Improvements in the Construction of Rolling Stock for Railways, particularly in connection with Wagons for Mineral Traffic and the like.
Year: 1898

page_text: Date of Application, 2nd Apr., 1898
Complete Specification Left, 30th Dec., 1898-Accepted, 11th Feb., 1899
Date of Application, 2nd Apr., 1898
Complete Specification Left. 30th Dec., 1898-Accepted, 11th Feb., 1899
PROVISIONAL SPECIFICATION.
Improvements in the Construction of Rolling Stock for Railways,
particularly in connection with Wagons for Mineral Traffic and
the like.
We, GEORGE HARRISON SHEFFIELD, Civil Engineer, and JAMES DENIS
TWINBERROW, Civil Engineer, both of 13, Mosley Street, Newcastle-upon-Tyne, do
hereby declare the nature of this invention to be as follows:-
We modify the construction of the sole-bars of under frames in order to increase
the stiffness, so that heavier loads may be carried on longer spans than heretofore
without necessitating truss-rods; we employ two lengths of sectional steel as the
upper and lower booms respectively of each side frame, we unite same together
and to the head stocks at each end, and separate them towards the centre to afford
the requisite stiffness; the space between the booms is filled with plating suitably
stiffened, or it may be triangulated. When the ends of the vehicle are inclined
as in hopper wagons, we fit bevelled transoms between each pair of booms in
contact with the end plating, and triangulate the space between them and the head-
stocks; the buffing and drawing strains are communicated to both booms. In
the case of bogie wagons having inclined ends the transoms over bogie centres
are formed as box girders, with the upper flanges bevelled to suit the inclination of
the ends. We make use of a special pressed section for the middle longitudinal
and employ same as a cover for the draw bar, brake pull rod and other continuous
connections.
When wagons are provided with hopper bottoms, we arrange the door or doors
to slide or run upon wheels which bear upon the flanges of angles or channels
rivetted to the sides of the hopper. We operate the doors by means of ropes or
chains attached thereto and coiled around a drum or drums, from which they are
passed backward and around a guide pulley and then forward to the first point of
attachment. In cases where there are two openings the roller paths are made
continuous over both, and the ropes with guide pulleys are so arranged in conjunc-
tion with the doors, that the rotation of the drum causes the doors to traverse
simultaneously.
In order that the brake may be applied or released indifferently from either side,
we fit each lever with a pivotted clip which engages. with a notched quadrant or
rack, the clip is connected to a rod or shaft, contiguous to the hand lever and carried
thereby, in such a manner that the disengagement of the catch from the rack
operates the rod by torsion, tension, or compression, whilst a transverse connecting
rod or shaft impresses a similar motion upon the rod or shaft carried by the lever
on the opposite side and so throws over the catch connected to it.
When the vehicles are mounted on bogies we prefer to dispense with the
customary centre pivot and transmit the load by suspension links, or plane rubbing
surfaces, bedded on springs to allow of angular motion vertically. We stiffen the
side frames of the bogie by flanging same in a special manner. We first turn
inwards a deep flange along the upper edge and then press down vertically the

page_text: inner edges of the flange so formed; the inner vertical flange is curved inwards
between the wheels to make a rigid connection with the centre transom; axle
guards rivetted to the frame and to the inner flange furnish a suitable stay; the
lower edge of the frame may be flanged inwards to connect to the under side of the
centre transom. Bolsters and springs may be fitted as in ordinary bogies, but we
sometimes employ a transverse semi-elliptical spring or springs with ends either
suspended or bearing on plane surfaces in place of the bolster.
We control the displacement of the bogie by means of horizontal radiating links,
pinned at their outer extremities to the main frame and at their inner ends to the
bogie frame the links are arranged to act through light springs which accom-
modate lateral deflections and yield to the curved path of the pins on the bogie
frame, when the latter is deflected. The resistance of the bogie to traction causes
an initial set on the springs attached to the links in advance of the centre, those
behind the centre being relieved to a corresponding degree: the bogie is thus
propelled, and controlled for the most part, by links attached forward of the centre
in the direction of motion.
Dated this First day of Auril 1808
G. H. SHEFFIELD.
J. D. TWINBERROW.
Improvements in the Construction of Rolling Stock for Railways,
particularly in connection with Wagons for Mineral Traffic and
the like.
We, GEORGE HARRISON SHEFFIELD, Civil Engineer, and JAMES DENIS
TWINBERROW, Civil Engineer, both of 13, Mosley Street, Newcastle-upon-Tyne, 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 consists of improvements relating to rolling stock for railways,
particularly in connection with wagons for mineral traffic and the like, and com-
prises with other improvements to be hereinafter described the construction of such
wagons or other rolling stock so as to obtain increased stiffness and to permit of the
safe carrying of heavier loads on longer spans than heretofore without the employ-
ment of truss rods.
In the three accompanying sheets of explanatory drawings to be hereinafter
referred to.
Figure 1 is a side elevation, with half in section, of a hopper coal wagon
constructed in accordance with our invention.
Figure 2 is a sectional end elevation through the line ab Figure 1, showing the
method of operating the doors.
Figure 3 is a sectional end elevation illustrating the suspension link attachment
of the body of the vehicle with the bogie.
Figure 4 is a plan of the bogie frame, and Figure 5 an end view of the same.
Figure 6 is a sectional side elevation and Figure 7 a sectional end elevation
showing the transmission of the load to a bogie by means of plane rubbing surfaces
in combination with springs, but without a central pivot.
Figure 8 is a side elevation showing our improved brake mechanism applied to
a wagon, whilst Figure 9 is a plan, to a larger scale, showing a portion of the brake
mechanism.
The same reference letters in the different views indicate the same parts.

page_text: Referring to the drawings, we employ two lengths of sectional steel as the upper
and lower booms A and B respectively, uniting the same together at the head
stocks C and C at each end and separating them towards the centre to afford the
requisite stiffness. The space between the booms A and B is filled with plating D
suitably stiffened with T section or other rolled bars as E, or it may be triangulated.
At each inclined end of the hopper wagon we fit bevelled transoms as F and Fi
between the two sides of the wagon, and in contact with the end plates of the
hopper G, each of the said sides being formed with upper and lower booms as
described. By this arrangement of parts we provide for the transmission through
both booms of each girder like side, of the buffing and drawing stresses imposed on
the wagon. The transoms are arranged over the bogie centres of the hopper
wagon, as shown, and the upper flanges of the transoms are bevelled to suit
the inclination of the hopper end plates.
The central longitudinal stretcher H between the two end plates of the hopper,
we make from a pair of special pressed trough bars or plates which are rivetted
together to form a hollow elliptical section as shown at Figure 2, to serve as a cover
for the draw bar, brake pull rod, and other continuous connections, whilst but
slightly obstructing the discharge of the load on the opening of the hopper
doors.
In connection with the hopper bottoms of the wagons we provide the doors J
and J with wheels or rollers as which run upon the channels KK rivetted to the
lower or inclined parts of the hopper sides. We operate the doors through endless
ropes or chains as j¹ coiled round a pair of drums as 2, mounted at opposite ends
of the one shaft, from which they are passed around guide pulleys as ³ and attached
to the doors. In the hopper shown in the drawings two openings with the doors
are provided and the roller paths are made continuous over both; the guide pulleys
and endless chains or ropes are so arranged in conjunction with the doors, that the
rotation of the drums by suitable hand gearing causes the door to traverse simul-
taneously but in opposite directions. The arrows 1 and 2 at Figure 1 represent
the directions of movement for the opening of the doors which are shown closed in
the said figure.
With our bogie wagon or other vehicle we preferably dispense with the customary
centre pivot and transmit the load by angle or other bars as L to the suspension
links or rods as M passing through the bogie, such links or rods having spherical
bearings at each end as shown at Figure 3. Or we sometimes employ plane rubbing
surfaces on the bogies as N (Figures 6 and 7) to which the load is transmitted
through laminated springs as 0.
(Figures 4 and 5) of the
We first turn inwards a
We stiffen the side frames or plates P P
bogie by flanging same in a special manner.
deep flange along, the upper edge of each plate and then press down
vertically the inner edges of the flange so formed: the inner vertical
flange is curved inwards (at 22) between the wheels to make a rigid connection
with the centre transom Q; ordinary axle guards rivetted to the frame and to. the
inner flange furnish a suitable stay; the lower edge of the frame may be flanged
inwards to connect to the under side of the centre transom. Bolsters and springs
may be fitted as in ordinary bogies, but we sometimes employ a transverse seini-
elliptical spring or springs, with ends either suspended or bearing on plane surfaces,
in place of the bolster.
We control the displacement of the bogie by means of horizontal radiating links
as R, pinned at their outer extremities to the main frame and at their inner ends
to the angle plates on the bogie frame; the links are arranged to act through
deflections and vield to the
light springs which accommodate lateral
curved path of the pins on the bogie frame when the latter is de-
flected. The resistance of the bogie to traction causes an
initial set on
the springs attached to the links in advance of the centre, those behind
the centre being relieved to a corresponding degree; the bogie is thus propelled,
and controlled for the most part, by links attached forward of the centre in the

page_text: direction of motion. To provide for the locking and release of the brake operating
levers of a standard wagon indifferently from either side, we connect to each lever
as S a sliding catch or clip as S' which engages with a notched quadrant or rack S³.
The clip is connected through the pivotted handles to a rod S³ contiguous to the
hand lever and carried thereby, in such a manner that the disengagement of the
sliding catch or clip St from the rack operates the rod whilst a transverse connecting
rod or shaft T impresses a like motion upon a rod similar to S³ (and shown by dotted
lines at Figure 8) carried by the lever on the opposite side and so throws over the
catch or clip connected to it.
The rods as $3 are provided with slots at their outer ends s¹ with which pins as s² on
the pivotted handles are engaged, and the length of S3 is such that the clip S¹ may
be disengaged by the pull transmitted through S3 when the pivotted handle s
at the other side is thrown over, but it can be re-inserted in the notches of the
quadrant S by the operation of its own pivotted handle only. Thus it is not
necessary for both of the clips as S¹ to arrive simultaneously opposite to the various
notches and as the lever which is being worked tends to move in advance of its
fellow owing to deflection and taking up of slack, the clips may be engaged
with a closer adjustment of the brake than would be practicable if the clip of the
unloaded lever had also to be engaged.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is:-
1. The improvements in railway rolling stock whereby increased stiffness is
obtained and enabling a heavy load to be carried on a large span without the
employment of truss rods, substantially as described.
2. The construction of a wagon body with girder sides having booms brought
together at the head stocks or buffer plates and box transoms beneath the slopes
of the hopper, substantially as described and as illustrated.
3. The combination with a hopper wagon of a central longitudinal stretcher as H
constructed and arranged substantially as and for the purposes described and as
illustrated.
4. The combination with a hopper wagon of doors and means for sliding the same
beneath the bottom of the hopper substantially in the manner described and as
illustrated.
5. The transmission of the load to the bogie of a vehicle through suspension links
and spherical bearings in combination with horizontal radial links controlling the
angular displacements, substantially as described and as illustrated.
6. The transmission of the load to the bogie of a vehicle through transverse
springs on to plane surfaces formed on the said bogies, substantially as described and
as illustrated.
7. The construction of a bogie having flanged side plates arranged and combined
substantially as described and as illustrated.
8. The combination with a wagon of brake mechanism arranged substantially as
and for the purpose described and as illustrated.
Dated this 29th day of December 1898.
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents for the Applicants.