Improved Construction of Elevated Railway, and Vehicles therefor.
Year: 1893

page_text: Date of Application, 25th Feb., 1893
Complete Specification Left, 25th Nov., 1893-Accepted, 13th Jan., 1894
PROVISIONAL SPECIFICATION.
Improved Construction of Elevated Railway, and Vehicles therefor.
I, EUGEN LANGEN, of Werthstrasse 14 Cologne in the German Empire,
Manufacturer, do hereby declare the nature of this invention to be as follows:-
This invention relates to an improved construction of elevated railway with
vehicles for passengers so arranged as to be suspended free from the rails.
Elevated railways with free suspended vehicles offer the advantage of affording
the necessary railway inter communication without impeding the traffic of the
roadways, and with perfect safety of travel, so that this system is particularly
applicable for use in populous cities.
Underground railways apart from their great cost of construction and maintenance
will never he popular with travellers, because of the very unpleasant atmosphere
therein, the difficulty of localising the route travelled, and the monotony of
travelling without being able to see the surrounding localities.
Elevated railways of ordinary construction can on the one hand not readily
follow the direction of intersecting streets, because such small curves as would be
necessary for this purpose cannot be employed and their wide construction would
deprive the streets of too much light and air; and on the other hand the acquisition
of the necessary ground for the erection of the structure would involve such great
costs as to preclude the possibility of working with profit.
The elevated railway with free hanging vehicles constructed according to the
present invention permits of such small curves being employed, that the railway
can readily follow the course of all streets of towns.
The columns and supports do not interfere with the street traffic any more than
the existing lamp posts, which with this construction can be dispensed with as the
lamps can be attached to the columns of the railway.
The longitudinal bearers are situated at such a height and can be made so light
and airy as not to take away much more air than a group of telegraph wires, while
being less obtrusive than these. On the other haud the height which has to be
surmounted by the passengers in entering and leaving the vehicles is reduced to a
minimum as in comparison to ordinary overhead railways the heights required for
bearers, wheels and carriage framing are done away with.
Railways for suspended vehicles have heretofore been employed almost exclusively
for the transport of goods with which an oscillating motion and inclined position of
the vehicles is of no consequence.
For the transport of passengers railways for suspended vehicles with rigid bearers
have only been employed by way of experiment on one occasion namely at St. Paul
U.S.A. This experiment failed because it was endeavoured to prevent the
oscillation and inclined position of the vehicles by means of special clamping rollers
by means of which the vehicle, so to speak, held on to the bearers, and which
produced all the disadvantages that are desired to be avoided by the use of pendant
railway vehicles. Namely, by the use of these clamping rollers the motion is
rendered hard and unpleasant the bearers become heavy and unsightly, and small
curves, switches, and crossings are rendered impossible.
With the present improved construction, the passenger vehicles hang perfectly
free underneath rigid bearers, the suspension being effected either by means
of single wheels (see B on the accompanying drawings) or by groups of
wheels (B' B &c.) the wheels combined in groups being arranged either in the
same plane or in different planes and either each wheel being connected by a
separate suspension rod H to the carriage, or the several wheels combined in

page_text: groups can be connected to the vehicles by common suspension devices (swivelling
frames) as indicated at Figures 6. 8. 17.
The inclination of the vehicles when unequally loaded can be prevented by
means of a mechanism which effects a lateral shifting of the vehicle relatively to
the suspension medium. Figure 6 shows one arrangement for this purpose.
R1 and R 2 are two rollers which ordinarily do not bear against the bearer or rail,
and consequently do not revolve. Only when the vehicle. tends to assume an
inclined position owing to its being unequally loaded, for example on the entrance
and exit of passengers, the one or the other roller will come in contact with the
bearer and will consequently rotate on motion being imparted to the vehicle. By
such rotation, for example, of the roller R1 the vehicle will be shifted transversely
relatively to the suspension rod H until by the righting of the vehicle the roller R1
will no longer be in contact, and will cease to revolve. This is effected by causing
the roller R' to rotate-a screw spindle S 1, fixed thereto, so as to screw itself out of
the screwed socket H 1 formed on the rod H, while (owing to the quick pitch of the
thread) the screw spindle S 2 will automatically screw itself into the socket, the
roller R2 being free to turn with S 2 as it is not in contact with the bearer. Should
the vehicle be inclined to the other side roller R 2 will be rotated and will shift the
vehicle in the opposite direction.
In place of the above described arrangement may be employed that shewn at
Figure 8, in which there are two rollers R1 R2 situated one above the other with
a flange of the bearer between them, the axis of each roller carrying a toothed
wheel gearing with a rack Z the lower end of which is connected by an elbow lever
and connecting rod with the suspension rod H, so that according as the one roller
or the other roller is rotated by coming in contact with the flange, consequent on a
slight canting of the vehicle, the lateral shifting of the vehicle will be effected as
before..
.
In order to render the vehicle easily shiftable it can be suspended either from a
single pair of rollers A. on the end of the suspension rod H, as at Figure 8, or from
two pairs of such rollers A 1 and A 2 as at Figure 6 the axes of such rollers being
parallel to the longitudinal axis of the vehicle.
When the vehicle is suspended from groups of wheels, the inclination of the
vehicle can be prevented by a suitable choice of the gauge of the rails.
.
Any oscillation of the vehicle in the longitudinal direction can be prevented by
means of a strut C Figure 7, which bears at the bottom upon a roller D in order
not to interfere with the lateral shifting of the vehicle.
In order to prevent the vehicle from sinking or falling on the breaking of the
axle of a running wheel, there is provided at each end of the vehicle a safety rod
or anchor F Figure 7, which has a hook shaped upper end that passes over the rail
or the pair of rails, when such are used, but without coming in contact therewith
under normal conditions.
The propulsion of the vehicles is effected by means of toothed wheels I formed
in one with or fixed to the running wheels or on the axles thereof, with which gear
other toothed wheels E Figures 6, 7 and 8, that are driven by electro- petroleum-,
or other suitable motor engines K carried by the vehicle as at Figure 6 or by the
suspension rod H, as at Figure 8, or the suspension frame U as at Figures 17 and 18.
The motion may also be imparted by other means than toothed wheels, such as
by, chain, or rope gear or by worm wheel mechanism.
Each vehicle can be propelled by a separate motor, or several carriages can be
propelled by oue and the same motor, or again, in place of arranging motors
on the vehicles these may be propelled by means of a stationary motor engine,
and hauling ropes to which the vehicles are suitably connected by gripping
apparatus.
The longitudinal bearers which are shewn of box shape in Figures 1 to 9, but
which may have any other form, can either be constructed of solid sheet metal
as, at Figure 3 or as lattice girders as at Figure 4...
For allowing freedom of longitudinal expansion they may be constructed

page_text: similar to the "Gerber" brake girders. Between each pair of columns the
longitudinal girder is fixed to the columns and projects in the form of brackets
beyond them on each side.
E
The expansion of this rigid part of the girder is allowed by the elasticity of the
columns. On the ends of the said bracket girders projecting from two pairs of
columns is placed an intermediate girder, being fixed at the outer end, and free to
move at the other end, in such manner that the total expansion can take place
without detrimental effect.
The suspension of the longitudinal girders can either be effected from transverse
bearers extending across the street as at Figure 1 or from lateral brackets on each
side of the columns as at Figure 2, or, as shewn at Figure 5, there may only be a
single girder carried by a bracket as at Figure 5.
The stations, which may either be approached from the neighbouring houses,
as at Figure 9 or from the street as at Figures 5, 15, 16 can either be entirely open
as at Figure 9, or they may be roofed in, as at Figures 15 and 16, or they may be
entirely enclosed as at Figure 5.
The railed enclosure of the platform is provided with gates which are
automatically opened and closed.
An arrangement for this purpose is shewn at Figures 19 to 21 in which it is
assumed that the vehicles can arrive on each side.
The two half doors G 1 and G2 are so connected with each other that they cannot
move independently of each other, and they are closed automatically by a spring
or weight when left to themselves. Between the two half doors is an anchor
shaped piece of iron O. P. Q.
The two rollers O and P are obliged to run in the fixed groove N. R. If now
a vehicle comes in contact with roller Q, it will carry the anchor O. P Q along
with it, no matter in which direction it is travelling, and thus causes the two doors
to be slid back and opened. When the anchor has arrived at the end of. the
groove it will assume an inclined position, and will thus allow the vehicle to pass
by, as shewn at Figures 20 and 21, at the same time keeping the door open. When
the vehicle has moved on sufficiently to set the anchor free, this will be moved
back by the one half door into its original position, the two half doors at the same
time closing.
If the vehicle can only arrive in the one direction the arrangement will be
simplified, as in that case the door need not be divided and the anchor can be
directly pivoted to the door.
Points and crossings can be easily and simply arranged in connection with this
invention.
Figure 10 shews a single-line branch passing from a double main line (a second
branch from the second line is indicated in dotted lines). The half girders a, b, cd,
ef. g. h, and hi, pass through without interruption, and in the short length h.
the upper part of the half girder can be carried through so that no difficulty arises
in the construction of the girders.
:
For the points even with a two-rail line a single moveable tongue is sufficient, as
shewn at Figure 11.
The shifting gear for the point cannot be connected to the front end of the
tongue 1, as with ordinary points, as the space between it and the rails must be left
free for the passage of the suspension rod, but it must be effected at the pivot bolt k,
or at a rear extension of the tongue.
・
The tongue is held in the position into which it is moved (Figure 12) by causing
a lever q-r pivoted at w to bear against the arc-shaped limb m-n of a fork ou
the end of the extension. While the roller rolls upon the surface m⋅n, the
tongue does not move, but during this time the hooks which has held the point of
the tongue will on account of its dotted connection with the lever r. n.
tongue free.
When the roller q arrives at o the further motion of the lever will
cause the tongue 1 to be reversed, and this will then be again held as the roller q
passes along the surface o p. During the motion of the roller beyond the point
set the

page_text: of the tongue is held against the other rail by. means of a similar hook to s,
actuated in a similar way.
In order to enable the point to be opened notwithstanding the described secure
closing thereof, a pedal t is provided, which, in being depressed by the first wheel
of a vehicle advancing in the direction of the arrow x, moves the rod t. u in the
same direction and thereby disengages the hooks from the point and actuates the
lever r. g. so that the tongue can now be forced over by the advancing wheels of
the vehicle.
The rod t u may be connected to a signal lamp which shows a red lamp as soon
as the hooks is disengaged, and keeps this on until the tongue has been moved over
to the other rail, and has been locked by the other rail s.
When electrical motors are employed, the supply of electrical energy to the
section in question will be interrupted during the time that the point of the tongue
is not closely applied to the rail and locked in that position.
The arrangement for points for a single rail line is quite similar to that above
described.
Only the second fixed rail vy and Figure 11 is dispensed with.
Crossings are shown at Figures 13 and 14.
The gap necessary for the passage of the suspension device is closed by means
of a single moveable tongue G in the case of a single-rail line as at Figure 14, and
by two tongues J. K. and L. M for a double-rail line, as at Figure 13. The latter
may if necessary be made to engage with each other at their free ends.
The reversal and locking of the crossings may be effected in a similar manner
to that described with reference to the points.
The forcing open by the wheels is easily possible. In the arrangement at
Figure 13 the four tongues must be connected together for this purpose.
In place of the tongues pivoted on vertical pins, as shewn, tongues may also be
arranged in a similar manner that are pivoted on horizontal pins.
Dated this 25th day of February 1893.
ABEL & IMKAI,
Agents for the Applicant.
Improved Construction of Elevated Railway, and Vehicles therefor.
I, EUGEN LANGEN of Werthstrasse 14, Cologne, in the German Empire,
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 :-
This invention relates to an improved construction of elevated railway with
vehicles for passengers so arranged as to be suspended free from the rails.
Elevated railways with free suspended vehicles offer the advantage of affording
the necessary railway inter-communication without impeding the traffic of the
roadways, and with perfect safety of travel, so that this system is particularly
applicable for use in populous cities.
Underground railways, apart from their great cost of construction and main-
tenance, will never be popular with travellers, because of the very unpleasant
atmosphere therein, the difficulty of localising the route travelled, and the monotony
of travelling without being able to see the surrounding localities.
Elevated railways of ordinary construction can on the one hand not readily
follow the direction of intersecting streets, because such small curves as would be
necessary for this purpose cannot be employed, and their wide construction would
deprive the streets of too much light and air; and on the other hand, the
acquisition of the necessary ground for the erection of the structure would involve
such great costs as to preclude the possibility of working with profit.

page_text: The elevated railway with free hanging vehicles constructed according to the
present invention, permits of such small curves being employed that the railway
can readily follow the course of all streets of towns.
The columns and supports do not interfere with the street traffic any more than
the existing lamp posts, which, with this construction can be dispensed with, as the
lamps can be attached to the columns of the railway.
The longitudinal bearers are situated at such a height and can be made so light.
and airy as not to take away much more air than a group of telegraph wires, while
being less obtrusive than these. On the other hand the height which has to be sur--
mounted by the passengers in entering and leaving the vehicles is reduced to a
minimum, as in comparison to ordinary overhead railways the heights required for
bearers, wheels and carriage framing are done away with.
Railways for suspended vehicles have heretofore been employed almost exclusively
for the transport of goods with which an oscillating motion and inclined position of
the vehicles is of no consequence.
For the transport of passengers, railways for suspended vehicles with rigid
bearers have only been employed by way of experiment on one occasion, namely
St. Paul, U.S.A. This experiment failed because it was endeavoured to prevent.
the oscillation and inclined position of the vehicles by means of special clamping
rollers by means of which the vehicle, so to speak, held on to the bearers, and
which produced all the disadvantages that are desired to be avoided by the use of
pendant railway vehicles. Namely, by the use of these clamping rollers the motion
is rendered hard and unpleasant, the bearers become heavy and unsightly, and:
small curves, switches, and crossings are rendered impossible.
I will describe my improved construction whereby the vehicles are freely-
suspended from the railway, with reference to Figs. 1 to 21 of the drawings accom--
panying my Provisional Specification, and Figs. 22 to 27A of the drawings filed
herewith.
With this construction, the passenger vehicles hang perfectly free underneath
rigid bearers, the suspension being effected either by means of single wheels, or by
groups of wheels, the wheels combined in groups being arranged either in the same.
plane or in different planes and either each wheel being connected by a separate
suspension rod to the carriage, or the several wheels combined in groups can be
connected to the vehicles by common suspension devices (swivel frames) as indicated.
at Figs. 6, 8, 17 and 22 to 27^.
The inclination of the vehicles when unequally loaded can be prevented by means.
of a mechanism which effects a lateral shifting of the vehicle relatively to the
suspension medium. Fig. 6 shews one arrangement for this purpose. R 1 and R2 are
two rollers which ordinarily do not bear against the bearer or rail, and consequently
do not revolve. Only when the vehicle tends to assume an inclined position owing
to its being unequally loaded, for example on the entrance and exit of passengers,
the one or the other roller will come in contact with the bearer, and will consequently-
rotate on motion being imparted to the vehicle. By such rotation, for example, of
the roller R 1, the vehicle will be shifted transversely relatively to the suspension.
rod H, until by the righting of the vehicle the roller R 1 will no longer be in
contact, and will cease to revolve. This is effected by causing the roller R1 to
rotate a screw spindle S 1, fixed thereto, so as to screw itself out of the screwed
socket H1 formed on the rod H, while (owing to the quick pitch of the thread).
the screw spindle S 2 will automatically screw itself into the socket, the roller R 2
being free to turn with S 2, as it is not in contact with the bearer. Should the
vehicle be inclined to the other side, roller R 2 will be rotated and will shift the
vehicle in the opposite direction.
In place of the above described arrangement may be employed that shewn at
Fig. 8, in which there are two rollers RI R 2 situated one above the other with a
flange of the bearer between them, the axis of each roller carrying a toothed.
wheel gearing with a rack Z, the lower end of which is connected by an elbow lever
and connecting rod with the suspension rod H, so that according as the one roller

page_text: or the other roller is rotated by coming in contact with the flange, consequent on a
slight canting of the vehicle, the lateral shifting of the vehicle will be effected as
before.
In order to render the vehicle easily shiftable, it can be suspended either from a
single pair of rollers A on the end of the suspended rod H, as at Fig. 8, or from
two pairs of such rollers A 1 and A 2 as at Fig. 6, the axes of such rollers being
parallel to the longitudinal axis of the vehicle.
When the vehicle is suspended from groups of wheels, the inclination of the
vehicle can be prevented by a suitable choice of the gauge of the rails.
Any oscillation of the vehicle in the longitudinal direction can be prevented by
means of a strut C Fig. 7, which bears at bottom upon a roller D in order not to
interfere with the lateral shifting of the vehicle.
... In order to prevent the vehicle from sinking or falling on the breaking of the
axle of a running wheel, there is provided at each end of the vehicle a safety rod
or anchor F Fig. 7, which has a hook-shaped upper end that passes over the rail;
or the pair of rails, when such are used, but without coming in contact therewith
under normal conditions.
The propulsion of the vehicles is effected by means of toothed wheels I formed
in one with.or fixed to the running wheels, or on the axles thereof, with which
gear other toothed wheels E, Fige. 6, 7, and 8, that are driven by electro-petroleum,
or other suitable motor engines K carried by the vehicle as at Fig. 6 or by the
suspension rod H, as at Fig. 8, or the suspension frame U as at Figs. 17 and 18, and
GG: Figs. 22 to 27.
The motion may also be imparted by other means than toothed wheels, such as
by chain or rope gear or by worm wheel mechanism.
Each vehicle can be propelled by a separate motor, or several carriages can be
propelled by one and the same motor, or again, in place of arranging motors on
the vehicles, these may be propelled by means of a stationary motor engine and
hauling ropes, to which the vehicles are suitably connected by gripping
apparatus.
to 9, but
The longitudinal bearers which are shewn of box shape in Figs.
which may have any other form, can either be constructed of solid sheet metal as
at Fig. 3 or as lattice girders as at Fig. 4 and 22 to 274.
For allowing freedom of longitudinal expansion, they may be constructed similar
to the "Gerber" bracket girders, that is to say, between each pair of columns the
longitudinal girder is fixed to the columns and projects in the form of brackets
beyond them on each side. The expansion of this rigid part of the girder is
allowed by the elasticity of the columns. On the ends of the said bracket girders
projecting from two pairs of columns is placed an intermediate girder, being fixed
at the outer end, and free to move at the other end in such manner that the total
expansion can take place without detrimental effect.
The suspension of the longitudinal girders can either be effected from transverse
bearers extending across the street as at Fig. 1, or from lateral brackets on each
side of the columns as at Fig. 2, or, as shewn at Fig. 5, there may only be a single
girder carried by a bracket.
The stations, which may either be approached from the neighbouring houses, as
at Fig. 9, or from the street as at Figs. 5, 15, 16, can either be entirely open as at
Fig. 9, or they may be roofed in, as at Figs. 15 and 16, or they may be entirely
enclosed, as at Fig. 5.
:
The railed enclosure of the platform is provided with gates which are auto-
matically opened and closed...
An arrangement for this purpose is shewn at Figs. 19 to 21 in which it is assumed
that the vehicles can arrive on each side. The two half doors G 1 and G2 are Bo
connected with each other that they cannot move independently of each other; and
they are closed automatically by a spring or weight, when left to themselves.
Between the two half doors is an anchor shaped piece of iron O. P. Q.
The two rollers O and P are obliged to run in the fixed groove N R. If now a

page_text: vehicle comes in contact with roller Q, it will carry the anchor O. P. Q. along with´
it, no matter in which direction it is travelling, and thus causes the two doors to be
slid back and opened. When the anchor has arrived at the end of the groove it
will assume an inclined position and will thus allow the vehicle to pass by, as shewn
at Figs. 20 and 21, at the same time keeping the door open.
When the vehicle
has moved on sufficiently to set the anchor free, this will be moved back by the
one half door into its original position, the two half doors at the same time
closing.
If the vehicle can only arrive in the one direction, the arrangement will be
(simplified, as in that case the door need not be divided and the anchor can be
directly pivotted to the door.
Points and crossings can be easily and simply arranged in connection with this
invention.
Fig. 10 shews a single-line branch passing from a double main line (a second
5 branch from the second line is indicated in dotted lines). The half girders a-b-c,
d-e-f, g-h, and h-i, pass through without interruption, and in the short
length h. the upper part of the half girder can be carried through so that no
difficulty arises in the construction of the girders.
For the points, even with a two rail line a single moveable tongue is sufficient, as
shewn at Fig. 11.
The shifting gear for the point cannot be connected to the front end of the
tongue, as with ordinary points, as the space between it and the rails must be left
free for the passage of the suspension rod; but it must be effected at the pivot
bolt k, or at a rear extension of the tongue.
9
The tongue is held in the position into which it is moved (Fig. 12) by causing a
lever pivotted at r, to bear against the arc-shaped limb m-n of a fork on the
end of the extension. While the roller. q rolls upon the surface m-n, the tongue
does not move, but during this time the hooks which has held the point of the
tongue, will, on account of its dotted connection with the lever r. n. q. set the
tongue free. When the roller q arrives at o, the further motion of the lever will
cause the tongue 1 to be reversed, and this will then be again held as the roller g
passes along the surface o p. During the motion of the roller beyond o, the point
of the tongue is held against the other rail by means of a similar hook to s, actuated
in a similar way.
In order to enable the point to he opened notwithstanding the
described secure closing thereof, a pedal t is provided, which, in being depressed by
the first wheel of a vehicle advancing in the direction of the arrow x, moves the
rod t, u, in the same direction, and thereby disengages the hook s, from the point
and actuates the lever so that the tongue can now be forced over by the
advancing wheels of the vehicle.
C. The rod t, u, may be connected to a signal lamp which shows a red lamp as soon
as the hooks is disengaged, and keeps this on until the tongue has been moved
over to the other rail, and has been locked by the other hook s.
When electrical motors are employed, the supply of electrical energy to the
section in question will be interrupted during the time that the point of the tongue
is not closely applied to the rail and locked in that position.
The arrangement for points for a single rail line, is quite similar to that above
described.
Only the second fixed rail y and zz Fig. 11 is dispensed with.
Crossings are shewn at Figs. 13 and 14. The gap necessary for the passage of
the suspension device is closed by means of a single moveable tongue G in the case
of a single-rail line as at Fig. 14, and by two tongues J. K and L M for a double-
rail line, as at Fig. 13. The latter may if necessary be made to engage with each
other at their free ends.
The reversal and locking of the crossings may be effected in a similar manner to
that described with reference to the points.
The forcing open by the wheels is easily possible. In the arrangement at Fíg. 13,
the four tongues must be connected together for this purpose.

page_text: In place of the tongues pivotted on vertical pins as shewn, tongues may also be
arranged in a similar manner that are pivotted on horizontal pins.
In the arrangements of the vehicle and railway shewn at Figs. 22 to 27^ of the
accompanying drawings the before described means for automatically adjusting the
centre of gravity of the vehicle relatively to the points of suspension is dispensed
with, the vehicle being made of some considerable length so that a lateral displace-
ment of the centre of gravity through unequal loading will only produce a slight
inclination of the body, even when suspended from a single rail as at Figs. 26
: and 27.
In order to allow of such long vehicles passing round curves of small radii such
as are necessary for running round the corners of the streets of a town without
requiring to take up expensive space at the corners, the vehicle is suspended only
by swivelling connections from two frames, situated one at each end of the vehicle,
which frames are carried on the running wheels and carry the motor engines geared
directly or through intermediate gear with the running wheels. By thus suspending
the vehicle only at the ends, longitudinal oscillations are also avoided.
Figs. 22, 23, 24 and 25 shew respectively a side view, cross section, longitudinal
section and an enlarged detail of an arrangement in which the elevated railway
consists of two rails; in this case the distance apart of the rails may be taken so
great in proportion to the width of the vehicle that no lateral inclination of the
Jatter can ensue from an unequal loading thereof.
Figs. 26 27 and 27A on the other hand shew a side view a cross section and an
enlarged detail of an arrangement in which the vehicle is suspended from a
single rail.
Apart from this difference, the construction is in both cases very similar. In
both cases, the motor engines B' 132 are fixed directly to the frames G¹ G³, so as
to be quite independent of the carriage body. They are shewn as electromotors
but petroleum motors or the like might also be employed.
In the single rail arrangement at Figs. 26 and 27, where the attainment of very
high speeds is intended, the armatures of the motors B' are fixed directly on the
axes of the running wheels H while in the two rail arrangement at Figs. 22 to 25
the motion of motor armatures B¹ is transmitted through worms C¹ C³ and worm
wheels D D to the running wheels.
The frame G Figs. 22 to 25 fits with slots in the middle portion over the
bearings of the running wheel axes I and at the lower part of the frame there is
fixed between the two sides a strong transverse piece J from which the vehicle K
is suspended by means of a strong suspension bolt A'. The lower end of this bolt
has a cup-shaped head which bears with the intervention of antifriction balls T
against an abutment L' of the strong transverse beam L, as shewn more clearly in
the enlarged detail at Fig. 25. From the ends of the beam L the vehicle K is
suspended by means of bolts M and springs N. The vehicle can therefore.swivel
freely on the head of the bolt A'.
To allow of a slight canting motion of the vehicle relatively to the frame G¹,
the nut on the upper end of the bolt A' rests on a washer V bearing with a spherical
surface on a corresponding seat on the piece J. The frame G' is formed at bottom
with broad flanges against which bear rollers O carried by the beams L, so that
the rollers run on such flanges on the occurrence of a relative turning motion
-between the vehicle and the frame.
On the upperside of the said flanges are provided other rollers E, which are
situated underneath the bottom flanges of the strong girders P that carry the
railway, but without coming in contact therewith.
These rollers serve as safety rollers for preventing the wheels H from running
off the rails Q, and also to prevent any material canting of the vehicle on its
being unequally loaded, by coming in contact with the one or other flange of the
girder P.
With the construction with a single rail shewn at Figs. 26, 27 and 27, on the
other hand, a certain degree of inclination of the vehicle on being unequally

page_text: loaded cannot be prevented, and in order that in this case the safety rollers. E' may
not hinder the corresponding inclination of the frame G upon the head of the
rail F as a centre, the underside of the rail is formed as a circular arc struck from
the head of the rail as a centre.
The frame G is in this case of a one sided form, having chambers at top in
which are situated the electro motors B. The arrangement is otherwise similar
to the two-rail construction, the corresponding parts being designated by the same
letters of reference.
The two swivel frames G' G' situated at each end of the vehicle are connected
together by rods W which embrace the suspension rods A' A' by means of eyes W¹.
The supply of electrical energy to the electro-motors may be effected in any
known manner; by way of example there is shewn at Figs. 23 and 24 an arrange-
ment in which R is the supply conductor, against which is pressed a contact roller S
that takes off the current and that is carried by a spring arm S' of conducting
metal fixed in an insulated manner to the frame G³, this arm being connected by a
lead to the windings of the motor.
The rail F Figs. 26 27 and 274, is preferably divided longitudinally into two
halves as shewn, for the purpose, on the one hand, of facilitating junctions, and
on the other hand offering greater security against fracture.
The girders P, which are shewn as lattice girders, may of course be otherwise
constructed as above stated. The construction shewn at Figs. 26, 27, carrying
two lines of railway, may conveniently be suspended from transverse beams
supported on either side by standards. The girders shewn at Figs. 22 to 24 might
also be suspended in the same way, but it may in many cases be preferable to carry
them on brackets projecting from standards on one side of the line.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
•
1. In an elevated railway wherein the vehicles are freely suspended from the
rigid bearers of the railway, the use of an appliance for preventing the inclination
of the vehicles in the transverse direction in consequence of unequal loading,
consisting of rollers, such as R₁ R' Figs. 6, 7 and 8 fixed to the body of the
vehicle which ordinarily are not in contact with the bearers .but of which the one
or the other on the occurrence of unequal loading, comes in contact with the bearer
and by its consequent rotation operates screw or other mechanism whereby the
vehicle is shifted transversely relatively to the points of suspension until the
balance is restored and both rollers are out of contact again, substantially as
described with reference to Figs. 6, 7 and 8 of the drawings.
2. In an elevated railway wherein the vehicles are freely suspended from wheels
running on the rigid bearers of the railway, suspending the vehicles by swivelling
suspension devices from wheel frames at each end of the vehicle, the motor engines
for propelling the vehicle being fixed to the said wheel frames, substantially as
described with reference to Figs. 17 and 18 and Figs. 22 to 27A of the drawings.
3. In an elevated railway wherein the vehicles are freely suspended from wheels
running on the rigid bearers of the railway, the use of a device for automatically
opening and closing the gates of the railing at the station platforms, wherein such
doors are made to close automatically by weights or springs, and are opened by
an approaching vehicle bearing against and moving a projecting part of the door
which is thus held open until freed by the passing away of the vehicle, substantially
as described with reference to Figs. 19, 20 and 21 of the drawings.
Dashi 09-3 1002
ABEL & IMRAY,
Agents for Applicant.