Improvements in Elevated Single Rail Railways, in Locomotives
Year: 1886

page_text: Date of Application, 29th Sept., 1886
Complete Left, 29th June, 1887.
Complete Accepted, 19th Aug., 1887.
[Communicated from abroad by JOSEPH THOMAS PULLON, of Caracas, in the
Republic of Venezuela, South America, Civil Engineer.]
Improvements in Elevated Single Rail Railways, in Locomotives
I JOHN CLARK JEFFERSON of 2 East Parade Leeds in the County of York, Civil
Engineer and Patent Agent do hereby declare the nature of this invention to be as
follows:-
This invention refers to such elevated single rail railways in which the locomotives
and carriages and wagons straddle the rail, so that the centre of gravity is below the
top of the rail.
My Improvements refer
I. To the permanent way and supports for the same of single rail elevated railways.
A railway in accordance with my improvements consists in a single rail carried on the
top of a girder, and two guide rails of lighter section (one on each side) at the lower
part of the girder. My improvements include (a) special forms of girder Figs. 1 to 4.
(a. 1.) The upper flange of the girder is formed of inverted channel iron, and the
lower flange of channel iron placed as shewn in Figs. 1 and 4, having special ledges
rolled thereon for the support of the guide rails. The two flanges are connected
together as a Warren or Lattice Girder, by channel-, angle, T-, or flat iron,
lattice bars.
(a. 2.) The upper and lower flanges are formed of iron of unequal section and
connected together as in the first case (a. 1.).
(a. 3.) The lower flange may be formed of obtuse angle iron, or of Z (i.e. opposite
angle) irons fastened together by channels or angle irons, and connected to the upper
flange as in the first case (a. 1.). The special ledges for supporting the guide rails
are rolled on the obtuse, or Z irons.
(a. 4.) Where a bridge section is adopted for the main rail, the upper flange is
formed of and channel iron combined, or of double 1 iron,

page_text: The guide rails in the first cases above (a. 1. and a. 2.) are formed of distorted
Vignoles section of rail, and under (a. 3.) may be of bulb section.
(b) Modes of attaching the main and guide rails to the girder.
(b. 1.) The main rail is fixed to the channel iron forming the top flange, by clips,
and hooked, screwed, or cottered bolts, the bolts passing through the channel iron.
The clips may be arranged to tighten direct on the foot of the rail, or wedges may be
inserted between the clips and the rail foot. Fig. 5.
(b. 2.) The bolts for fastening the guide rails are preferably passed through the ties
and struts, (i.e.) the lattice bars), the clips or wedges, or the tops of the hooked bolts
bearing only on the upper side of the rail foot, the lower side of the rail foot resting
on the ledge specially rolled therefor.
(c. 1.) Where the inclination of the railway is great, the section of the main rail
head is made wider with both sides inclined, so that the double flanged wheels of the
engine bear with the inside faces of their flanges on the inclined sides of the rails, thus
securing greater adhesion, Fig. 6.
d. In the case of shunts, crossings, and the like, the girder upon which the rails rest
is hinged at one end, or at the centre, or two of the rail girders side by side may be
connected together and pivotted about one common centre. This is not to be con-
founded with the "Lartigue" system of switching (see Patent No. 2764-1882.) in
which the uprights supporting the rail are moved as part of the permanent way.
(d. 2.) Another method of shunt or switch is to connect three parallel girders, and
traverse these at right angles to the railway, so that the two lines of rail are never
left discontinuous.
Where a single line of rail is used with crossing places, one swing girder or two
may be used at each end of the crossing station, hinged respectively to the single
permanent way, or to the ends of the double crossing lines.
To prevent overrunning at stations, or shunt crossings, brake beams or slides are
provided, which are hinged towards one end and which are automatically raised at the
other end. In cases of combined or connected girders at shunts, automatically raised
mechanical buffers are provided as stops to prevent over-running.
e. The uprights or supports for the girder are formed in the usual manner, except
at the upper end, which is provided with a bed plate, and holding down plates and
guides arranged to suit the particular section of the lower flange of the girder, and to
permit the expansion and contraction of the same.
II. (a) The locomotives and carriages and wagons are constructed with bogies of
two wheels each at the ends, and these are connected to the frame or boiler of the
locomotive, and the frame or body of the carriage or wagon by swivelling centres and
pins. Each bogie frame carries one or two inclined (about 45°) guide wheels on each
side of the bogie frame, which are arranged to run on the guide rails. Springs and
axle boxes or their equivalents are provided for both the main and guide wheels. The
guide wheels are made preferably to run loose on conical pivots or axles, connected to
a slide, which moves within the horn blocks, or an equivalent guide.
(b) In a second arrangement the locomotives, carriages and wagons are carried on
wheels connected with the frame or body of the vehicle, the wheels having a transverse
motion along the axles, to permit of the necessary play when passing round curves.
In the case of the carriages and wagons the wheels may be fixed on the axles, and the
axles have a transverse motion in their bearings. Side springs are used to bring back
the centre line of the carriage to correspond with the centre plane of the wheels.
III. The boiler is made saddle shaped Fig. 7. straddling the girder. In one side is
placed the fire box, and this may be connected to the smoke or flame box by one
single large tube, or by a series of smaller tubes, and the opposite side of the boiler is
provided with ordinary locomotive tubes. An inverted shaped chamber, or flame
box permits the passage of the flame and heated gases from the fire box side of the
boiler, to the part of the boiler on the opposite side of the girder, where they pass by
the return (locomotive) tubes to the smoke box and chimney, which are at the same
end of the boiler as the fire box, but on the opposite side of the girder. The top of
the boiler which is approximately semicircular carries the water tank.

page_text: In another arrangement I place a fire box in each side of the boiler at one and the
same end, and connect both these to one common inverted shaped smoke box at
the other end with ordinary locomotive tubes.
IV. a. The engine is arranged with inverted cylinders carried on a vertical
prolongation of the side plates of the boiler. Each piston is connected to two
rocking beams or levers, connecting rods being attached to the opposite ends of
these rocking beams or levers, and thereby rotates two driving shafts, one at each
end of the boiler. Each driving shaft carries a chain pinion, connected by a driving
chain to a chain wheel on one of the load or main wheel axles, at the same end of the
locomotive.
This arrangement is so carried out as to allow the necessary amount of swivelling
or play when passing round curves.
The valves of each engine cylinder are actuated by means of levers and links from
one of the rocking levers, and from the opposite connecting rod, on the same side of
the boiler.
a
(b.) In another arrangement I place the cylinders horizontally on the top of the
boiler, attached to the side plates before mentioned, actuating driving shaft at one
end directly by means of a connecting rod, and through links and bell crank levers
and connecting rods a driving shaft at the opposite end. The valve gear is worked
by means of links and levers from the crosshead, and the connecting rod attached
to the bell crank lever.
(c.) When the engine is constructed with sliding wheels instead of a bogie I prefer
to adopt the following arrangement. The cylinder is attached to the main frame
and drives, by means of a connecting rod, an intermediate crank shaft, to the crank
pin of which are attached coupling rods, driving each load axle. The valve gear in
this instance is preferably a system of levers and links, worked from the crosshead
and connecting rod.
V. The carriage frames are constructed to straddle the girder in a similar manner
to the boiler, Fig. 8 and to allow of access from one side of the carriage to the other
I provide a stepped gangway over the girder, either in the centre or at one or both
ends of the carriage.
VI. In the case where the engines and carriages or wagons are carried on bogies,
I actuate the brakes through hollow bogie pins. The brakes are preferably arranged
as brake straps binding round special brake drums attached to the main wheels
or axles.

page_text: COMPLETE SPECIFICATION.
Improvements in Elevated Single-rail Railways, in Locomotives
and Rolling Stock therefor.
I JOHN CLARK JEFFERSON of 2 East Parade Leeds in the County of York Civil
Engineer and Patent Agent do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascertained
in and by the following statement :-
This Invention refers to such elevated single-rail railways, in which the carriages
and wagons straddle the rail, so that the centre of gravity is below the top of the rail.
In order that my Improvements may be thoroughly understood reference, will be
had to the accompanying sheets of drawings, and also to the drawings accompanying
the provisional specification. Sheet 1. of the accompanying drawings, illustrates
various details of the permanent way. Sheet 2 contains drawings of two types of
locomotive engines; and Sheet 3 contains drawings shewing a carriage designed for
such elevated single-rail railways.
My Improvements refer :-
1°. To the permanent way and supports for the same. A railway designed in
accordance with my Improvements is represented in longitudinal or side elevation
in Fig. 1. and in half cross section in Fig. 2. of Sheet 1. It consists of a single
"load" rail a, carried on the top of a girder; and of two guide rails b of lighter
section (one on each side) at the lower part of the girder. My improvements include
1 (a) special forms of girders. See also Figs. 1. to 4. of the drawings accompanying
the provisional specification.
1. (a. 1.). The top and bottom flanges or booms of the girder are formed, the one of
channel iron and the other of iron, or both of channel or both of iron. The
channel iron may be placed either with the flanges thereof upwards, or downwards.
The lower boom or flange may be rolled with or without special ledges for the support
of the guide rails b. It will be found preferable to make the lower boom or flange
wider than the top.
1. (a. 2.). Instead of using channel or
girder, obtuse or Z (i.e. opposite angle)
support of the guide rails may be used.
iron for the lower boom or flange of the
iron, with or without special ledges for the
1. (a. 3.). Where a bridge section is adopted for the main rail a, the upper flange
or boom may be formed of T iron on a channel iron.
1. (a. 4.). The two booms of the girder are connected together as a Warren or
Lattice girder by means of channel-, angle-, T-, or flat iron lattice bars c. Those
forming the compression members may be placed crosswise with the girder as shewn
in Figs. 1. and 5. Sheet 1., and will then serve in place of vertical stiffeners.
Where the railway consists of both an up line and a down line, I connect across the
vertical uprights supporting the two lines of girders, to ensure greater stability. To
stiffen the girders laterally against wind pressure, I prolong some of the vertical
stiffeners below the bottom of the girder, and connect the lower ends of these and the
botton flanges or booms across with ties and struts, see Figs. 6 & 7 Sheet 1.

page_text: 1. (b. 1.) Where the inclination or gradient of the line is considerable, the section
of the main rail head is made wider than on the level part of the line, and the sides of
the head are inclined, so that the double flanged wheels of the engine bear with the
inside faces of their flanges on the inclined sides of the head, thus securing greater
adhesion to the rails, see Fig. 6. of the drawings accompanying the provisional
specification.
1. (b. 2.). The guide rails 6 are preferably formed of a distorted Vignoles section of
rail, see Fig. 3 Sheet 1. or of a distorted bulb section, see Fig. 4. Sheet 1.
1. (c.) Modes of attaching the main and guide rails to the girder.
or
1. (c. 1.) The main or load rail is fixed to the top flange by means of clips and
hooked bolts, the head of the bolt passing into holes in the flanges of the H
channel iron. A continuous wooden sleeper is placed beneath the rail, Fig. 8. Sheet 1.
1. (c. 2.). The guide rails of the section shewn in Fig. 3. resting on the top of the
flanges of the bottom girder boom, or on the ledges specially rolled thereon to support
them, are fastened by hooked headed bolts passing through the lattice bars as shewn
in Fig. 3. Sheet 1. The guide rails of the section shewn in Fig. 4. Sheet 1. are
attached by ordinary bolts passing through lattice bars.
The object aimed at in the above mentioned forms of flanges and ties and struts, is
to obtain a narrow girder having considerable lateral and torsional stiffness; also by
connecting the ends of the adjoining rails with special fish or splice plates, the rails
are made to form an effective portion of the girder adding considerably to its strength;
and the above mentioned modes of fastening permit of the rails being readily
disconnected for repairs or renewals.
1. d. The uprights for supporting the girder may be formed of two channel irons or
four angle irons connected together by short lattice bars. The ends of the girders are
provided with horizontal bed plates d, which rest upon the cap plates of the uprights,
and are connected and secured by bolts passing through both plates. The holes in
one of the plates are slotted to allow for the slight movement due to expansion and
contraction of the girders. The adjoining ends of the girders are connected together
over the supports by two splice plates, (shewn by dotted lines in Fig. 1. Sheet 1.)
rivetted to the end plate of one girder, and bolted to the end plate of the adjoining
girder; the holes in one of the plates being slotted to allow for expansion and
contraction of the girder.
1. e. The construction of shunts and crossings.
In the case of shunts and crossings
1. (e. 1.) The girder upon which the rails rests is hinged at one end by means of a
vertical pin. Where the railway consists of a double line the two parallel girders are
preferably connected so as to swing together. This is not to be confounded with the
Lartigue system of switching (see specification of patent No. 2764.—of 1882), in
which the uprights supporting the rail are moved as part of the permanent way. The
opposite or free ends of the girders move over a circular or curved race on fixed or
moveable rollers.
In the case of turntables the single or double girder as the case may be, is pivotted
about its centre.
1. (e. 2.). Another method of shunting or switching is to connect two or more
girders together, (preferably three in the case of a double line of railway), and to
traverse them across the line or lines of railway, so that the line or lines of railway are
never left discontinuous except during the traverse motion of the shunt. The shunt is
carried or supported on wheels running on rails placed below and at right angles to
the main line.
Where a single line of rail is used with crossing places, one or two swing girders
may be used at each end of the crossing station, hinged respectively to the single
permanent way or to the ends of the double crossing lines.
2°. To the design and construction of the locomotives, carriages and wagons.
Figs. 1. and 2. Sheet 2. are longitudinal elevations partly in section, and Figs. 3.
and 4. cross sections of the boiler of locomotives constructed in accordance with my
Invention. Figs. 1., 2., 3., and 4. Sheet 3. are respectively longitudinal elevation,

page_text: chiefly in section, plan principally in section, and cross sections through the bogie and
carriage centres of a carriage containing my Improvements.
2. (a.) The locomotives and carriages and wagons are constructed with bogies of
two load wheels a¹ a¹ at each end, and these are connected to the frame or boiler of
the locomotive and to the frames of the carriages and wagons by swivelling centres
and pins c. c. Each bogie frame carries one or two inclined guide wheels b¹ b¹ on
each side of the bogie frame, arranged to run on the guide rails. The inclination of
the guide wheels is preferably about 45 degrees to the horizontal. Springs and axle
boxes or their equivalents are provided for both the main and the guide wheels, those
for the guide wheels being preferably arranged to permit of movement in a direction
inclined at about 30 degrees or under to the horizontal. The guide wheels are
preferably arranged to run loose on conical pivots or axles connected to a slide which
moves within the hornblocks or an equivalent guide. The tread of the guide wheels is
conical with inclined flanges on each side. The object aimed at in the construction of
the guide wheels is to obtain a great depth of tread, and to ensure that the guide
wheels shall not leave the guide rails when the carriage is depressed on the bogib
springs, or unequally loaded, and a comparatively larger range of spring for con-
trolling the side oscillation of the carriage. In case of failure of the bogie springs and
wheels, the carriage would be supported on the upper flanges of the guide wheels.
Another essential part of my improvements is to fix the distance between the centres
of the bogies at approximately 707 times the full length of the carriage or wagon.
2. (b.). In a second arrangement the locomotives carriages and wagons are carried
on wheels connected with the frame or body of the vehicle, the wheels having a
transverse motion along the axles to permit of the necessary play when passing round
curves. In the case of carriages and wagons the wheels may be fixed on the axles,
and the axles have a transverse motion in their bearings. Side springs are used to
bring back the centre line of the carriage to correspond with the centre plane of the
wheels.
2 c. The boiler is made saddle shaped, as shewn in Figs. 3. and 4. Sheet 2.,
straddling the girder. In one side is placed the fire-box d, and this may be connected
to the smoke or flame box e by one or more large tubes, or by a series of locomotive
tubes as shown; the opposite side of the boiler being provided with ordinary
locomotive tubes. An inverted shaped chamber or flame box e permits the passage
of the flame and heated gases from the fire-box side of the boiler to the part of
the boiler on the opposite side of the girder, whence they pass by the return
locomotive tubes to the smoke-box g and chimney h, which are at the same end
of the boiler as the fire-box, but on the opposite side of the girder.
2 d. In another arrangement I place a fire-box in each side of the boiler at one and
the same end, and connect both these to one common inverted shaped smoke box at
the other end with ordinary locomotive tubes.
2e. Instead of attaching the engine to the boiler as described in the provisional
specification, I prefer to attach it to the bogie frames. In Fig. 1. Sheet 2. is shewn
the design of engine referred to under IV a in the provisional specification, the
intermediate driving shafts and chain gear being dispensed with, and the cylinders
being placed horizontal instead of vertical, and the rocking beams or levers connected
directly by means of connecting-rods to the cranks of the driving wheels. The valves
of each cylinder are actuated by means of levers and links from a point on the
rocking beams or levers, and by means of connecting-rod, rocking slotted link, and
lever, from a point on the connecting-rod of the engine.
2f. In Fig. 2. Sheet 1. is shewn the design of engine referred to under IV e in the
Provisional Specification, but is here shewn attached to the bogie-frame. The
vertical cylinder actuates an intermediate crank shaft k, the cranks of which are
connected to coupling rods driving the cranks on the engine wheels. The valve gear
in this arrangement also is worked from the crosshead and connecting-rods, or from
the coupling rod alone as shewn in Fig. 2.
In both the above mentioned arrangements the steam pipe to the cylinders passes
down through the hollow bogie centre pin.

page_text: 3. The carriage framework consists of two strong vertical longitudinal plates d d
(and horizontal cross plate d' connected lengthwise by angle irons) to which are
attached the ribs f, f, of small channel or T iron bent to the outlines shewn in the
cross-sections Figs. 3. and 4.
The outsides of the ribs are covered with sheet iron forming the outside of the
carriage, whilst the insides of the ribs are filled up with wood, to which is attached
the wood lining forming the inside walls of the carriage. To allow of access from
one side of the carriage to the other over the girder, I provide a stepped gangway at
the centre (or ends) of the carriage, the roof being raised immediately above to give
head room.
This which may be called the "saddle" system of construction is not to
be confounded with the "pannier" system of the Lartigue Company's carriages, in
which one side of the carriage (i.e. on one side of the girder) is separate from the
other. The object aimed at and the essential part in my construction is to have that
portion of the carriage, which carries the load, and therefore requires to be strongest
and heaviest, in close proximity to the girder, and as much as possible below the line
of suspension (i.e. the main rails).
It will be seen that the seats are arranged back to back, and that the saddle frame
plates d d and the cross covering plate d¹ only rise to any height in the vicinity of the
bogies, so that the carriage is practically open from side to side. With a given width
for seat and knee room, it is evident that the total width is dependent on the width of
the saddle plates d d apart. This width must be sufficiently great to allow not only
for the full width of the girder, but also for sufficient clearance when going round
curves. In order that this width may be a minimum for any given clearance, it
is necessary that the bogie centres should be at such a distance apart; that within the
length of the carriage, the line joining the bogie centres bisects the versed sine of the
arc of the railway curve, included in the carriage length. The length of this line is
707 times the length of the carriage.
4. In the case where the engines and carriages or wagons are carried on bogies, I
actuate the brakes through hollow bogie pipes. The brakes are preferably arranged
as brake straps binding round special brake drums, attached to the load wheels or
axles. In order that the carriage brakes may be continuous and actuated over the
whole train from any carriage, I provide close to the main saddle frame a longitudinal
shaft principally of piping. The shafts of two adjoining carriages are connected by a
ball and socket joint, one end of which is square and slides into a square socket in
the end of the adjoining pipe shaft, to allow the necessary play when curving.
This pipe shaft is revolved by hand-wheel and any suitable gearing placed close to
the stepped gangway of the carriage. On the pipe-shaft opposite the centre of each
bogie is a worm sliding on a feather between two fixed bearings, and working a
worm-wheel connected by lever and link to the brake-rod passing through the hollow
bogie pin. In order to allow automatically for adjustment and wear, between the
sliding worm and bearings is placed a spiral spring, which when the brake block
is hard on causes the worm wheel to act as a fixed rack, sliding the worm and
compressing the spring, and allows the power to be transmitted to the other bogie
brakes not hard on.
It will be readily understood that I do not restrict the working of such an elevated
railway as is above described to locomotives, but that electric or cable motors may be
employed.
Having now particularly described and ascertained the nature of my said Invention,
and in what manner the same is to be performed, I declare that what I claim is
1°. An elevated railway consisting of a single carrying rail a attached to the top
boom of a box lattice girder, and two guide rails bb attached near the lower booni,
one on each side of the girder; such girder having the top and bottom booms formed
of or channel iron (or the lower boom of obtuse or opposite angle iron) connected
by lattice bars, the whole supported on uprights or pillars all substantially as
herein set forth under 1, 1. (a. 1.), 1. (a. 2.), 1. (a. 3.) and 1. (a. 4.), and shewn in
Sheet 1. Figs. 1. and 2. of the accompanying drawings.

page_text: 2°. The modes of attaching the carrying rail a to the top boom of the girder, and
the guide rails bb to the lattice bars, substantially as described under 1. (c. 1) and
1. (c. 2.) respectively and shewn in Figs. 1, 2, 3, 4, and 8, Sheet 1. of the
accompanying drawings.
3°. The modes of connecting the ends of two adjoining girders by end and splice
plates, and of attaching the ends of the lower booms to the cap plates of the uprights
or supports, both so as to permit of motion due to expansion and contraction,
substantially as herein described under 1° d. and as shown in Fig. 1. of the
accompanying drawings, Sheet 1.
4°. The special forms of carrying rail and guide rail substantially as and for the
reasons set forth under 1. (b. 1.) and 1. (b. 2.) and as shewn in Fig. 6. of the drawings
accompanying the provisional specification, and Figs. 3. and 4. Sheet 1. of present
drawings.
5°. The prolongation of vertical stiffeners or special brackets below the lower boom,
and the mode of strutting and tying these across between parallel girders, substantially
as and for the purpose herein set forth under 1. (a. 4.) and as shewn in Fig. 7.
Sheet 1.
6°. The construction of shunts and crossings by hinging one end of the girder
about a vertical hinge or axis substantially as described under 1 e.
7°. The method of shunting or switching by connecting two or more of the
girders together, and traversing them across the line of railway substantially as
Jescribed under 1. (e. 2.).
'
8°. For working elevated single-rail railways, locomotives supported on front and
hind saddle bogies respectively in front and behind the boiler, such bogies carrying
the cylinders and inain parts of the engine below the top rail level substantially as
herein set forth under 2. a, 2. e, and 2. f. and as shewn in Figs. 1. and 2. Sheet 2. of
the drawings.
9°. In locomotives for elevated single-rail railroads, the arrangement of engine
with horizontal cylinder working rocking lever, and also the arrangement of vertical
cylinder working an intermediate shaft substantially as described under 2. e. and 2.f.
and shewn in Figs. 1. and 2. Sheet 2. respectively.
10°. The design of saddle boilers described under 2. c. and 2. d., and illustrated in
Figs. 1, 2, 3, and 4, Sheet 2. of the drawings.
11°. The arrangement of carriages and wagons carried on saddle bogies and having
the distance of the bogie centres apart approximately 7 times the full carriage length,
substantially as described under 2. a, and shewn in Sheet 3. of the drawings.
12°. The use of guide wheels inclined at approximately 45°, attached to the bogie
frames substantially as described under 2. a., and shewn in Figs. 1. and 3. Sheet 2.,
and Figs 1. and 3. Sheet 3; or attached direct to the carriage or wagon frames.
13°. The arrangements of locomotives, carriages, and wagons carried on wheels
having a transverse motion substantially as described under 2. b.
14 The construction of carriage having frame, stepped gangway, and raised part of
roof, substantially as described under 3., and shewn in Sheet 3. of the drawings.
15°. The continuous, automatically adjusting brake substantially as described
under 4.
Dated this 27th dox of Luna 1987