shown at Figure 58.
Another form of support for carrying the permanent way either over
water or on dry land, and which is recommended for its strength,
portability, and economy of material, is shown at Figure 58 at b, and
at Figure 74, Sheet VIII.
At Figure 57, Sheet 6, these latter supports are shown in conjunction
with an arrangement of pontoons for carrying the permanent way across
large rivers and estuarys.
The difference in the level between the land and water is provided for
by means of an iron girder or connecting piece b, Figure 57, hinged at
one end a, and resting at the other end upon the beam or timber way c.
The web of this girder or connecting piece fits in a rabbit formed in
the ends of the timber way, as shewn. To meet the requirement where
great differences occur between the height of the land and water the
timber way may be rendered adjustable in height on the pontoons by
means of adjusting screws or hydraulic cylinders.
The before-described "obelisks" supports may with advantage be
used for constructing permanent bridges over large rivers for forming
a firm foundation for the obelisks. When used for these purposes the
iron frame or caissoon, shown at Figure 124, Sheet 15, will be sunk at
the required spot into the bed of the river by any convenient means,
such as by excavating the earth from the inside by means of divers,
and when it is sunk deep enough the timber frame, shown at Figure 125,
Sheet 15, is placed within it, and is there firmly secured upon this
timber base, the obelisks are erected and their stability tested in various
ways, one of which may be conveniently performed by placing vessels
upon the top of the obelisks, which vessels can be filled with water
according to the test required; any subsequent lateral sinking of the
base, which will be very trifling, can be remedied by means of suitable
adjusting appliances provided in the obelisks. Any slight sinking side-
ways will be prevented by the rollers c, Figure 58, Sheet 7, from

page_text: affecting the timber way, and also by the contrivance shewn at
Figure 128, Sheet 15. These obelisks so constructed will offer little if
any obstruction to the waves, and may be protected by fenders from
ice or floating bodies; they can if necessary be easily moved and
replaced.
Although by the use of this system of supports the necessity of
bridges of large spans is obviated, yet in some exceptional cases large
spans may be required. For this purpose cheap and simple beares may
be employed similar to the trussed beam shewn in front view and
tranverse section at Figures 126 and 127, and in detail at Figures 128
and 129. Any accurate and consequently expensive fitting together of
the parts may be obviated by tightening up the structure after it has
been put together by means of wedges. These bearers are simply hung
quite free upon the tops of the supports, as shewn in Figure 128, so as
not to be affected by any lateral sinking of the same. The tension
strain in the truss is taken by a wire rope secured at the ends, as shewn
at Figure 128.
The essential features of the above-described system of bridges and
viaducts consist in the simplicity of the structures, and the ease with
which they are put together; their free support upon the ground or
foundations, and consequent portability; their security against the action
of lateral and other disturbing forces; their effectiveness even when in
inclined positions; and the insuring of a horizontal position of the
timber way thereon even when in such inclined positions.
Rolling Stock. In constructing the rolling stock before described
with the body of the carriage close down to the rails, the under framing
is arranged to lie below, and therfore to be suspended from the axle boxes
of the wheels; these are carried in bogie frames at each end of the
carriages, the two contiguous bogie frames of two carriages being con-
nected together by means of a pin or bolt on which each is free to turn,
and which serves as the coupling for the two carriages, thus doing away
with the coupling chains, links, and buffers.
Figure 76, Sheet 9, shows a part longitudinal section of an eight-
wheel wagon or carriage; and Figure 87, Sheet 10, shews a transverse
section of the same. This arrangement of wagon is used for transporting
timber from mountainous districts, and with a weight of 7 hundred-
weight can run at a speed of from 7 to 12 miles per hour, and will turn
curves of 18 fathoms radius.

page_text: In reference to four-wheel carriages for this system of permanent way
it must be particularly mentioned that the essential feature in their
arrangement consists in so carrying the wheels in bogie frames that by
connecting the contiguous ends of two carriages by a linch pin the two
abutting bogie frames practically become one while the carriages are
readily connected to and separated from each other.
In Figures 79 and 80, Sheet IX., is shown a side elevation partly in
section and plan of an arrangement for effecting this object. a and b
show respectively the bogie frames, the coupling together of which is
simply effected by inserting the pin or bolt c, shown more clearly in
section at Figure 79. It will be obvious that the inconvenience which
might possibly occur in getting together two ends of two carriages that
did not match could readily be got over by modifications which it is not
necessary to indicate. Of course the end carriages of the train must be
provided with either an ordinary 4-wheel bogic or a separate half bogic
must be added on, as shown at c, Figure 84, Sheet 10. This system
combines the advantages of both the American and European systems,
viz., the comparative absence of friction and danger of running off the
rails usually attendant on placing the axles great distances apart, also
less wear and tear of the permanent way and rolling stock, a more
equable motion and greater economy of construction, &c.; also by
dispensing with the buffers and drawing chains this system allows the
carriages to be drawn closer together, and thus shortens the length of
the train and reduces the resistance offered by the atmosphere to its
motion. The horizontal oscillations are also almost entirely obviated and
the train rendered prefectly stable and not readily brought out of proper
position, as any tendency of one carriage to tip over or to run off the
rails will be resisted by the other carriages of the train. The danger
arising from the rupture of carriage axles will also by this mode of
coupling be greatly reduced if the coupling be made sufficiently strong.
In some cases where short wagons would be desirable a short body
without wheels could be placed between each of the wagons shown in
Figures 76 and 78 with four-wheel bogies, and be united to the bogie
frames of the latter by means of a bolt or pin. If the timber way
shown at Figure 23, Sheet II., should be used it will be necessary to place
the axles of the wheels obliquely as there shown if the bodies of the
carriages are required to be much wider than the gauge of the rails.
When used with horse traction these wheels may be made to turn upon
fixed axles for traction by locomotives; each inclined axle is arranged

page_text: to run in separate bearings, as shewn, which arrangement will facilitate
the passage of the carriages round sharp curves.
Figure 107, Sheet 6, shews a side elevation, and Figure 106* shews
a transverse section of an arrangement in which three or six wheels are
employed; the two broad central wheels carry from five-tenths to nine-
tenths of the load, while the side or balance wheels or rollers carry the
remainder. In place of employing two rails and corresponding double
sets of wheels to the carriages the upper surface of the timber way may
constitute one broad rail surface upon which one broad wheel placed
centrally under the carriages is made to run.
Figures 70 and 71, Sheet S, show respectively a plan and transverse
section of a carriage arranged upon this system where the permanent way
is constructed as shown in transverse section at Figure 71. b, b, are
the bearing wheels of a bogic frame, and a, a, a, a, are the safety or
guiding wheels of the carriage. For curves of large radius only two
bearing wheels, one on each side of the centre pin, may be used, but they
must then be furnished with tyres.
Figure 73, Sheet 8, shows a vertical section of another arrangement in
which only two bearing wheels are used for the bogie without the safety
wheels.
Figure 72 shows a modification of the arrangements shewn at Figure 70
applicable when the permanent way is constructed of timber with flat
rails, as shown at band c. For railway rolling stock hitherto constructed
the bodies of the carriages are very heavy, and being made up of many
parts must of necessity be constructed of durable materials carefully
wrought and joined together by skilful workmen to prevent any shrinking
or distortion of the parts, consequently they are very expensive structures.
It is proposed to make the material for forming the carriages for this
system of permanent way of a mixture of wood fibre with binding
materials compressed so as to assume the form of a solid unporous
substance not subject to shrinking or splitting, and which is formed into
the required shape for the entire sides of wagons or carriages, with door
and window frames complete, by means of suitable moulds and hydraulic
pressure. Carriages formed of this material will not be liable to fracture
from vibration nor will they be affected by the action of the weather.
General Principles of Construction of the Rolling Stock-In the
rolling stock for this system of railways the following will constitute
the most essential conditions of construction.

page_text: a. In order to obtain the requisite facility of passing round curves
the rolling stock should have the greatest possible degree of articulation
by the use of bogic trucks.
b. The axles should be as near together as possible in order to reduce
to a minimum the friction and possibility of running off the rails
arising from parallelism of the axles.
c. A considerably increased width of body in proportion to the gauge
should be employed which as has before been shown may be done
without affecting the stability of the carriages by lowering the centre
of gravity thereof in the same proportion. As has already been shewn
three different classes of rolling stock according to the proportion of
width to gauge may be adopted, the first class having a width of 3'1
times, the second 35 times, and the third 45 times the gauge. Also
rolling stock with safety appliances are exceptionally employed having
so to speak no gauge, such as shewn at Figures 73, 71, and 70.
d. The centre pins of the bogies should be arranged to facilitate the
application thereto of central horizontal safety wheels as at a, Figure 87,
and the bogie frames should be capable of having outside safety rollers
applied thereto as at b, b, Figure 85.
c. The bearing wheels may be of any diameter, because the height
of their axles does not influence the height of the centre of gravity
of the bodies in this system.
f. For this purpose the wheels should be arranged at the ends of the
carriages.
g. The rolling stock should be so arranged that by simply removing
the body from the under framing and replacing it by another a carriage
or wagon may be changed into a truck, and vice versa.
h. Trucks or wagons intended to carry goods, such as timber, down
inclines by the action of gravity should be made as light as possible.
i. For lines of railway having considerable traffic four-wheeled rolling
stock should be employed, and for lines worked by horses the eight-
wheeled carriages, as by the distribution of the load the rails need not
be made so deep, and auxiliary rails are then also admissible.
k. The length of the carriages should be such that only one-half the
load of a carriage can rest upon a span of the timber way between two
supports.

page_text: 1. The axle boxes should be self-lubricating, simple, strong, cheap,
and readily removed and replaced, as in the arrangement shewn in
section and end view at Figures SS and 88*, which can be drawn out
after being simply turned partially round by the handle and be securely
replaced without the possibility of shaking loosc.
m. The bogie frames should be below the axles, as by this means the
bodies will be as it were hung from the axles, thus ensuring such an
cquable motion that springs may be dispensed with.
n. The weight of the passenger carriages should be about from 1
to 1 cwt. per each passenger when no safety appliances are employed.
Trucks and wagons should have a weight equal respectively to about one-
eighth and one-fifth of the load they have to carry. The principal
weight and strength should be as low down as possible, that is, in the
bottom of the carriage or truck, and the sides and roof be made about
half as heavy as those of the present rolling stock.
o. The tread of the tyres can be without taper, but the flanges must
be as shown in the Drawings, and at least twice as deep as those of
existing wheels.
The essential features of the rolling stock are therefore the low
position of the bodies and consequently of the centre of gravity with a
width of from 3 to 4 times the gauge, and even beyond this; further the
possibility of the axles of 4-wheel carriages assuming radial positions;
the suspension of the frames from the axles; the absence of springs,
buffers, and chains; the fixed coupling and close position of the bodies;
the non-tapering treads to the tyres, the deep flanges of peculiar section;
and the possibility of readily substituting one carriage body for another
on one and the same under framing.
Means of Traction.-If the trains in this system of railways are
propelled by manual power the men may readily be situated upon the
continuous beam itself. If animals are employed for this purpose these
may be situated on the ground on either side of the timber way in such
manner as to operate without any perceptible loss of power as, firstly,
the narrowness of the timber way in proportion to the width of the
carriage allow of their moving but slightly out of the centre line; and
secondly, as there will seldom be a greater difference of level than about
three feet the vertical angle will also be hardly perceptible where the
ground is soft, a pathway for the animals may readily be made. by

page_text: cutting a narrow trench into which stones are rammed. Should the
transverse bearers form an impediment they may be arranged parallel
with the timber way.
Locomotives. These require to be constructed upon the same
principles as before set forth relative to the carriages. Their framing
must be articulated so as to pass readily round small curves, for which
purpose four-wheeled bogies should be arranged at each end, the boiler
being brought down as near as possible to the timber
way.
For the sake of economy one and the same locomotive must be
applicable to all the various requiements of the traffic; it is therefore
constructed to afford the maximum power of traction required, which
were the load is not great is employed at increased speed. The
locomotive should be of a minimum weight, and all the wheels thereof,
as also those of the tender, and if necessary the contiguous goods
wagon, should be coupled, but the locomotive should be capable of being
readily and instantaneously uncoupled from the tender, &c. when the
train arrives at a level part. An increased adhesion should be obtained
where necessary by the employment of materials in the wheels and rails
affording greater friction as before described, and the construction of
the working parts should be such as to obtain a practically uniform or
equable motion of the locomotive, while at the same time they should
be simple and inexpensive.
Most of the before-described conditions cannot be fulfilled by the
existing system of utilizing and transmitting the motive power of steam
or gases; consequently in place thereof a new system is employed
wherein a liquid such as water or oil is employed as the transmitter of
power by being interposed between the prime mover (the ordinary
steam cylinder acting in combination with a pump) and the point at
which the power is to be exerted, which system it is proposed to call
the "universal transmission."
In carrying this system into practice the following principles of
construction must be observed in order to fulfil the before-mentioned
conditions:-
1. If two steam cylinders are made to act consecutively upon the
pump an air vessel must be employed to produce a continuous flow or
pressure.
2. The pump pistons must be provided with a regulator which shall

page_text: indicate directly to the engine driver the quantity of fluid passing
through and consequently the power developed.
3. The contrivances to be acted upon by the fluid at the point where
the power is to be exerted must be such as to produce uniform rotation
round the axles of the wheels by direct action of the power, and must
not be crank and connecting rod mechanism.
4. The said rotary motion must be perfectly uniform both as regards
intensity and speed, and must be transmitted equally to both wheels of
every pair to which the power is applied.
5. The transmitting mechanism must have passages so formed that
little or no decrease of power shall ensue from any alteration in the
direction of the motion of the fluid and that no concussion shall take
place.
6. All the wheels of the train should maintain one and the same
relative position.
7. The fluid constituting the medium of transmission should circulate
in the most perfect manner in order that
8. No appreciable loss shall occur through any imperfect joints.
9. All fluid escaping at the connections should be collected and re-
introduced into the circuit.
10. The communicating tubes should have the most favorable
sectional area.
11. The regulation of the power must be effected instantaneously at
the place where the driver is situated without any great attention,
expenditure of time, or exertion being requisite for the purpose.
12. All parts subject to wear and tear must be readily removed and
replaced.
Various arrangements of apparatus may be employed for fulfilling the
above conditions in carrying this principal of action into effect. One
such arrangement is shewn at Figures 106 to 112, Sheets 13 and 14.
Figures 106 shews a longitudinal section of a locomotive acting on the
above-described principle wherein the flames and hot gases pass from the
fire-box e through 250 tubes a into the smoke box b, from which they
again pass through 235 other tubes into the smoke box c, whence they
escape to the chimney. The draught is regulated by the louvre blades f
The boiler is connected in the
in the ash-pit and the blast pipe h.

page_text: and
usual manner with the frame which serves also as a coal box
reservoir m. The frame, rests upon the two bogie frames at each end
by means. of two strong transverse bearers which are provided with
slides at the points of support, as shewn at the transverse section,
Figure. 109. The transverse bearers also serve to carry the centre pins
p and q of the bogies, as shewn in the part sectional plan, Figure 107.
The centre pins are formed spherical and are enclosed by two cylindrical
cups which can slide up and down in a corresponding hole in the
connection of the bogic frame, whereby neither the springing nor the
turning of the framing is prevented, but which renders impossible any
lateral slip of the same.
The arrangement of springs, buffers, and bearings of the axles is
similar to that of ordinary locomotives, only the coupling is different,
inasmuch as the hook is not connected to the frame of the locomotive
but as near as possible to the centre pin of the transverse connection t of
the bogie, so that on curves the pull shall be in the most favorable
direction.
The driving mechanism of the wheels of each bogie consists, firstly,
of a rotary engine shewn enlarged in transverse and longitudinal
sections at Figures 111 and 112 arranged for working forwards or back-
wards; and secondly, of two casings A', A2, through which the axles
C, C, carrying the wheels R, R, pass. The escape of the fluid through
the apertures for the axles is prevented by a peculiar packing. Upon
the part of the axle situated inside the casing is fixed an excentric
drum or cylinder B, B, which is caused by means of strong springs
acting upon a loose segment thereof, as shewn, to press against the
circumference of the casing in a watertight manner. In a similar
manner the end surfaces of the drum are made to fit tightly against the
casing by means of spring packing rings. At the top of the casing are
fixed pipes E, F, (Figure 109), which communicate with the passages
E', F. These passages are bent down and pass the one to the right the
other to the left, through the middle part in order to communicate with
the lower passages. Both passages, which are separated at all parts by
a partition, are closed in the casings by the slide valves D, D. If we
suppose the fluid entering through E it will pass into the casing above
the slide valve, while in 2 it will enter below the same. Both drums
will consequently be made to revolve at the same speed, in the same
direction and with equal force. In order, however, to prevent any

page_text: possible derangement a coupling chain is passed round the cog wheels of
the axles G, G, (Figures 107 and 112) which is not for the purpose of
transmitting power but only to insure proper action. The fluid escapes
through the passages F', F', into the pipe F. In order to maintain the
slide valves which are actuated by the revolving drums themselves, in
proper relative position and in close contact with the drums a rod con-
necting them passes through the passage H (Figures 109 and 111). The
fluid is fed into the casing through the pump mechanism shewn at
Figure 113. O is the steam cylinder; T, the slide valve box. The slide
valves act with variable expansion. The piston rod is formed into a loop
at M from which it is continued as the piston rod of the pump. As there
is a steam cylinder on each side of the locomotive they are so arranged
relative to each other that the one is at about half stroke when the
other is at end stroke. For this purpose a shaft K is employed, having
two cranks at right angles, the the crank pins of which turn in slides L
situated in the loops M. This shaft regulates the motion and also carries
the excentrics and slide valve gear. The pump cylinder N has a valve
casing at P, U, (Figure 109) being the two suction valves and V the
delivery valves. Through the casing passes a pipe Q, having a division
and having side apertures through which it communicates with the
valve cases. The ends of this pipe terminate in the suction and delivery
pipes S, S, (Figure 107). If Q is turned 180° the opposite sides will
communicate with the valves, thereby making the pipe which was beforc
the suction pipe the delivery pipe, and vice versa; by this means a
reversal of the motion of the rotary engines before described will be
effected.
It will be seen that by a simple arrangement of levers (Figure 109)
in connection with the toothed racks W, W, in gear with teeth formed
on the pipe the turning of the latter will be readily effected.
The pumping cylinder is not fixed to the frame, but is provided with
strong guides capable of shifting upon the frame (sec Y, Figure 109).
On the shaft Kare two large excentrics J (Figure 107) in which smaller
excentrics of the same throw are capable of being moved at will, being
also loose upon the shaft. If the small excentric is turned in the large
one so that the centre of its axis corresponds with the centre of the
large excentric the two excentricities will neutralize each other forming
If,
one concentric disc having no throw, as shown in Figure 113.
however, the centre of the axis of the small excentric is placed as near

page_text: as possible to the periphery of the large excentric the two excentricities
will be added to cach other and an excentric of double throw be obtained.
The excentrics being connected by a strong rod to the pump cylinder it
will be possible by a suitable adjustment of the two excentrics to impart
to the pump cylinder any desired amount of motion up to two-thirds of
the stroke, which motion may according to the relative position of the
excentrics and cranks be either in the same or in the reverse direction to
that of the piston of the steam cylinder. Figure 10 shews various
positions of the pump cylinder and excentrics. The position I shews the
excentric so turned relatively to e that a throw is obtained equal to
the stroke of the piston. If the piston is at b the crank pin at c, and the
excentric at an angle of 180° to the crank, the pump cylinder B will be
moved from a to a, and the piston d will be situated close to the end, if
now the crank has performed one quarter of a revolution (position II.)
it will be seen from the arrows how the relative motion of the piston
and cylinder takes place, so that eventually the piston arrives at the
other end of the cylinder. If we assume that the stroke of the steam
piston is = the pump piston will have performed a stroke equal to to
this distance and will have forced a proportionate quantity of fluid. If,
on the other hand, the position of the excentric corresponds with that of
the crank the pump, piston, and the cylinder will both move in the same
direction, the former, however, through a distance of and the latter
through a distance of ; in this case, therefore, only fluid will be forced
by the full stroke of the steam cylinder. If the quantity of the fluid
to be pumped is desired to correspond to of the stroke the large
excentric should be turned back through the angle a (see position III.)
and the small one through the angle B, or they should form the angle y
with each other; b and d will then be the position of the two pistons,
e and that of the excentrics, and c and a that of the slide and pump
cylinder. To obtain stroke both excentrics must be turned from the
above position through an angle of 180°, so as to be in the same position
as the crank. The same stroke will also be obtained if the excentrics
are moved into the position shewn at IV. If, however, the description
of motion and the alternating suction and pressure is examined it will
be readily observed that the action is just the most powerful when the
crank approaches the dead point; there would therefore in this case not
be so uniform an action as in the position III., which is therefore to be
preferred. The turning of the two excentrics is effected in a very simple
manner by means of a conical friction clutch and gearing so arranged

page_text: that the position of the lever actuating it upon a graduated segment
will at once indicate the quantity of fluid pumped at each stroke.
In Figure 114 is shewn the combination of the above-described
locomotive A with the tender B and the first wagon C to the rotary
engines driving the wheels, of which the pliable tubes (shewn in dotted
lines) pass, and the apparatus of each of which is capable of being worked
separately from the others, so that the engine driver can according to the
momentary requirements put any one or more of the rotary engines in or
out of action. If it be desired to let the engine work at the most favor-
able speed and to maintain the same throughout the journey, then if for
instance the speed of the train is to be reduced from 12 miles an
hour to about 3 miles, the stroke of the pump must be reduced by one-
fourth by the excentric. For although in that case the locomotive
tender and wagon will use treble the quantity of fluid yet the speed
will only be one-fourth of what it was before, and there will result
therefore a surplus of fluid or a less speed of the engine. In this case
greater expansion is therefore effected, the stroke of the pump is changed,
and if necessary the full pressure of steam is available. On the other
hand a considerable speed might be attained by the pump, as with the
perfectly uniform transmission of the power, the equable motion, the
absence of oscillating or vibrating parts, &c. the motion of the train
will be perfectly safe upon this system of railway, even when passing
round very sharp curves. It will be readily understood that in place of
actuating both axles of each bogie, only one of them may be provided
with the rotary engine, the coupling chain being then used to transmit
the power to the other axle. The escape of a small quantity of fluid
through imperfect joints will have no effect on the action of the machine,
which would not be the case if the motor, such as steam, gases, &c.,
acted directly upon the rotary engines, and in consequence thereof, and
also because almost all the parts of the apparatus can be made of cast
metal, this mechanism may be called of simple construction.
The essential features of the above-described "universal locomotive "
consists in the increase of adhesion by the use of materials having a
greater coefficient of friction than those now employed, in the increased
steam producing power of the boiler, in the possibility of instantaneously
coupling and uncoupling the mechanisms, in the mode of regulating the
speed at will, in the uniform rotary motion imparted to the driving
wheels, and lastly in the transmission of power by a fluid.

page_text: Ascension Tyres.-To increase the adhesion between the driving wheels
of the locomotive and the rails upon which they run, the tyres of the
former may have surfaces of wood or other material affording increased
friction formed upon them in addition to the metal tyres, and these
wooden tyres are arranged in such a manner that when the wheels are
running upon the level part of the line the wooden or other surfaces are
not in contact therewith, but when they arrive at a gradient they come in
contact with broad auxilliary rails, and by reason of their diameter being
somewhat larger that the metal tyres the latter are raised from off their
rails leaving the former only in contact.
Figures 46 and 47 on Sheet IV. show respectively an end view and
section and a perspective view of two wheels constructed to suit the
above-mentioned requirements. a, Figure 46, shows the section of the
wooden surface employed for this purpose, and it will be seen that these
wheels are so arranged that when the wooden tyres become worn or
otherwise destroyed they can be taken out and new ones easily sub-
stituted. For considerable traffic any hard alloy affording greater
friction than iron is used in place of wood.
Tug Locomotives.-Figures 81 and 82, Sheet 10, shew respectively a
transverse section and plan of a timber way arranged for locomotives
with one broad wheel to run thereon, which is employed for towing ships
or other vessels along rivers, canals, or other channels. By this arrange-
ment it will be seen that the metal rails on the timber way are dispensed
with, and the locomotive is kept in position by means of horizontal safety
wheels running against rails fixed on the sides of the timber way, as
shown. The surface of this broad wheel may, if desired, be made of
wood to increase the adhesion, in which case it will not be necessary to
couple the tender. This arrangement may be used on both banks of
the river or canal in order to neutralize the angle at which the towing
rope necessarily acts.
Breaks. The breaks for this system of permanent way may be of the
ordinary form, but they are constructed by preference as a pair of nipping
tongs caused by a screw worked by hand or by electro-magnetic apparatus
actuating the ends of the levers thereof to nip the timber way between
them with greater or less force.
Figure 75, Sheet 8, shows a separate view of a brake of this description,
and at Figure 76 and 78, Sheet 9, is shown its application to a goods
truck. The part a that nips the timber is shown in dotted lines below

page_text: the rail. With reference to such breaks the mechanism should be
sufficiently powerful to bring a load moving down a gradient of at
a speed 20 feet per second to a standstill at a distance of 90 feet,
for which purpose the pressure on the break blocks should be of the
total load; the action of the bogies should be in no way impeded by the
breaks; the break lever should turn upon a common centre; the trans-
mitting mechanism should work in strong guides, and it should not be
so arranged that each break lever when actuated thereby shall be moved
through exactly the same distance as the other lever; the break blocks
or cheeks must have a perfectly smooth surface and have sufficient area
not to injure the timber way, and they should be situated as near as
possible to the wheels of the bogic; the tongs should not be capable of
shifting from the horizontal position; the break must be able to move
freely with the bogie and must therefore not be connected to the body
of the wagon; the levers should be so formed as while capable of
resisting the greatest. pressure to be nevertheless slightly clastic; if
electric action is to be employed for putting on the breaks it must be
limited to the imparting of a quick rotary motion to the winch handle;
lastly, the hindmost break of the train must be first applied and then
the others in succession, the front break being the last applied. The
action should however be so rapid that the application of the front break
is effected before the hindmost one has attained the maximum pressure.
Loading and Unloading-For readily unloading trucks or for transfer-
ing the load of one truck to another the trucks are provided with a
strong removeable lining containing the goods, which lining and goods
are lifted together out of the truck by means of a crane or other hoisting
apparatus, and are placed either into another truck or wherever required;
or, as before described, the entire body of the truck may be made
removable from the under framing. Figure S6, Sheet 10, shows the
body of a wagon constructed according to this arrangement, suspended
from a crane chain. It will be seen that the under framing supports
upright recesses into which slide the projections formed upon the body
of the wagon.
In many cases the double body can be dispensed with,
and it will be sufficient to lift the load by means of the projections on
the body of the wagon. Where the transfer takes place from one
carriage to another of larger dimensions the bodies of the smaller
carriages must be made in relative proportions so as to fit the larger ones.
Construction of the Line,―The principal defects of the existing system

page_text: of railway may be stated as follows:-First, small ascending capacity;
second, small curving capacity; third, limitation of speed; fourth, the
necessity for preponderence of straight over curved lines; fifth, the
expensive circuitous routes.
In what degree the relative difficulties are abolished or lessened by
this proposed system will be shown by the following:-The danger of
running off the rails is obviated as before stated by the application of
horizontal safety wheels, shown at Figure 78, Sheet 9, and Figure 10,
Sheet I, which wheels by being pressed against the rails, as shewn,
serve to guide the carriage and keep it on the rails, thus causing the
tyres of the wheels to maintain a parallel direction with the inner rails
instead of placing themselves at an angle thereto. By this means, and
by the radial position which both 4 and 8 wheel carriages are capable of
assuming, the friction in curves is greatly reduced and consequently
curves of much smaller radii can be used and the speed upon them
increased. Also by the application of these horizontal wheels the sliding
friction of the ordinary tyres is obviated and the mobility of the train
greatly increased. Greatly increased gradients can be employed by this
system on account of the greater adhesion obtained, in consequence
whereof the line can be laid in a less circutious manner than hitherto.
The production of the timber way, adjustment, and mounting of the
rails can be performed by comparatively unskilled workmen by the help
of suitable templates which are by preference formed of light metal
accurately put together to suit the different modes of constructing the
timber way. Figure 56, Sheet 6, shows a metal template constructed to
enable the workmen to easily cut to the proper shape the joints of the
contiguous ends of the pieces or "units" for forming the timber way.
The ends of the prepared pieces of timber are placed in the open ends of
the template and are held there by screws, shown in the Drawing, while
the workmen marks the lines to which they are to cut.
The con-
necting piece a, b, serves to secure the parallelism of the beams while
they are being marked. In a similar way all the parts forming the
curves must be marked with properly formed templates, in short every
part of the timber way must be accurately made and adjusted by suit-
able tools and machines.

page_text: fixed perfectly horizontal upon two supports driven into the ground. The
other units (from 5 to 10 at a time) are then placed on supports, and
are joined together in such a manner that the upper surfaces are all
level with each other; after which they are lowered onto the ground,
and after a length of about 300 feet has been prepared in this manner
the timber way is raised by suitable lifting apparatus at those points
where it is to receive supports, and such supports are then laid under it.
If the units are connected by means of the joint, shewn at Figure 12,
then about every 20th unit must be constructed of two parts joined, as
shewn in Figure 20.
The parts for forming the curves are prepared complete at the place
of manufacture, and are conveyed separate to the locality where they
are put in position and fixed together.
Considerable undulations of the ground are either levelled or avoided,
or they are bridged over means of suitable superstructures, as before
described, which superstructures must be erected before the laying of
the line is commenced.
Railways constructed according to this system may be,---
Firstly. Constant or permanent lines, which are at any rate not moved
or altered for several years, in which cases great differences of level in
the timber way are avoided and fixed (i.e., not articulated) curves are
employed, and the joints made with the diagonal scarfing.
Secondly. Changeable lines, in which it is essential that they should
be capable of being quickly taken to pieces and re-erected; as, for
instance, when they are employed for forest economy, and require to be
shifted according to the locality from which timber is for the time to be
transported, or when they are employed for timber yards, factories,
farms, &c., in which case a continual alteration of the radius of the
requisite curves may take place; in this case articulated joints and
the "universal polygons" before described may be used with advan-
tage.
Thirdly. Lines that are used periodically, as for harvesting, &c. which
should be readily taken up and stowed away. In this case the arrange-
ments with safety rails and wheels or inclined bearing wheels are
recommended, as also the before-described auxiliary rails of wood,
cement, &c. The timber way must in this case be fixed upon the

page_text: Fourthly. Easily transportable lines to be used in war times, &c. In
this case, for the sake of lightness and compactness, the continuous
beam is by preference formed of T iron or other suitable sections before
indicated.
Fifthly. Special lines, such as those employed for towing vessels on
canals and rivers. These are arranged as close as possible to the bank
on one or both sides of the water way, as parallel with the same, as
practicable; or, if necessary, they are laid directly in the shallow water
on the banks, or even at the mean water level, in order that the towing
rope may be as little diagonal as possible. Two lines may if requisite
be arranged on one and the same side of the water way for towing
in each direction, or if a single line is employed by-passes are
arranged.
The strength and proportions of the timber way should of course be
made according to the amount and nature of the traffic. The smaller
the traffic is the narrower can be the gauge of the timber way and the
lighter the section of rails employed; also the curves may be made with
smaller radii, the wagons of a less weight and capacity, and greater
gradients may be employed without producing by these reductions any
further disadvantages. The normal dimensions of the timber way should
however to a certain degree be regulated by the dimensions of the
timber available in the locality where the line is to be constructed, the
dimensions of the smallest gauge used being if possible taken as a unit
by which the greater gauges are built up, so that the latter shall be a
multiple of the former. The timber way should, furthermore, be of such
proportions to the traffic that it is only loaded with one-fifth part of the
breaking strain, and it is to be calculated for carrying one-half the weight
of the locomotive engine between the supports. In like manner the
section of rail is to be made in proportion to the load on cach wheel owing
to the exceedingly uniform quiet motion of the "universal locomotive;"
the sections of the rails, indicated in full size at Figures 61 to 64, may be
reduced by one-third where this description of locomotive is employed, the
more so as the peculiar system of breaks described does not produce any
detrimental effect upon the rails. As before stated, the sectional area may
be still further reduced by employing the section shewn at Figure 116. By

page_text: the employment of 8-wheel carriages in place of 4-wheel ones, for which
the above sections are calculated, these may be still further reduced.
The curves may, without increasing frictional resistance or decreasing
the speed, be made at least of one-fourth the smallest radius now used,
and they may be still further reduced according to the decrease in
the gauge with a radius of less than 60 feet; however, the speed of
the train should not be more than about 12 miles an hour. It is
preferable that all curves on the line should be made of one and the
same radius, even if this be the minimum one. Curves upon viaducts
should be avoided. The proportion of the straight part of a line to the
curves has in this system no influence upon the working expenses; the
straight part between two curves need not exceed 120 feet; the length
of the train is also of no consequence.
For crossings, &c., the timber way should be raised to pass over the
road as before indicated, being made with a gradient of about 15.
The line may without objection be laid alongside of roads and ditches
or over the latter through streets (in which case the timber way is laid
flush with the latter), along the banks of rivers, through inundated
countries, or the beds of streams.
In conclusion the following may be stated as the principal peculiarities
and advantages of the before-described system of railways:-
1. The easily understood, convenient, sure, and rapid mode of manu-
facturing all the wooden component parts.
2. The possibility of employing a person without special technical
knowledge to superintend the work.
3. The small expenditure of wood, iron, and materials in general.
4. The small expenditure of work necessary for producing the line.
5. The great independence of this system, both with regard to the
amount and nature of the local available labour.
6. The small weight of the railway.
7. Its perfectly mobile nature.
8. The simplicity of operations in laying the line.
9. The non-requirement of great technical knowledge in those intrusted
with the construction of the line.

page_text: A. In respect of the Permanent Way,-

page_text: Second. Constructing railways of a strong self-contained continuous
elastic timber way comprising to a certain extent its own foundations.
Third. Building up such continuous timber way of a number of
separate complete "line units" or lengths of identical form and there-
fore interchangeable.
Fourth. The peculiar direct and strong connection of the "line units"
with each other, so as to form the continuous timber way.
Fifth. The peculiar formation of the rigid curves of the timber
way.
5
Sixth. The formation of alterable curves by means of "polygons" or 1
"line units" with articulated connections arranged so as not to produce
interruption of the rail surfaces.
Seventh. The peculiar forms of articulated and other joints for
connecting the "line units" herein-before described.
Eighth. Laying the rails in channels cut in the pavement in the 1
manner described.
Ninth. The narrow gauge herein-before described.
Tenth. The construction of the line without any actual prepared
foundations.
Eleventh. The employment of safety appliances" herein-before 2
described.
Twelfth. The peculiar form and arrangement of the rails; also the
employment of rails formed of compounds or alloys, or of wood, for
producing greater adhesion.
Thirteenth. The independent supports or piers for bridges and viaducts 2
arranged to rest merely upon the ground.
Fourteenth. The mobility of such supports.
Fifteenth. The free and unconnected position of the timber way upon
the supports with or without the intervention of antifriction rollers.
Sixteenth. Constructing the trussed beams for bridges with wire rope 3
or bar iron for those parts that are in tension, in manner herein-before
described; also producing rigidity of the structure by wedging.
Seventeenth. The free and unconnected support of the trussed beams
upon the piers, as herein-before described.

page_text: Nineteenth. Constructing the carriage body or superstructure of much
greater width than heretofore in proportion to the gauge, while it is at
the same time lowered very considerably either with or without the
employment of "safety appliances," as described.
Twentieth. Suspending the under framing below the axles and arrang-
ing the same in close proximity to the permanent way."
Twenty-first. Constructing the wheels with parallel or non-tapering
tyres and deep rims.
Twenty-second. The combining of two two-wheeled bogie trucks so as
to form one four-wheeled bogie, substantially as herein-before described.
Twenty-third. The peculiar position and arrangement of the wheels
at the ends of the carriage bodies herein-before described.
Twenty-fourth. The combination of two four-wheel carriages into
one in such manner that one four-wheel bogie carries the halves of two
carriages or one whole carriage.
Twenty-fifth. The close position of the ends of the carriages and their
rigid connection or coupling, as herein-before described.
Twenty-sixth. The insertion of separate carriage bodies, as described.
Twenty-seventh. The arrangement of rolling stock with inclined
wheels; also the arrangement of a pair of wheels on separate axles, as
described.
Twenty-eighth. The peculiar arrangement of rolling stock with
central broad wheels running on one single broad rail, as herein-before
described.
Twenty-ninth. The interchangeable bodies of carriages, wagons, or
trucks.
C. In respect of the Locomotive Engines,-
Thirtieth. The construction of wheel tyres of materials having a
greater co-efficient of friction than iron, as wood, metallic alloys, &c.;
also arranging the wheels to shift on their axles, as and for the purposes
set forth.

page_text: Thirty-first. Constructing the boiler of considerably greater diameter
than heretofore in proportion to the gauge, while it is at the same time
brought considerably nearer to the permanent way; also a still further
increase of diameter with the employment of safety appliances.
Thirty-second. The adaption of locomotive engines to the towing of
vessels, with the application of horizontal wheels for neutralizing the
side strains, as described.
Thirty-third. The arrangements for instantaneously coupling and un-
coupling the driving wheels at will, as also for effecting the instan-
taneous alteration of speed at will, as described.
Thirty-fourth. The construction of locomotives wherein uniform
rotary motion is imparted to the driving wheels, substantially as
described.
Thirty-fifth. The transmission of the propelling power to the wheels
by means of a differential pump and the interposition of fluids, as
described.
Thirty-sixth. The before-described arrangements of rotary engines for
rotating the driving wheels.
Thirty-seventh. The general arrangement and combination of parts in
the before-described "universal locomotive."
D. In respect of Working Appliances,―
Thirty-eighth. The application of the break power to the sides of the
timber way instead of to the wheels or rails.
Thirty-ninth. The general construction of the tongs break.
Fortieth. The before-described arrangements for loading and unload-
ing wagons.
E. In respect of the Laying of the Line,-
Forty-first. Constructing the line without continuous specially pre-
pared foundations, and without cuttings, tunnels, or embankments, or
their equivalents, in hilly countries.
Forty-second. The formation of foundations at intervals by filling in
holes with ballast, as described.
Forty-third. The application of mobile lines of railway for the trans-
port of timber, &c.; also their application for towing vessels.

page_text: And lastly. I claim the employment of any one or more parts of the
herein-before described Invention in combination with any one or more
parts of the existing systems of railways.
In witness whereof, I. the said Charles Denton Abel, have here-
unto set my hand and seal, this Twenty-second day of April,
in. the year of our Lord One thousand eight hundred and sixty-
nine.
CHAS. D. ABEL. (L..s.)