Improvements in the Rolling Stock and Permanent Way of Single Rail Railways.
Year: 1896

page_text: Date of Application, 22nd Dec., 1896-Accepted, 13th Nov., 1897
COMPLETE SPECIFICATION.
Improvements in the Rolling Stock and Permanent Way of Single
Rail Railways.
I, HENRY JULES CAILLET of 7 Boulevard St. Denis, Paris, France, Engineer
do hereby declare the nature of this invention and in what manner the same is
to be performed to be particularly described and ascertained in and by the follow-
ing statement:-
This invention relates to the construction and arrangement of special material
including rolling stock and permanent way for single rail railways laid on the
ground.
The rolling stock comprises cars having two wheels arranged one in front and
the other behind outside of the body of the car as shown in Figs. 1, 2 and 3 of
the accompanying illustrative drawings. The body or weight carrying platform
is thus arranged between the two wheels which are therefore situated at a con-
siderable distance apart, that distance being greater or smaller according to the
dimensions of the body or weight carrying platform.
The arrangement of the wheels at the ends of the car has the advantage of
completely exposing the car; it ensures the stability of the car in the direction
of its length; it enables the steepest inclines to be ascended; it allows of making
up a train of cars and of the passage of such train over the sharpest curves; it
allows of the use of wheels of any desired diameter; and it relieves the side pull
on the car.
The weight-carrying platform may be extended right and left of the wheels
when it is necessary to utilize the whole length of the car. (Fig. 4).
The weight-carrying platform may be extended beyond the wheels care being
taken not to detract from the stability of the car in the longitudinal direction
(Fig. 5).
The sides of the platform may be provided with racks of inclined (Fig. 6) or
of basket-shaped form (Fig. 7). The body of the car may be arranged in the
form of a box with open-work walls, opening at the side (Figs. 8 and 8*); or in
the form of a box with full walls of wood, opening at the side (Figs. 9 and 94);
or in the form of a box with metal walls and opening at the side (Figs. 10 and 10*);
or of wagon-shape with or without a removable roof (Figs. 11 and 11); or as an
open-sided car with transverse seats, with or without a roof (Figs. 12 and 124).
Upon the car,, instead of a weight-carrying platform, there may be mounted a
cistern or tank (Figs. 13 and 13), or tipping hoppers, (Figs. 14 and 14) or any
other device for special purposes, such as the arrangement of ambulance wagons
with beds (Figs. 15, 15, 15). The double car is composed of a pair of two
wheeled bogies, or trucks with pivoting forks, connected together by a body or
platform (Figs. 16 and 16). Each truck consists of a frame under which the
wheels are arranged at a suitable distance apart, (say about 1 metre). The frame
is pierced in the centre with a hole for the passage of the swivel-pin of the fork A
mounted so as to swivel freely on the frame.

page_text: The projecting supporting bars for receiving the longitudinal side pieces are
bent and provided with iron bracing constituted by the parts C (Fig. 16);
they are fixed at the level of the platform proper, so as to leave exposed the loading
space which may extend considerably beyond the front and the rear of the car.
Trucks may be employed having large wheels situated outside of the loading
platform, which is supported on the centre of the trucks by means of arms after
the style of a hand-barrow.
The platform is situated between the two coupled trucks at a lower level than
the top of the wheels. It is suspended by its ends between the two trucks as in
the case of the car provided with arms (Figs. 17 and 17).
All these cars may be mounted on wheels of greater or less diameter.
They may be made of wood, or of iron, or of steel.
A safety leg" Z consisting of a metal strap in the form of an are of a circle,
about 10 centimetres high fixed under the platform, prevents the sides from
coming in contact with the ground in case of the accidental fall of the animal,
dragging the car along. The arrangement for harnessing or yoking the animals
consists of two lateral supporting bars A A Fig. 3 projecting from one side only
of the car, and placed at any suitable height (about 1 metre from the ground).
These bars are supported by means of racks or frames (Fig. 2) on the platform,
or are connected directly to the platform (Fig. 16), in which case the bars are
bent so as to be carried up again to a height of about 1 metre above the ground.
These two bars are fixed in front and at the rear of the car and leave between
them a space sufficient for a beast of burden, and they project from the side of
the car for a length of about 1 metre 60 centimetres.
They are connected together at their ends by a pair of removable shafts BB
for receiving and yoking the animal which is introduced between the shafts on
removal of the outer shaft.
For the purpose of adjusting the harnessing of the animal special clips illus-
trated in Figs. 18 18 and 18" are employed consisting of an upper buckle A
for receiving the end of the back band, of a lower buckle B which receives the
end of the belly band; of a pair of "branches" C to receive the shaft to be held.
In order to retain the shaft in the clip, the latter has a movable arm D pivoted
on a pin E, and capable of being turned down on to the shaft when the latter is
inserted in the branches of the clip. A movable ring F serves to keep the movable
arm closed. To take out the shaft, the ring F is raised as far as the buckle A
hereby allowing the movable branch D to be opened.
The shafts are attached to the ends of the lateral supporting bars by an arrange-
ment (Fig. 19) which can be operated without any detached part composed of a
straight hook G fixed on the supporting bar: the end of the hook carries a pivoted
part or finger H which can move about a hinge pin and is adapted to open inwards.
The shaft terminates in a ring (Fig. 20) which is engaged in the attaching
hook G, by pressing upon the pivoted finger H which falls back of itself, aud
retains the shaft. To remove the ring from the shaft, the finger is raised so as
to lie horizontally along the hook.
The pull of the animal acts upon an inclined chain C (Fig. 21) hooked to the
rear of the car, and led in the direction of the traces of the animal by a removable
drawbar 1) (Fig. 22) which is hooked to the side of the car by means of a button F
tig. 23) and is suspended from the rear supporting har by a small chain E.
The end of the draw bar has an oval or rectangular hole G which engages with
the shank of the button F. When the bar is raised or lowered into a horizontal
position it cannot leave the button. The chain C is fixed to the end of the draw-
bar D. The swingle-tree carried by the animal is hooked onto the end of the
drawbar. This arrangement of draw gear ensures parallelism of the pall of the
animal yoked at the side of the car.
The other end of the car is also furnished with the button F, so that the cars
can be drawn from either end.
To couple together several cars to form a train, there is employed a clip

page_text: (Figs. 24 and 24") composed of two female parts which take on to the rigid draw
rings P forming male parts fixed to the ends of the cars. The clip is pierced
with two holes corresponding with those of the rigid rings P P for the insertion
of a double ended pin which extends right through both the clip and the draw
plates, and thereby connects the two cars together. A rigid ring H is fixed on
the side of the draw clip for the reception of the end of the draw chain C, and
acts to straighten the oblique pull of the animal pulling on the side of the car.
Cars operated by hand are of similar construction to the cars drawn by animal
power, but are of smaller size; they are operated by means of a horizontal support-
ing bars projecting more or less from one side (Figs. 25 and 25") or by means
of two supporting bars projecting from the same side (Figs. 20-27-28). These
bars may be pivoted horizontally so as to be capable of being folded against the
side of the car (Figs. 27 and 27). They may be made removable (Fig. 29') so
as to be adapted to be withdrawn instantly by means of a telescopic connection.
The length of the bar beyond the car varies according to the weight which is to
be balanced. It is generally from 60 centimetres for small cars, and 150 metres
for large cars.
The cars are provided, with one or more supporting legs J (Fig. 25) which
consist each of a bent strip of metal attached underneath the side of the platform.
The rounded supporting legs constitute drags. the friction of which along the
ground is utilized for the purpose of reducing the speed of the cars in travelling
down inclines.
The platform may be provided with fixed walls in front and at the rear, and
with movable or fixed walls at the sides (Fig. 25). It may be provided with out-
wardly inclined racks or frames (Fig. 29), or surrounded with a low circular wall
for the purpose of affording rigidity (Figs. 30 and 30). It may be arranged,
if desired, as a wagon with or without a movable roof (Figs. 31 and 31^); or
as an open sided car with cross seats with or without a roof (Figs. 32-32).
Upon the car there may be arranged a tank or barrel, or a tipping hopper or any
other arrangement for special purposes, such as for ambulance wagons with
movable beds (Figs. 27, 28, 284, and 28"), or a box or hopper having rounded sides
and adapted to be inverted and rolled on its side for discharging purposes
(Figs. 33 and 334). There may also be employed a double car consisting of a
pair of two wheeled bogies or trucks having pivoted forks connected together
by distance rods (Figs. 26-26" 26" and 26). Each bogie or truck consists of
a frame under which the wheels are arranged at a suitable distance apart (about
1 metre). The frame is pierced at the centre with hole for the reception of
the swivel pin A of the pivoted fork F which is mounted on the frame B. A
supporting bar is fixed to each pivoted fork. The load does not rest upon the
frame composed of the distance rods, but upon the pivoted forks.
Double cars may also be made coupled together by a rigid weight carrying plat-
form (Figs. 17, 17 and 17) supported at its ends by the jointed two wheeled
bogies or trucks. This allows of wheels of larger diameter to be used without
raising the platform situated between the two bogies or trucks coupled together
below the top of the wheels (Fig. 17). The operating supporting bars are fixed
to the ends of the platform.
The wheels used for the various cars are double flanged with a groove of special
form in cross section (Fig. 34) which consists of a part A B rounded in the shape
of an are of a circle, very open at the bottom, terminating in oblique surfaces A C
and B D at about 450 which are in turn continued by oblique surfaces C E
and D F. The intersections of the lines are rounded. The rounding of the
bottom of the groove has the result of constantly returning the wheel to the
centre of the rail in consequence of the slight inclination of the concavity.
The obliquity of the inner surfaces of the flanges has the effect of ensuring the
passage of the wheel from one rail on to the next rail without shock, in spite of the
imperfectness of the junction. The wheels are usually of steel, but in exceptional
cases where the wheels are of small diameter they may be of cast iron. Their

page_text: diameter varies from 10 centimetres to 1 metre. They have a hub of steel (shown
in Fig. 35) revolving on the fixed axle and pierced with a lubricating hole G.
In addition to the ordinary friction bearing-roller bearings are employed. The
arrangement consists in interposing between the fixed axle and the inner surface.
of the hub a series of rollers of small diameter which completely surround the
axle and separate it consequently from the inner face of the hub which thus
bears upon the rollers and not upon the axle (Figs. 36-37). The diameters of
the axle, rollers, and bore of the hub, may vary. For an axle of 40 millimetres
in diameter rollers of 12 millimetres in diameter may be employed, and the hub
-be bored out to a diameter of about 65 millimetres. For a hub of 220 millimetres
in length, steel rollers 150 millimetres long are employed. The ends of the hub
are closed, after the insertion of the rollers, by means of the rings B B which
revolve with the hub, but do not rub on the axle; they guide the rollers and
keep then inside the hub.
These roller bearings, the arrangement of which consists briefly in interposing
a series of parallel rollers between the fixed part and the revolving part of the
bearing, may be applied to all the bearings.
The track cousists of steel rails or steel bars of suitable cross section connected
end to end by means of a sheet steel sheath conforming in shape to the exterior
of the rails or bars except at the top which remains smooth for the passage of
the wheels (Fig. 38).
The weight of the steel rails used varies from 3 kilogs. to 12 kilogs., per metre
linear measure, or even more. The sheet steel sheath or fish plate which serves
to form the connection of the parts of the single rail track (Fig. 39) is usually
from 16 to 20 centimetres long. The fish plate is not fixed to the rails by bolts,
holes through the rails being thus dispensed with except in cases of necessity.
The rails are provided with soles or sleepers consisting of a steel plate bordered
along the sides (Fig. 40). The dimensions of the sleepers vary say from 20 centi-
metres in length and 10 centimetres wide, or more. The fixing of the removable
sleepers to the rails, may be effected by means of two claws, A rivetted to sleepers
(Fig. 40) symmetrically and diagonally on each side of the axis of the sleeper,
sufficient space being left between them to engage with the foot of the rail when
the sleeper is introduced obliquely under the foot. On then turning the sleeper
so as to place it at right angles to the rail, the two claws engage with the foot
of the rail and thus fix the sleeper. A retaining bolt is inserted in a hole B
formed in the sleeper so as to form a shoulder which abuts against the foot of
the rail. The claws instead of being attached to the sleeper may be cut and bent
up out of the material thereof (Fig. 41). The sleepers may also be fixed by
rivetting to the foot of the rail (Fig. 42).
To prevent the track from shifting on the ground means of anchoring may
be employed consisting of steel plates which are driven vertically into the ground,
and whose dimensions may vary according to the "strength" of the track. Good
results are obtained with plates driven into a depth of 12 centimetres into the
ground. The plates are driven in either parallelly to or at right angles with the
track. To fix these plates to the rails, there are used sleepers provided with
vertical "wings" arranged lengthwise (Figs. 43-43) or crosswise (Figs. 44-44").
A wing may also be connected to the junction fish plates (Figs 61-61). The
wings may be rivetted to the ordinary sleepers or fish-plates. It is preferable
to make special sleepers with wings in one piece (Figs. 45 45 46 46).
Points (Fig. 47) consist of a plate or strong sleeper which connects the ends
of two inclined lines together at a small distance from each other. The rails of
these tracks are fixed on the plate by means of claws or bolts and rivets. Between
the ends of the two rails A B and C D (Fig. 47) there is provided a sliding latch E
which does not project beyond the ends of the rail when it is opened.
sequently the movable rail G of the common line can be moved freely in front
of one or the other of the branch rails. When the movable rail has been placed
in front of the desired branch line, the bolt E is slidden beyond the branch rails,
Con-

page_text: and the movable rail is thus locked in front of the desired line by the latch or
bolt E and by one of the claws H underneath which the foot of the rail is engaged.
The rails of the branch lines are also fixed on a common sleeper J. A crossing
of three branching lines (Fig. 48) is constructed on the same principles but
with two bolts E E on the right and left of the middle rail K L.
Two track or three track crossings may be made of a cast steel plate provided
with fish-plates cast on for the reception of the ends of the branch rails (Fig. 49).
The common sleeper is also made of cast steel with fish-plates cast on. The rails
are simply engaged in the cast metal fish-plates. Also, two-track crossings with
or without a common sleeper, may be made of a cast steel plate (Fig. 50) having
projecting from it two rail stumps A B cast on which form the heads of the
branch lines that are prolonged by ordinary rails. Three track crossings are
made in the same manner. For two crossing tracks, a crossing plate (Figs. 51
to 55) is employed provided at its centre with a horizontal toothed disc A fixed
by means of a central bolt or rivet with head R.
The rails of the crossing tracks abut in star-fashion around said disc and are
fastened by any suitable fastening, say by means of claws P. The end of each
rail is also engaged in one of the teeth of the disc. A disc without teeth may
also be employed.
The thickness of the disc is generally less than the height of the rails by
25 millimetres, which is the height of the flange on the wheels. When the wheels
leave the rail, they rest on the disc with their flanges, pass over the head of the
central bolt which guides them, and they remount the rail after having passed
over the disc.
When the crossing tracks meet at an acute angle or at an obtuse angle, the
same arrangement is employed (Fig. 53) but the size of the disc is increased so
as to leave between the ends of the rails the space necessary for the passage of
the wheels (Fig. 53).
A crossing may also be made without fixing the rails by means of claws. The
notches in the central disc are cut out to fit the cross sectional form of the rail
after the manner of fish plates for the purpose of securing the rails by the foot
(Fig. 54).
Star-shaped crossings may also be made (Figs. 56 and 57), being composed of
two steel bars of U-shape in cross section which cross each other at a right angle
or at an acute angie. This crossing is made of cast steel. The ends of the U bars
are notched to receive the rails which are engaged for about 10 centimetres in
the notches where they are held by the foot.
For passing from one line to another without forming a break in the main
line, a branching apparatus (Fig. 58) is made, composed of a steel bar of U-section
curved and forming two gradual inclines from the centre towards the ends which
are notched so as to engage with the rails. Two wide claws A A, fixed to the
sides of the bar impart to it the requisite bearing surface on the ground. Two
other cut-out claws B B fixed to the ends of the bar on its convex side, also bear
upon the ground. Two tightening-screws 1) D with movable crank handle placed
in cast projections at the ends of the branch allow of clipping the rails between
the foot and the head so as to prevent the apparatus, which is of cast steel, from
slipping.
When the branch piece is in position, the wheel in following the rail rises
upon the incline of the branch as far as the middle of the apparatus, being guided
by the edges of the branch; it then runs down the opposite incline of the branch
and remounts the rail of the other track.
For unloading the cars an unloading device is provided which consists in a
raised part of the rail by means of a small mound of earth from 20 to 30 centi-
metres high and from about 20 centimetres wide at the top, or by means of a
piece of wood about 20 centimetres square. Access is given to the raised rail by
means of an inclined rail fixed or blocked under its foot (Fig. 59).

page_text: The car when it is moved onto the tipping device is tipped on one side and
the platform is then inclined considerably.
In order to ensure rigidity of the platform in large cars, frame pieces of steel
section (Fig. 60) are placed under the platform and the steel bars which carry
the wheels of the car. These frame pieces are fixed to the sides of the platform
and to the longitudinals of the car and act as strong ribs, which are increased in
number according to requirements.
The low position of the car bodies is utilised for automatic loading of earth
in embankment works (Figs. 62-62-62). For this purpose there is arranged
on the side of car body a spade or scoop, A consisting of a steel bar of section
fixed under the platform of the bottom of the car-body. This bar is cut out and
slightly inclined from the bottom of the car-body (which is formed with a suitable
aperture) to near the ground.
When it is desired to fill the car-body, the car is inclined so as to embed the
end of the spade in the ground. On moving the car, the earth is lifted by the
spade after the fashion of a ploughshare. The earth is pushed along the spade
as in a pipe up to the level of the bottom of the car-body into which it passes,
being guided by the channel formed by the spade. To effect this oporation which
is analogous to ploughing, the car is moved by pulling a chain B attached to a
hook near the spade.
During the filling of the car-body, the aperture in the bottom is constantly
cleared and the load is spread by means of a tool. When the car-body is full,
a sliding door D is lowered to "shut" the spade.
One form of brake which is without blocks consists of a cord wound in one
direction on one side of the hub of the wheel, and wound in the opposite direction
on the other side of the hub, after passing through a hollow fork B which forms
a groove. The ends of the cords terminate in chains which are hooked to the
metallic framing at A A (Fig. 63). The brake is operated by the tension of
the cords which is produced by acting simultaneously upon the forks B, which
are provided with shanks C C sliding in guides E E. On pulling the chain G,
the forks are caused to move towards each other by means of the guide pulley H
fixed underneath the platform and of guide pulleys J J fixed to the shanks of
the forks. The end of the chain G is hooked underneath the platform at K. A
bar L sliding in guides M M allows a certain length of chain being re-placed
when necessary. On releasing the chain G, the cords lose their tension and the
tightening caused by the winding on the hubs ceases to be produced. A brake
with movable brake block (Figs. 64-65) consists of a block A which follows
the varying inclination of the wheel by means of the fork composed of the rods B B
hooked onto the axle of the wheel. To effect this hooking-on, the ends of the
rods B B are flattened, and a hole is made in them of greater diameter than that
of the axle and of elongated form so as to leave sufficient play to allow of the
tightening and releasing movements of the brake block.
The block is provided externally with an eye or ring C capable of sliding on
the round bar which is curved to the radius of the wheel and is pivoted on
an axle E and is guided at its other end by means of a slotted piece F. This
bar is provided with a pulley block G having a groove for the reception of the
operating chain H which is fastened at one end to the foot of the crank spindle J
and at the other end to the crank spindle of the other wheel of the car which is
provided with a brake apparatus which is similarly constructed and arranged to
that just described. The operating chain passes from one wheel to the other
underneath the platform and is guided by wide rings.
On rotating one of the crank spindles, the chain is wound up and tightens up
the brake blocks of the two wheels. For the purpose of maintaining the braking
pressure, the crank spindles are provided at their lower ends with a toothed
wheel Kadapted to engage with a retaining pawl L capable of pivoting about
an axis. The brake pressure is maintained by engaging the pawl in the toothed
wheel of the spindle that is operated,

page_text: To take off the brake pressure, the pawl is disengaged from and kept out of
gear with the toothed wheel, and the chain is unwound.
The brake with top brake block (Fig. 66 and Fig. 1) consists of rigid parts
movably jointed together. The blocks A act upon the tops of the wheels above
which they are suspended at the end of a small lever arm fixed on a bar B
pivoted to the uprights of the wheels C C and bent so as to come below the level
of the platform. The ends of the bent bars are connected together by a rod D
passing under the platform in guides E E E E E. The junction of the rod F
and of the bent bars G G is a pivot. One of the bent bars G is connected by a
pivoted rod H to a screw-threaded travelling block J operated by a screw L
actuated by means of a hand-wheel M.
On rotating the screw, the travelling block moves and carries with it the bent
bars, thereby acting to tighten up or to take off the brake shoes according to the
direction of its movement.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is:-
1. The improved cars for a single rail railway each comprising a car body
mounted on two wheels arranged one at the front and the other at the rear of
the car body and separated from each other by the whole or the greater part of
the length of the car body which serves as the load-carrying platform, substantially
as described.
2. In cars of the kind referred to in the preceding claim, the use, in place of
each wheel of a two wheeled bogie or truck pivoted to the load-carrying platform
substantially as described.
3. The use in connection with the cars of single rail railways for yoking or
harnessing animals in removable shafts placed at the end of two supporting-bars
located at one side of the car, clips for adjusting the harness relatively to the shafts,
an inclined draught chain acting on the rear of the car and maintained by the
draw bar hereinbefore described, the arrangement being such as to ensure
parallelism of the pull of the animal yoked at the side of the car in order to
prevent the wedging of the wheels on the rail as described.
4. The car coupling device herein before described for connecting together
adjacent cars to form a train substantially as described with reference to the
drawings.
5. Forming the wheels of cars designed to run on single rail railways with
the peculiar form of groove hereinbefore described with reference to and shown in
Fig. 34 of the accompanying drawings.
6. Constructing the wheels of single railway cars with bearings comprising
loose rollers arranged between the hub of the wheel and the axle substantially
as described and shown for the purpose specified.
7. The hereinbefore described improvements in the permanent way of single
rail railways comprising steel rails with sleepers, rivetted or adapted to be hooked
thereto, and formed with parts capable of being embedded or driven vertically into
the ground for the purpose of preventing displacement or shifting of the line.
8. The use in single rail railways of sheathlike fish plates for connecting together
the rails substantially as herein before described.
9. The improvements hereinbefore described with reference to the drawings,
in points, crossings, and switches for single rail railways.
10. In this rigid construction of monorail carriages, the use of rails forming a
truss that sustains the platform of the carriage from below in such a manner as
not to encumber it, the ribs being analogous to those fixed on both sides of the
keel of the boat, subsequently as desired.
11. Ribs for the,construction of rigid single rail cars substantially as described.
12. A car for a single rail railway provided with a scoop adapted to raise soil

page_text: from the side of the line of rails and deliver it into the body of the car whilst
the same is in motion, as described.
13. The construction and arrangement of brakes for single rail railway cars
as hereinbefore described with reference to the drawings.
Dated this 22nd day of December 1896.
F. WISE HOWORTH,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.