Improved Vehicles for Conveying on Light Railways Common. Road Vehicles, or Railway or other Trucks, whether Loaded or not.
Year: 1896

page_text: Date of Application, 15th Jan., 1896
Complete Specification Left, 14th Nov., 1896-Accepted, 15th Jan., 1897
PROVISIONAL SPECIFICATION
Improved Vehicles for Conveying on Light Railways Common.
Road Vehicles, or Railway or other Trucks, whether Loaded
or not.
We, EVERARD RICHARD CALTHROP, of 56 Naylor Street, Liverpool, in the
County of Lancaster, Engineer, and JOHN CHARLES TAITE, of 63 Queen
Victoria Street, in the City of London, Engineer, do hereby declare the nature
of this invention to be as follows:-
This invention has for object to enable ordinary road vehicles or railway or
other trucks with or without their loads, to be readily placed upon and conveyed
over light railways of narrow gauge either to a depôt or to the goods station of an
ordinary railway so that such light narrow gauge lines may be utilised to greater
advantage than has heretofore been usual by obviating to some extent the necessity
of transferring loads from one vehicle to another.
For this purpose the improved carrying vehicle is constructed with two
longitudinal troughs or ways arranged outside of and carried by the framing
one at each side of the vehicle at a level below that of the upper part of the
vehicle and not much above the level of the track, the arrangement being
such that an ordinary road vehicle can be readily run by inclined ways onto the
longitudinal troughs or ways and be thereby supported and carried.
The longitudinal troughs or ways are or may be of sufficient width to
accommodate common road vehicles or railway or other trucks differing in gauge
within certain limits and are suspended or connected to and carried by the side
members or sole bars of the vehicle or constructed to themselves serve also as side
members or sole bars. The frame with its longitudinal troughs or ways may be
suitably mounted upon bogie trucks, or upon the axles of two or more pairs of
carrying wheels the axle boxes being mounted in the sole bars in suchwise that a
common road or other vehicle when being run on to or off the longitudinal troughs
or ways will clear the body, axle boxes and other parts of the carrying vehicle
whilst maintaining a low centre of gravity.
Suitable means are provided for securing the wheels of the carried vehicle to
prevent end and side movement thereof; also for preventing oscillations of the
body of the carried vehicle on its springs during transport. This can be effected
by bracing the common road vehicle to the carrying vehicle in such a way as to
compress the springs of the former and render them inoperative, for example by
means of blocks adjusted by screws or otherwise, or by clamps, so that the body
of the carried vehicle will be supported rigidly on blocks.
2

page_text: COMPLETE SPECIFICATION.
Improved Vehicles for Conveying on Light Railways Common
Road Vehicles, or Railway or other Trucks, whether Loaded
or not.
We, EVERARD RICHARD CALTHROP, of 56 Naylor Street, Liverpool, in the
County of Lancaster, Engineer, and JOHN CHARLES TAITE, of 63 Queen
Victoria Street, in the City of London, 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 following statement:—
This invention has for object to enable ordinary road vehicles or railway or
other trucks, with or without their loads, to be readily placed upon and conveyed
over railways of narrow gauge either to a depôt or to the goods station of an
ordinary railway so that such light narrow gauge lines may be utilized to greater
advantage than has heretofore been usual by obviating to some extent the necessity
of transferring loads from one vehicle to another.
For this purpose the improved carrying vehicle is constructed with two
longitudinal troughs or ways, arranged outside of and carried by the framing,
one at each side of the vehicle, at a level below that of the upper part of the
vehicle and not much above the level of the track, the arrangement being
such that an ordinary road vehicle can be readily run by inclined ways or
otherwise onto the longitudinal troughs or ways and be thereby supported and
.carried.
The longitudinal troughs or ways are or may be of sufficient width to accom-
modate common road vehicles or railway or other trucks differing in gauge within
certain limits, and are suspended or connected to and carried by the side members
or sole bars of the vehicle or constructed to themselves serve also as side members
or sole bars. The frame with its longitudinal troughs or ways may be suitably
mounted upon bogie trucks, or upon the axles of two or more pairs of carrying
wheels the axle boxes being mounted in the sole bars in suchwise that a common
road or other vehicle, when being run on to or off the longitudinal troughs or ways,
will clear the body, axle boxes, and other parts of the carrying vehicle, whilst
maintaining a low centre of gravity.
Suitable means are provided for securing the wheels of the carried vehicle, to
prevent end and side movement thereof; also for preventing oscillations of the
body of the carried vehicle on its springs during transport. This can be effected
by bracing the common road vehicle to the carrying vehicle in such a way as to
compress the springs of the former and render them inoperative, for example by
means of blocks adjusted by screws or otherwise, or by clamps, so that the body
of the carried vehicle will be supported rigidly on blocks.
Figs. 1 to 5 inclusive show carrying vehicle according to this invention
constructed with a couple of bogie trucks:
Fig. 1, (which is drawn to a smaller scale than the other figures) shows in side
elevation the said carrying vehicle with two lurries in position thereon; whilst ip
dotted lines there is indicated approximately the position a railway truck would
occupy on the carrying vehicle.
Figs. 2 and 3 show, respectively, a partial elevation and a partial plan of the
carrying vehicle unloaded;
Fig. 4 shows in end elevation the carrying vehicle with lurry thereon; the
half lurry to the right being of broader gauge than that to the left; whilst in
dotted lines is indicated the position a railway wagon of standard gauge would
оссиру;
Fig. 5 shows in section a joint of the sole bar.

page_text: In this example, the frame of the carrying vehicle is mounted on two four-wheel
bogie trucks 1, is made of pressed steel, and comprises cross bearers 2, and two
longitudinal combined sole bars and ways 3 made in the form of troughs upon
which can be run the carrying wheels 4 of the lurries 5. The troughs are
supported at intervals by brackets 3 secured to the cross bearers 2. To suit
curves of small radius, such as are common on narrow gauge lines, the carrying
vehicle is provided at each end with a single and central buffer and coupling 6, in
lieu of the double arrangement usual on standard-gauge lines. In the example,
the buffers are of the kind known as Jones and Čalthrop's. Other details of
construction will be readily understood from the drawings. A carrying vehicle
constructed with bogies as described is specially advantageous where heavy vehicles,
such as loaded ordinary standard gauge wagons, have to be carried over a narrow
gauge line, as not only are facilities afforded for travelling round sharp curves such
as are common in narrow gauge light railways; but, furthermore, the load is
distributed, through the several axles, over a greater number of rails and
sleepers, so that a standard gauge wagon can be safely carried over a narrow
gauge line having much lighter rails and fewer sleepers than would be needful in
a standard gauge line to safely carry the same loaded wagon at the same speed, if
travelling with its own wheels on the rails.
Figs. 6, 7, 8, and 9 show, respectively, a side elevation, a plan, an end elevation,
and a half cross section of a carrying vehicle according to this invention whose
frame is mounted on the axles of two pairs of carrying wheels 7, and which is
adapted more especially for the transport of lurries. The details of construction
of the framing resemble those in the previous example, and, as before, the troughs 3
serve also as the sole bars of the carrying vehicle.
It will be seen that the arrangement of the troughs 3 is such that a lurry can be
readily run thereon from the level of the track by means of inclined ways, or from
a platform of a dead-end siding directly and without the use of inclined ways.
Before placing a lurry on such a carrying vehicle it is desirable to lock the
fore-carriage of the former so that it cannot swivel, by passing a pin through
its upper and lower bearing rings, or otherwise. The troughs 3 are of sufficient
width to render them capable of accommodating lurries and other road vehicles of
different gauges.
Fig. 10 shows a central cross section of a carrying vehicle according to this
invention in which cross bearers 2, of greater depth than in the previous examples,
and brackets, 3ª, are made integral (they may advantageously be of pressed steel)
and the troughs 3. are supported between the cross bearers 2 by longitudinal
bearers 8.
Figs. 11 and 12 show cross sections of modified constructions of carrying vehicles
in which the combined sole bars and troughs are connected by sets of upper and
lower cross bearers 2a and 2b, the upper cross bearers connecting the vertical
portions, and the lower cross bearers (which are of channel section) serving as
supports for the horizontal or carrying portions. In the example shown in
Fig. 11, each combined sole bar and trough is made in one piece of pressed
steel, whilst in Fig. 12 two constructions are represented, that to the left being
of plates and angles rivetted together and that to the right comprising a rolled part
of channel section, a vertical plate, and an angle piece which latter may in some
cases be dispensed with. In each case the troughs are provided with rails 9, which
are adapted for the accommodation of railway vehicles, but which are secured in
such a manner (as by screw bolts 10) that they can be readily removed for the
accommodation of ordinary road vehicles; or they may be adjustable to suit
wagons of different gauges."
Figs. 13, 14, and 15 are sectional views representing various arrangements of the
ways for supporting railway vehicles which can be adopted when constructing
according to this invention carrying vehicles intended for the transport of railway
vehicles only. In the example shown in Fig. 13, the way is formed with a double-
headed rail 11 riveted to the end flanges of channelled cross bearers 12 secured at

page_text: intervals to the sole-bars 13. The arrangement shown in Fig. 14 resembles that
just described but an iron or steel bar of section inverted is substituted for the
double headed rail 11 the said bar may be bellied, ie. made of greater depth in
the central portion of its length than at the ends, for additional strength. In
the case of Fig. 15, the way is formed by a simple bar 15, of suitable section,
secured on the top of and supported by the outwardly turned lower flange of the
sole bar 13, to which are attached the cross bearers 12, which serve as distance
pieces.
Fig. 16 shows a way adapted to accommodate both railway trucks and ordinary
road vehicles of various gauges. In this case the trough 3 is made with a longi-
tudinal recess 3b, in which is removably secured a bar 16 whose top is flush with
the higher part of the floor of the trough; this bar only partially fills the recess, so
as to leave room for the flanges 17 of railway-truck wheels 18. It will be seen that
besides affording the accommodation mentioned, this arrangement will keep the
flanges 17 clear of the floor of the trough, and also will allow of the renewal of
the bar or rail 16 when worn; but in all cases where such bars or rails are shewn
to carry vehicles of fixed gauges and with flanged wheels the floors of the troughs
may themselves be so formed as to give a like formation of surface of way whilst
dispensing with the said bars. An advantage of constructing the carrying vehicles
with rails or ways arranged to standard gauge when railway vehicles of that gauge
are to be transported is that the centres of gravity of the vehicles carried are kept
in a common vertical plane, or approximately s, with and over the axis of the
carrying vehicle.
Means for preventing end and side movement of the wheels of a carried vehicle
are shown in Figs. 17, 18, and 19. In the example shown in side elevation in
Fig. 17 the wheel 19 is scotched by means of two wedges. 20 and 21, the latter of
which is mounted on a shoe 22 relatively to which it can be moved by means of a
screw 23. Pins 24 project from the wedge 20, and the shoe 22, through holes in the
floor of the trough 3. In the example shown in elevation in Fig. 18, and in plan
in Fig. 19, the wedges 20 and 21 are connected together by means of a pin 25, and
bars 26, provided with a number of holes 27 in which engage the ends of a bridge-
piece 28, in which works the screw 23. With this arrangement it will suffice to
provide only one of the wedges with a pin to engage in the floor of the
trough 3. In some cases such pins may be entirely dispensed with, in this
arrangement.
A device for preventing the oscillation of a carried vehicle is represented in side
elevation in Fig. 20. Each end of the spring 29 is connected at a suitable point
to some part of the trough 3 by a clamp comprising two books 30 and 31 connected
by a right and left handed screw 32, adapted to be rotated by a handle 33. In the
drawing 3° 3° are boles in the side of the trough with any of which the books of
the clamps can be engaged. If it be desired to secure great rigidity, blocks may
be applied as shewn dotted at 29 to support the body of the carried vehicle when
drawn down as just described. Instead of hooking the upper ends of the clamps
on the springs, they may be connected to some part of the frame or body of the
carried vehicle. Fig. 21 is a side elevation and Fig. 22 a cross section representing
another device for the same purpose. In this case the spring 29 is arranged to be
put into stress by a pair of wedges 34 and 35 that can be drawn together by means
of a right and left handed screw 36, provided with a square 37 at each end to
receive a suitable handle. The wedges 34 and 35 are arranged between two
correspondingly formed blocks 38 and 39, placed between the body of the
vehicle and the spring-strap 40, the arrangement being such that when the
wedges 34 and 35 are drawn together by rotating the screw 36, the spring 29
will be stretched and rendered inoperative. The wedges 34 and 35 are provided
with guiding projections 41 that engage in corresponding recesses in the blocks 38
and 39, which may conveniently be connected together by a pair of links 42
having slots 43 in which engage pins 44 projecting from the blocks 38 and 39
as indicated in dotted lines in Fig. 22. Fig. 23 is a side elevation of a simple

page_text: form of device for this purpose, in which two blocks 38 and 39ª are arranged to
be moved relatively to each other directly by means of a right and left handed.
screw 36".
Any suitable means may be used for preventing a carrying vehicle according to
this invention from tipping when being loaded. Fig. 24 is an elevation of a device
for this purpose that may advantageously be provided at each end of such a
vehicle. 45, 45, are two props or shoes mounted on a shaft 46 on the end 47 of
the vehicle and adapted, when let down into the position shown in full lines, to rest
on the track rails 48. Catches 49 are provided on the carrying vehicle to
normally hold the props up in the position indicated in dotted lines. Other
devices suitable for the same purpose are shoes adapted to be slid vertically
by means of screws, and screw clips such as usually employed with travelling
cranes.
Any suitable brake may be used with the carrying vehicle. Figs. 25 and 26.
show respectively in side elevation and in plan a suitable arrangement of brake-
operating apparatus for use with the vehicle. The pull-rod 50 of the brake is
connected by two rods 51 to two arms 52 and 53 projecting from an axle 54 to
which is fixed a lever 55, each of the arms 52 and 53 being provided with a pin 56
that engages in a slot 57 in the corresponding rod 51. The arrangement is such
that the rod 50 will be pulled, and the brake blocks consequently applied, if the
lever 55 be pulled from either side of the carrying vehicle into the corresponding
3ition indicated in dotted lines. A curved rack or perforated bar or equivalent
provided in conjunction with a spring catch on the lever 55 or with a pin or
equivalent means such as well understood may be employed to hold the lever
in any position to which it may have been moved. Instead of arranging the
apparatus to be operated by a lever, it may be arranged to be operated by
hand wheels 58 (see Fig. 27) fitting on the screwed ends of spindles passing
through the headstock 59 and carrying pins 56 eugaging in the slots 57.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed we declare that what we
claim is :-
For carrying on light or narrow gauge railways vehicles of broader gauge than.
such railways, whether common road vehicles or railway or other trucks (loaded
or not); vehicles substantially such as hereinabove described with reference to the
drawings, such a vehicle being constructed with two longitudinal troughs or
ways, one at each side of the vehicle, arranged so that they are parallel to the
normal direction of motion of the vehicle, and at a level below that of the top of
the vehicle and sufficiently near the level of the track, to admit of an ordinary
road vehicle or vehicles or a railway or other truck being readily run on to the said
longitudinal troughs or ways and being thereby supported and carried with its or
their centre of gravity low down as set forth.
Dated this LULI
N
1000