Improvements in Elevated Railways with Suspended Vehicles.
Year: 1895

page_text: Date of Application, 21st Mar., 1895
Complete Specification Left, 12th Nov., 1895-Accepted, 11th Jan., 1896
PROVISIONAL SPECIFICATION.
Improvements in Elevated Railways with Suspended Vehicles.
I, EUGEN LANGEN, of Werthstrasse No. 14, Cologne, in the Empire of
Germany, Manufacturer, do hereby declare the nature of this invention to be as
follows:-
:-
My invention relates to the construction of elevated railways of the type in
which the cars are suspended from an overhead line, that may consist either of two
rails or of a single rail.
In my Specification of Patent No. 4189 dated 25th February 1893 I have
described various constructions of the railway and of vehicles for this purpose.
My present invention relates to various improvements in the construction of such
railways and of the vehicles therefor, in respect both of single-rail and of two-rail
lines; I will proceed to describe my said improvements with reference to the
accompanying drawings, in which
Figures 1 to 11 shew the improved constructions for a single rail line, while
Figs. 12, 13 and 14 shew the improved constructions for a two-rail line.
Referring to Figs. 1 to 11,
Fig. 1 shews a side elevation of a portion of an elevated railway constructed
according to my invention, with a vehicle suspended therefrom.
Fig. 2 shews a sectional plan of the vehicle the rails and wheels being omitted.
Fig. 3 is a vertical transverse section of the parts shewn in Fig. 1 with side
view of the supporting standards, Fig. 3ª shews a back view and Fig. 3B a cross
section of the latter.
Figs. 4 and 44 shew a modified construction of the standards for carrying two
lines of railway.
Fig. 5 shews an enlarged section of the rail and the supporting girder;
Figs. 6 and 7 are respectively a cross section and elevation of a portion of the
vehicle shewing the extra safety devices for supporting the car in case the
connection between the car and the wheels should give way.
Figs. 8 and 9 shew a cross section and elevation of a modified form of this
invention.
Figs. 10 and 11 shew details of the arrangement.
The supporting structure 1 for the railway is composed of a skeleton framework
having a single vertical back member 2, which may be tubular, the upper part 3 of
which is curved over and meets the similarly curved upper parts 5 of the two front
members 4; these members are inclined at a considerable angle, both in the
transverse and the longitudinal direction, as shewn.
The inclination in the transverse direction is such relatively to the curved upper
portion, that the vertical centre line of the railway fixed to the upper end of the
support falls well within the base of the standard. The members 2, 3, 4, 5, are
rigidly fixed together by suitable horizontal braces 6, and truss braces 7, forming a
structure of great strength but occupying a comparatively small space.
The structure at Figs. 4 and 4ª for two railways is composed of four principal
members having each a straight lower portion 8, and a curved upper part 9, above
which are fixed the members 10 connected to the other parts by webs 12 and
braces 13, while the lower parts of the members are fixed to each other by
braces 14 and 15. To the ends of the curved parts are fixed the rails and

page_text: supporting girders of the two lines. The rails are by preference divided longitudi-
nally into two parts 16 secured together by bolts 17 as at Fig. 5, the lengths of the
one half being made to break joint with those of the other half so as practically to
form one continuous rail. This rail has the edges 18 of its bottom flange turned
down so as to fit over the edges of the top flange 19 of the supporting girder
composed of the double plate web 22 and curved double plate lower flange 25, also
having its edges bent down, the curvature being an arc of a circle struck from the
top of the rail 16.
The vehicle shewn in Figs. 1, 2 and 3 may be of any sectional form but by
preference I make it approximately elliptical as shewn, the ends being made
angular as shewn in order to reduce the atmospheric resistance as much as
possible.
A strong beam 30 extends from end to end along the top and through this beam
near each end of the vehicle pass two strong spindles 31, extending downwards
through the floor 32 and through blocks 33 below the floor, springs 34 being
inserted between the floor and the blocks. The upper enlarged ends of these have
a swivelling connection to hanging brackets 35 which are curved laterally in order
to pass round the girder and rail, the upper end being fixed rigidly to a truck
frame 36 carried by wheels 37 running on the rail. The wheels are double flanged
and on their axles are fixed the armatures of electro-motors of any suitable
construction, enclosed in a casing 38 fixed to the framing of the truck. The
hanging bracket 35 has, on each side of shaft 31, a lateral extension 39 carrying
safety wheels 40, the peripheries of which are just out of contact with the curved
bottom flange 25 of the rail girder, so that on the slightest rise of the wheels 37
from off the rail, the wheels 40 will come in contact with the flange and will
consequently effectually prevent the wheels 37 from leaving the rails. As the
flange 25 is curved with a radius from the top of the rail as above described, it will
be seen that the vehicle is free to swing from the top of the rail as a centre, when
acted upon by centrifugal force in passing round curves, as the wheels 40 are free
to shift laterally with such motion of the vehicle, in moving in a curved path
corresponding to the curved under surface of the flange 25.
The conductor for conveying the current along the railway to the electro motors
of the vehicles may be arranged in a variety of ways, but I prefer to mount
it upon supports 41 arranged in brackets 42 fixed to the side of the girder carrying
the rail 16, as shewn at Fig. 5. The supports 41 can slide vertically in the
brackets, in which they are held up by springs 43, and the current is taken from
the conductor 45 carried by the supports, by means of contact rollers or trollies 44
rolling on the conductor, and connected in any suitable manner by the carriage.
The conductor may however be supported as shewn at Fig. 3 where the bracket 42
is formed as an inclined plate, to which the support 41 carrying the conductor 45
is rigidly fixed, while the contact roller 44 is carried by an arm 46 pivotted
to the curved hanging bracket 35, and pressed down upon the conductor by a
spring 47.
The hanging brackets 35 have fixed to them a vertical broad plate 48 extending
from the one hanging bracket to the other, so as to offer a considerable surface
above the rail 16 for any side wind to act upon, and thus to counteract the tendency
of such wind, in acting against the body of the carriage, to cant this to an angle, so
that by this means, even if a very strong side wind is blowing the carriage will
always practically maintain its vertical position.
In order to prevent accidents in case the connection between the car and the
running wheels should give way, I provide safety devices as shewn at Figs. 6 and 7,
which consist of a strong bracket 50 fixed to the body of the carriage and having
its upper end curved over the top of the rail 16.
The end 51 of the bracket reaching over the rail is of an inverted trough-section
situated a slight distance from the head of the rail so that should the running
wheel axle or other part of the connection break, the bracket 50 will take an
effectual support on the rail and thus prevent the carriage from sinking. In the

page_text: construction shewn at Figs. 6 and 7 there is supposed to be only a single bracket
at the middle of the carriage, in which case the trough 51 is made sufficiently wide
for it to remain over the rail even when passing sharp curves.
In the modified construction shewn at Figs. 8 and 9 the rail 55 is made to form
the bottom member of the longitudinal supporting girder which is suspended from
the curved ends of the standards. The head of the rail is of a semi-circular shape,
on the upper surface of which the inclined running wheels of the carriage bear, the
axles of the wheels being carried in bracket frames 56 from which the body of the
carriage is suspended as before described. By such semi-circular shape of the rail
head and the inclined position of the running wheels the body of the vehicle is free
to assume inclined positions as in the first described case.
The current conductor 58 may in this case be arranged underneath the head of
the rail, as shewn at Figs. 10 and 11, contact being made by a roller 59 kept up
against the conductor by a spring. In this case also, the safety brackets may be
formed as shewn at 60, Figs. 9 and 11. The wind guard above this carriage is in
this construction formed as shewn at 48, Figs. 8 and 9.
Figs. 12 and 13 shew respectively a cross section and a side view of a two-rail
railway in which the body of the carriage E is suspended from a truck running
on the rails by a swivelling connection near each end of the carriage, so as to allow
this to pass round sharp curves.
Fig. 14 shews an enlarged section through the swivelling connection.
The frame A consists of two side cheeks suitably connected at top and bottom
by transverse pieces and carried by two axles B with the running wheels a a.
The width between the rails, C can be made so great in proportion to the width
of the carriage that no canting over of the latter can occur from unequal
loading.
In order to render the swivel frames A entirely independent of the body of
the vehicle, when running on curves, the motor engines are directly carried by the
said frames.
In the present case the motors are assumed to be electromotors of any suitable
construction, but other motors such as petroleum motors can also be employed in a
similar manner.
The motor is preferably arranged between the two running axles B, the
shaft i thereof being parallel with these and the motion being transmitted by means
of toothed wheels.
The motors might of course be placed in a different position, and may either
have their shaft connected directly with or formed in one with the axles, or
the motion may be transmitted by means of worm and worm wheel gear or by belts
cords or pitch chains.
For preventing the running wheels a from leaving the rails C there are provided
safety rollers 6 situated immediately beneath flanges D¹ projecting from the bottom
members of the lattice girders D, but arranged so as not to touch the flange when
the vehicle is running smoothly and only coming in contact when there is excessive
vertical motion.
The bottom members of the girders carrying the rails C project down between
the safety rollers b, so that these also serve to prevent undue lateral displacement
of the frame and running wheels, such as might cause the latter to run off
the rails.
Should the rollers 6 become fractured, excessive lateral motion will still be
prevented by the upward projecting parts d of the frame, which would come in
contact with the sides of the bearer.
Furthermore, for preventing accidents on the breaking of an axle, there are
provided at the bottom of the frame A safety catches c, which, on the frame
dropping slightly on the occurrence of such a fracture, will come in contact with
and rest upon the rails so as to support the vehicle.
The body E of the vehicle is suspended from the frames A by means of swivel
bolts e, which have their upper ends suitably carried in a swivel bearing in the

page_text: transverse part A¹ of the frame, as shewn at Fig. 14, while the lower ends are
supported in a swivel bearing in a cross beam F, from the ends of which the
carriage body E is suspended by bolts g with spring bearings g¹. The cross
beam F has rollers k which run upon curved surfaces concentric to e on the under
side of the frame A A' when the vehicle turns on its swivel when running over
curves. Safety pins fare also provided on the beam F, the necks of which are
situated in curved slots in the bottom A' of the frame, so that should the swivel
bolt e become fractured, the vehicle will still be supported by the collars of the
pins taking a bearing in the slots.
Lastly, the body E is provided with safety straps h passing over the ends of the
beam F, so that should one of the bolts g become fractured, the body will still be
supported by the strap h.
The girders D, which may either be of lattice construction as shewn, or solid,
may be supported either by brackets from lateral standards or by transverse
bearers, supported on each side by vertical or inclined standards.
G is the electrical conductor from which the current for the electro motor
is taken by a spring conducting lever H carried by the frame A.
Dated this 21st day of March 1895.
Improvements in Elevated Railways with Suspended Vehicles.
1, EUGEN LANGEN, of Werthstrasse No. 14,' Cologne, in the Empire of
Germany, Manufacturer, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :—
My invention relates to the construction of elevated railways of the type in
which the cars are suspended from an overhead line, that may consist either of two
rails or of a single rail.
In my Specification of Patent No. 4189 dated 25th February 1893 I have
described various constructions of the railway and of vehicles for this purpose.
My present invention relates to various improvements in the construction of such
railways and of the vehicles therefor, in respect both of single-rail and of two-rail
lines; I will proceed to describe my said improvements with reference to the
accompanying drawings, in which
Figs. 1 to 11 shew the improved constructions for a single rail line, while
Figs. 12 to 17 shew the improved constructions for a two-rail line.
Referring to Figs. 1 to 11,
Fig. 1 shews a side elevation of a portion of an elevated railway constructed
according to my invention, with a vehicle suspended therefrom.
Fig. 2 shews a sectional plan of the vehicle the rails and wheels being omitted.
Fig. 3 is a vertical transverse section of the parts shewn in Fig. 1 with side.
view of the supporting standards, Fig. 34 shews à back view and Fig. 3B a cross
section of the latter.
Figs. 4 and 44 shew a modified construction of the standards for carrying two
lines of railway,
Fig. 5 shews an enlarged section of the rail and the supporting girder;
Figs. 6 and 7 are respectively a cross section and elevation of a portion of the
vehicle shewing the extra safety devices for supporting the car in case the
connection between the car and the wheels should give way.
Figs. 8 and 9 shew a cross section and elevation of a modified form of this
invention.

page_text: Figs. 10 and 11 sbew details of the arrangement.
The supporting structure 1 for the railway is composed of a skeleton framework
having a single vertical back member 2, which may be tubular, the upper part 3
of which is curved over and meets the similarly curved upper parts 5 of the two
front members 4; these members are inclined at a considerable angle, both in the
transverse and the longitudinal direction, as shewn.
The inclination in the transverse direction is such relatively to the curved upper
portion, that the vertical centre line of the railway fixed to the upper end of the
support falls well within the base of the standard.
The members 2, 3, 4, 5, are rigidly fixed together by suitable horizontal
braces 6, and truss braces 7, forming a structure of great strength but occupying a
comparatively small space.
The structure at Figs. 4 and 44 for two railways is composed of four principal
members having each a straight lower portion 8, and a curved upper part 9, above
which are fixed the members 10 connected to the other parts by webs 12 and
braces 13, while the lower parts of the members are fixed to each other by
braces 14 and 15. To the ends of the curved parts are fixed the rails and sup-
porting girders of the two lines. The rails are by preference divided longi-
tudinally into two parts 16 secured together by bolts 17 as at Fig. 5, the lengths
of the one half being made to break joint with those of the other half so as
practically to form one continuous rail. This rail has the edges 18 of its bottom
Hange turned down so as to fit over the edges of the top flange 19 of the supporting
girder composed of the double plate web 22 and curved double plate lower
flange 25, also having its edges bent down, the curvature being an arc of a circle
struck from the top of the rail 16.
The vehicle shewn in Figs. 1, 2 and 3 may be of any sectional form but by
preference I make it approximately elliptical as shewn, the ends being made
angular as shewn in order to reduce the atmospheric resistance as much as
possible.
A strong beam 30 extends from end to end along the top and through this beam
near each end of the vehicle pass two strong spindles 31, extending downwards
through the floor 32 and through blocks 33 below the floor, springs 34 being
inserted between the floor and the blocks. The upper enlarged ends of these have
a swivelling connection to hanging brackets 35 which are curved laterally in order
to pass round the girder and rail, the upper end being fixed rigidly to a truck
frame 36 carried by wheels 37 running on the rail. The wheels are double
flanged and on their axles are fixed the armatures of electro-motors of any suitable
construction, enclosed in a casing 38 fixed to the framing of the truck. The
hanging bracket 35 has, on each side of shaft 31, a lateral extension 39 carrying
safety wheels 40, the peripheries of which are just out of contact with the curved
bottom flange 25 of the rail girder, so that on the slightest rise of the wheels 37
from off the rail, the wheels 40 will come in contact with the flange and will
consequently effectually prevent the wheels 37 from leaving the rails. As the
flange 25 is curved with a radius from the top of the rail as above described, it
will be seen that the vehicle is free to swing from the top of the rail as a centre,
when acted upon by centrifugal force in passing round curves, as the wheels 40
are free to shift laterally with such motion of the vehicle, in moving in a curved
path corresponding to the curved under surface of the flange 25.
The conductor for conveying the current along the railway to the electro motors
of the vehicles may be arranged in a variety of ways, but I prefer to mount it
upon supports 41 arranged in brackets 42 fixed to the side of the girder carrying
the rail 16, as shewn at Fig. 5. The supports 41 can slide vertically in the
brackets, in which they are held up by springs 43, and the current is taken from
the conductor 45 carried by the supports, by means of contact rollers or trollies 44
rolling on the conductor, and connected in any suitable manuer by the carriage.
The conductor may however be supported as shewn at Fig. 3 where the
bracket 42 is formed as an inclined plate, to which the support 41 carrying the

page_text: conductor 45 is rigidly fixed, while the contact roller 44 is carried by an arm 46
pivotted to the curved hanging bracket 35, and pressed down upon the conductor
by a spring 47.
The hanging brackets 35 have fixed to them a vertical broad plate 48 extending
from the one hanging bracket to the other, so as to offer a considerable surface
above the rail 16 for any side wind to act upon, and thus to counteract the
tendency of such wind, in acting against the body of the carriage, to cant this to
an angle, so that by this means, even if a very strong side wind is blowing the
carriage will always practically maintain its vertical position.
In order to prevent accidents in case the connection between the car and the
running wheels 'should give way, I provide safety devices as shewn at Figs. 6
and 7, which consist of a strong bracket 50 fixed to the body of the carriage and
having its upper end curved over the top of the rail 16.
The end 51 of the bracket reaching over the rail is of an inverted trough
section, situated a slight distance from the head of the rail so that should the
running wheel axle or other part of the connection break, the bracket 50 will take
an effectual support on the rail and thus prevent the carriage from sinking. In
the construction shewn at Figs. 6 and 7 there is supposed to be only a single
bracket at the middle of the carriage, in which case the trough 51 is made
sufficiently wide for it to remain over the rail even when passing sharp curves.
In the modified construction shewn at Figs. 8 and 9 the rail 55 is made to form
the bottom member of the longitudinal supporting girder which is suspended from
the curved ends of the standards. The head of the rail is of a semicircular shape,
on the upper surface of which the inclined running wheels of the carriage bear, the
axles of the wheels being carried in bracket frames 56 from which the body of
the carriage is suspended as before described. By such semi-circular shape of the
rail head and the inclined position of the running wheels the body of the vehicle is
free to assume inclined positions as in the first described case.
The current conductor 58 may in this case be arranged underneath the head
of the rail, as shewn at Figs. 10 and 11, contact being made by a roller 59 kept up
against the conductor by a spring. In this case also, the safety brackets may be
formed as shewn at 60, Figs. 9 and 11. The wind guard above this carriage is in
this construction formed as shewn at 48, Figs. 8 and 9.
Figs. 12 and 13 shew respectively a cross section and a side view of a two-rail
railway in which the body of the carriage E is suspended from a truck running on
the rails by a swivelling connection near each end of the carriage, so as to allow
this to pass round sharp curves.
Fig. 14 shews an enlarged section through the swivelling connection. Figs. 15
to 17 shew a slightly modified construction, Fig. 15 shewing a longitudinal section
through the wheel frame and swivelling connection, Fig. 16 a section on line X X
Fig. 15, and Fig. 17 a section on line Y Y.
The frame A consists of two side cheeks suitably connected at top and bottom
by transverse pieces and carried by two axles B with the running wheels a a.
The width between the rails C can be made so great in proportion to the
width of the carriage that no canting over of the latter can occur from unequal
loading.
In order to render the swivel frames A entirely independent of the body of the
vehicle, when running on curves, the motor engines are directly carried by the said
-frames.
In the present case the motors are assumed to be electromotors of any suitable
construction, but other motors such as petroleum motors can also be employed in a
similar manner.
The motor is preferably arranged between the two running axles B, the shaft i
thereof being parallel with these and the motion being transmitted by means of
toothed wheels.
The motors might of course be placed in a different position, and may either
have their shaft connected directly with or formed in one with the axles, or the

page_text: motion may be transmitted by means of worm and worm wheel gear or by belts.
cords or pitch chains.
For preventing the running wheels a from leaving the rails C there are provided
safety rollers & situated immediately beneath flanges D¹ projecting from the bottom.
members of the lattice girders D, but arranged so as not to touch the flange when
the vehicle is running smoothly and only coming in contact when there is excessive.
vertical motion.
The bottom members of the girders carrying the rails C project down between,
the safety rollers b, so that these also serve to prevent undue lateral displacement.
of the frame and running wheels, such as might cause the latter to run off the-
rails.
Should the rollers 6 become fractured, excessive lateral motion will still be
prevented by the upward projecting parts d of the frame, which would come in
contact with the sides of the bearer.
Furthermore, for preventing accidents on the breaking of an axle, there are
provided at the bottom of the frame A safety catches c, which, on the frame
dropping slightly on the occurrance of such a fracture, will come in contact with.
and rest upon the rails so as to support the vehicle.
The body E of the vehicle is suspended from the frames A by means of swivel.
bolts e, which have their upper ends suitably carried in a swivel bearing in the
transverse part A¹ of the frame, as shewn at Fig. 14, while the lower ends are
supported in a swivel bearing in a cross beam F, from the ends of which the
carriage body E is suspended by bolts g with spring bearings g'. The cross beam F
has rollers k which run upon curved surfaces / concentric to e on the under side of
the frame A A¹ when the vehicle turus on its swivel when running over curves..
Safety pins are also provided on the beam F, the necks of which are situated in
curved slots in the bottom A' of the frame, so that should the swivel bolt e become.
fractured, the vehicle will still be supported by the collars of the pins f taking a
bearing in the slots.
Lastly, the body E is provided with safety straps h passing over the ends of the
beam F, so that should one of the bolts g become fractured, the body will still be
supported by the strap h.
The girders D, which may either be of lattice construction as shewn, or solid,
may be supported either by brackets from lateral standards or by transverse
bearers, supported on each side by vertical or inclined standards.
G is the electrical conductor from which the current for the electro motor is.
taken by a spring conducting lever H carried by the frame A.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. In an elevated railroad the use for supporting the rails of standards constructed
of one vertical and two inclined members braced together, the upper ends of which
are curved over in such manner that the rail attached to the curved end is in a.
vertical plane lying well within the base of the standard, substantially as described
with reference to Figures 3, 34, 3B, and 8.
2. The modified construction of the standards referred to in claim No. 1 for-
carrying two lines of rails, substantially as described with reference to Figures 4
and 4^.
3. The use for a single-rail elevated railway of a longitudinally divided rail the
lengths of the two halves of which are made to break joint, and which is fixed on.
the top of a supporting girder the bottom flange of which is curved as a circular
arc struck from the top of the rail as a centre, so as to allow the safety wheels of
the vehicle which are situated immediately under such curved flange, to swing
laterally with the vehicle, substantially as described with reference to Figures 3
and 5.
4. The construction of inverted rail with semicircular head carryed by a girder

page_text: suspended from the standards, the vehicle being supported by inclined running
wheels bearing upon the semicircular surface of the rail head, substantially as
described with reference to Figures 8 and 9.
5. In a single rail elevated railway supporting the vehicle from double flanged
wheels running on the rail, by means of curved hanging brackets, to which the
body of the vehicle is attached by swivelling connections consisting of shafts
passing vertically through the body and having at their lower ends blocks on which
the body rests with the intervention of springs, substantially as described with
reference to Figures 1 and 3.
6. In a single-rail elevated railroad, the use in combination with the vehicle of a
vertical longitudinal plate situated above the rail and of such a size that the
pressure of a side wind thereon will more or less balance the pressure of the wind
on the body of the vehicle, and will thus prevent this from being materially inclined
from a vertical position by such wind, substantially as described with reference to
Figs. 1, 3, 8 and 9.
7. In a single-rail elevated railway, the combination with a vehicle hanging by
swivelling connections from wheels running on the rail, of a flat plate above the
rail for balancing the pressure of a side wind, of safety brackets with curved ends
situated immediately above the rail so as to bear upon it in the event of the
fracture of a connection, and of safety rollers situated immediately beneath the
curved bottom flange of the supporting girder, substantially as described with
reference to Figures 1, 3, 5, 6 and 7.
8. The modified construction of safety guard plate for the inverted rail
arrangement described with reference to Figures 10 and 11.
9. The arrangement of electrical conductor and spring contacts for conveying
the current to the electro-motors of the vehicle herein described with reference to
Figures 5, 6, 7 and 10.
10. In combination with the wheel frame A A' and swivelling frame F of a
suspended vehicle, of transverse safety support c for coming in contact with the rails
in case of fracture, projections d on the part A' for limiting the lateral motion of
the frame, safety studs f on the transverse bearer F, working in slots in the under
side of the frame A¹ for supporting the vehicle in the event of the fracture of the
swivelling bolt e, and safety straps h fixed on the body of the vehicle and embracing
the ends of the transverse bearer F, for supporting the body of the vehicle in the
event of the rupture of the bolts g or springs g¹, substantially as described with
reference to Figs. 12 to 17.
Dated this 12th day of November 1895.
ABEL & IMRAY,
Agents for the Applicant.