Year: 1885

page_text: The post A which is by preference of substantially rectangular form, and com-
posed of two channel bars f f and two plates e e rivetted or fastened together
along the flanges of the channel bars and the edges of the plates, in an ordinary
way.
This post is set on a plate c which is larger than the post Figures 1 and 3, or on
a plate c¹ Figure 2, which has a centering boss. The details of the post and its
setting are not material; the post must, however be strong and well set.
If the posts are hollow they may, if desired, be filled with concrete, sand or
other incompressible filling, as shewn at 61 Figure 2. They should be set on a
.concrete foundation, and if the earth needs packing, piles may be driven all round
as shewn in Figures 1 and 6 at a, and if the ground is solid a bed of concrete or
broken stone is made, as in Figures 2 and 7, and the post hole filled around the
post with concrete.
Wrought or cast iron caps d or d Figures 4 and 5 may be used to brace the
posts at the surface of the ground, these caps being either bolted to the post
as at h Figures 3 and 4, or fitting it as in Figure 5. These caps serve 'to guard
the bottom and sides of the post from vehicles, and for this purpose may be of
wood.
In bad and mobile soils where side thrusts are not well resisted a curb of iron
or wood, as shewn at g Figures 3 and 8, should be used to line the post-hole before
filling with concrete.
These posts should be about 11 inches by 10 inches in transverse area, say about
28 centimetres by about 25 centimetres in transverse area. They should have
12 or 13 centimetres of concrete beneath them (about an English foot) and such
posts set at a distance of 45 feet (English) apart, or say 13 or 14 metres apart, will
carry a girder capable of supporting a passenger train such as is ordinarily in use,
at a height of 14 feet, or about 41, metres above the ground.
The posts for this duty should be of good iron a little over half an inch, or
about 1/2 centimetres thick, and well rivetted. Greater strength can be given if
required by increasing the area of the posts, or the thickness of the iron, or by
internal bracing.
These details will be calculated and proportioned for each case by the constructor,
according to his materials and requirements.
The Girder.
Figure 9 shews the adjustment of the girder on the posts.
Figure 10 shews the bearing bracket to be used beneath it.
Figure 11 is a side elevation of the post and portions of the girder.
Figure 12 is an illustration of the upper boom of the girder, shewing the rails.
Figure 13 is a perspective view of the diagonal braces of the girder.
Figures 47 to 61 relate to modifications of the girder specifically adapted for use
with electric motors.
Figure 47 shews the adjustment of the girder on the posts.
Figure 50 is a duplicate of Figure 10.
Figure 48 is a modification of the details of Figure 11.
Figure 49 shews an I-shaped brace instead of the channel form of Figure 13.
Figure 14 is on its right side, a plan of the girder, and on its left side, a plan of
the lower part of the girder.
Figures 51 and 52 are plans analogous to those of Figure 14 of a modified form
of girder..
+
Figure 53 is a perspective view showing how the rails of the upper boom are
insulated, an expansion splice provided, and a continuous electrical conductor
maintained.
.
Figure 54 illustrates the construction of the stringers and rails of the lower boom
for use with electrical motive power.
:
Figures 55, 56, 58 and 59 show how the expansion joints may be made and the
bolt heads sealed in thém, secure from rattling out..
. t
5.

page_text: Figure 57 shews in section an insulated conducting plate at the splice of the
rails.
Figure 61 is another form of the same without a slip joint, and
Figure 60 shows a partly sealed bolt-head in an expansion slot.
At the proper height for setting the girder the lower boom rests on the bracket i
Figure 9. The upper boom of the girder rests on the upper part of the post and
through the diagonal braces D D¹ supports the bearing rails which are carried on
the edges of the lower boom.
The girder is composed of a lower box boom C, an upper box boom B, and of
diagonal channel bar braces D, or I-braces D¹.
The lower boom is composed of two plates kk and two channel bars t, I firmly
rivetted together. Wooden stringers m m are embedded in the recess of the channel
bars, and these may be either single strips or built beams composed of several
smaller strips as shewn. These stringers carry the rails. In order to utilize the
full strength of the iron, transverse brackets n composed of double angle irons of
T-iron or of channel bars, are rivetted below the girder about two feet, or rather
more than half a metre apart. In the angle between the upper plate / of the box.
boom, and the channel bars 1, angle irons are also bolted. They may be made
deeper than the illustration, to strengthen the girder. They serve as attachments
for the braces D or D¹. Or attachment plates p may be used at proper intervals,
either rectangular, as in Figure 11, or trapezoidal, as in Figure 48, to which the
braces are attached, and which themselves are attached to angle irons o. The
braces D, D¹ may be as shewn in Figure 13 built of a plate and angle irons, or:
may be channel bars, or I-beams, as in Figures 48, 49. They are also attached to
the upper boom by plates p¹.
The upper boom B of the girder is also a box boom of two channel bars 1, 1 and
two exterior angle irons k k and this may be re-enforced by angle irons r, all well
rivetted together. This upper boom carries in the recess formed by the exterior
angle irons, the stringers m m for supporting the rails for the balancing wheels.
These stringers may be made o solid or compound beams. The rails are fastened
on these stringers, or if the work is light, the stringers may be unshod.
The nearer the posts are set together the less bracing is required •between the
booms.
The expansion joint may be formed as shewn in Figure 15 at the end of the
upper beam. D is the brace, p¹ the plate which connects the brace to the box
boom, S is a bracket firmly rivetted to the post, and having slots of sufficient length
to allow for the expansion of the girder, through which bolts connecting the plate p1.
and the bracket S are passed to guide the slip. The lower surface of the upper
boom rests on a terminal plate at the top of the post, which thus takes the weight
of the girder and these brackets of the slip joint serve only as guides.
Figure 12 is a variation of the upper box boom made up of the lower plate of
the two lateral channel bars with unequal flanges k³, k² and of a top plate 12.
This girder carries four rails. The two bearing rails are angle irons placed on
the upper outer edges of the stringers m. They are marked t and fastened to each
other and to the stringers by through bolts u. But when electrical motors are
used and the rails are to carry the current to the engine, the rails are fastened to
the stringers only.
The upper boom carries the vertical rails t³, t for the balancing, brake and driving
wheels. These are held together, and to the stringers by through bolts u³ ³ but.
when electrical motors are used, these through bolts should only fasten the stringers
together, and should be insulated from the rails. These upper rails will be seen to
project over the line of posts and braces, or to have a small recess vertically beneath
them, under which the flanges of the horizontal wheels run, to lock the truck upon,
the track.
The horizontal distance from outside to outside of the lower rails is intended to.
be about twice as great as the width of the posts, and of the upper rails slightly:

page_text: should be about four feet or about a metre and a fifth deep.
The Switch.
The switch may be roughly conceived as a section of the girder hinged at one
end, and latching to one or another branch of the way. Figure 16 shews it in
sketch plan in which F is the main way, and F1 and F' the branches to which the
main way is to be alternately connected. H is the hinge. A transverse track J¹
between the branches F1, F2, supports the free end of the switch, and a rag chain
and sprocket wheel, or other proper device gives the necessary movement.
understand the details of the switch reference is made to Figures 17 to 25.
Figure 17 is a side elevation of the hinge-end of the swinging girder and
Figure 17 is a side elevation of the free end.
Figure 18 shows the connection of the rag chain.
To
Figure 19 is a plan which shows at one end the hinge, and at the other the free
end of the switch.
Figure 20 is an end elevation of the post and swinging girder, showing the
method of latching and unlatching, and one of the rag chains and sprocket
wheels.
Figure 21 is a longitudinal section of the locking end.
Figure 22 is an enlarged view of the pivot or hinge in longitudinal vertical
section.
Figure 23 is an end elevation of the post and swinging girder at the free end..
Figure 24 is a plan of the top of the hinge end.
Figure 25 is a vertical section of the hinge end, on a plane transverse to that of
Figure 22.
The hinge is strongly bracketted out from the post at the end of the main way F
as shewn in Figure 17 and consists of a series of plates alternately long and short.
A counterpart series alternately short and long is attached to the girder. The
long plates of each set are pierced with a hole for the pivot pin, h, and the outer
ends of the long and short plates are cut to be concentric with the centre of the
pintle, so that the convex end of each long plate abuts against a concave end of a
short plate, and a hinge is formed by interlocking fingers projected from each
member, and with a pin around which the free member plays. This is well shewn
in longitudinal vertical section in Figure 22, and in transverse vertical section in
Figure 25.
The moving piece of girder swings round this pintle h* and makes a small angle
with the fixed portion of the way at H Figure 16. Each end of the switch girder
has a vertical piece h³, as its terminal vertical brace.
The branch tracks terminate towards the switch or posts, and between these
posts is mounted on strong brackets a deck beam V, shewn at Figure 21, and in
plan in Figure 19.
The swinging girder rests on a carriage which has a long roller at each end, so
that the circular movement of the end of the girder may have frictional relief on
the deck beam v which is a cord.
A hand wheel is mounted on one of the posts, as at d¹ Figure 20, which carries
on its shaft a sprocket wheel d², driving a rag chain d³ which engages another
sprocket wheel & carrying on its shaft a cam d³ which operates on the end of a
bent lever do, which moves the cam bolt d' and withdraws the locking latch.
In Figures 17 and 21 it will be seen that this latch has a wedge-cam d³ at each
end, which enters a loop of the spring latch d³, and withdraws it from engagement
with the girder. The sprocket wheel d', carries on its axis another sprocket wheel
which draws another rag chain d¹º engaging with the girder by a slotted link du
and the lost motion of this link allows the latch to be withdrawn before strain is

page_text: The truck used with this railway must straddle the girder and carry outside
bearing wheels, either vertical or inclined, and horizontal wheels, hereinafter called
balancing wheels, which serve to steady the truck upon the track and keep it
vertical, and act as traction wheels, and as braking wheels, and by their flanges
lock the track and truck securely together.
Figure 32 is an end elevation and,
Figure 33 is a side elevation of this truck as adjusted upon the girder for use.
Figure 34 is a plan and
Figure 35 is a section of the same.
An iron frame is made as shown in section Figure 35, with a platform frame 1
carrying on its upper surface the lower section of a sort of fifth wheel, 2 which
engages (see Figure 35) with the carriage part of the fifth wheel 3. The car is
fast to this upper part, and the two parts 2 and 3 are locked together by over-
banging pieces, so that the car is locked to the truck.
Two vertical flanges 4 depend from the platform on each side of the girder,
and have diagonal braces 5, on the outside, and at the two ends of the platform,
Figure 33, and carry bosses 6 for the axles of the carrying wheels 7. I prefer to
incline these wheels but they may be set vertically as in Figure 61, with the
vertical flanges 4 wide apart, and carrying on their insides the axle boss and axle.
The edges of these wheels fit the beams and rails.
Between the carrying wheels 7 are placed, on axles affixed to the platform 1, the
balancing wheels 8 Figures 32, 33, 34, 35, 61. These wheels are shaped on their

page_text: edges much like common railroad car wheels, and have their flanged sides down or
they may be double flanged; one flange being above and one below the upper boom
rail.
The axles of these wheels 8 are vertical, and as shown in Figures 34 and 35, are
fixed to sliding blocks in ways transverse to the platform, so that they may be
made to gripe the girder by springs, or by hydraulic pressure, or by means of levers
Figure 35.
These wheels 8 balance the car against side strains from centrifugal force, wind,
and the like, and are also employed as the driving and brake wheels of the train,
and they are approached to or moved from the girder by spring power in one
direction and positive power in the other. For brakes, springs to apply the
pressure are probably the best. For draft purposes the positive motion to give
the grip is probably the best. Positive pressure may however, be applied in both
directions.
These wheels may be driven by a crank on the axle, or by a dynamo machine
(see Figure 63), or by any other suitable means.
Figure 36 shows a wheel built of sections of wood or paper with metallic faces
and tires.
Figure 37 shows the box and journal and how the journal is attached to the
truck, which is further illustrated in Figure 40.
Figure 39 is a side elevation of a sectional plate forming part of a wooden
wheel.
Figure 38 is a front elevation of a wheel, journal and axle and an attachment to
brace 5.
Figure 41 is a top view of the same.
Figure 42, is a cross section of the journal and its box.
Figure 43, shows the journal, sliding box and spring of the balancing wheels,
when used for brake wheels.
Figure 44 shows the lower interior of the hub of a horizontal wheel with balls in
grooves to ease the friction..
Figure 45 is a horizontal section of the sliding box and its spring.
By using the balancing wheels for brake and driving wheels the power is brought
close to the load.
The carrying rails may be supported on brackets on the outside of the girder or
posts and the details of the invention can be varied very greatly without departing
from the nature of the invention.
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
First. In a railway supported on posts, a girder carrying four tracks at two
different levels, the two tracks which support the carrying wheels being on the
upper outer edges of the lower boom, and the two which take the bearing and grip
of the braking and driving wheels on the outer faces of the upper boom, substan-
tially as described.
Second. A truck for a single track railway, provided with two sets of wheels;
each set being at a different level and revolving in a different plane from the
wheels of the other set, that is to say the carrying wheels which support the load
being at the lower level, and the driving and brake wheels at the high level,
whereby the centre of gravity of the load is lowered and the power brought closer
to the work, substantially as described.
Third. In combination, a girder, railway and truck, comprising the following
elements viz lower rails to carry the load, carrying wheels rolling thereon higher
vertical rails for the application of draft and braking power and for sustaining
side thrusts, horizontal wheels to engage the last named rails, and a truck which
straddles the girder and carries the wheels, and on which the body of the carriage
is supported, substantially as described.

page_text: Fourth. The combination of horizontal wheels which have peripheral flanges at
their lower edges, with the vertical rails on the upper boom made to project over
said flange, substantially as described.
Fifth. The combination of a straddling truck, a girder carrying bearing rails low
down on its sides, and carrying wheels, substantially as described.
Doted this 10th day of March 100K
HASELTINE, LAKE & Co.,
For the Applicant.