IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY VEHICLES
Year: 1880

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine, Lake,
& Co., Patent Agents, Southampton Buildings, London, for an Invention of
"IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY VEHICLES." A com-
munication from abroad by James W. Chisholm, of Brooklyn, New York,
United States of America, Physician.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at
the Office of the Commissioners of Patents on the 10th December 1880.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent
Agents, Southampton Buildings, London. "IMPROVEMENTS IN THE CONSTRUCTION
OF RAILWAY VEHICLES." [A communication from abroad by James W. Chisholm,
of Brooklyn, New York, United States of America, Physician.]
This Invention relates to railway vehicles, and has for its objects, first, to prevent
any lateral movement between the vehicle body and the truck. This I accomplish
by making the lower shaft, which is secured in reverse standards projecting
downwardly from the body bolster of the vehicle, and which passes through the
lower ends of suspension links, so that its ends just touch the insides of the truck
standards which carry the shaft passing through the upper ends of the links. All
of the holes in the links are formed cylindrically, tapering from both sides to the
centre, so that the truck and body are free to move longitudinally, and swivel in
relation to each other, but are prevented from moving laterally by the lower shaft
fitting between the truck standards. Secondly, to adapt the suspension link
principle to six-wheel trucks by employing two sets of longitudinal suspension
links so arranged that one pair is between each adjacent two pairs of wheels, thus
supporting the vehicle body at each end at two points longitudinally, instead of at
one, as with the ordinary centre plates and side bearings, the set of links with
their shafts nearest the end of the vehicle body being constructed as just before
described, and the other set having the links formed in the same manner, but so
arranged that their lower ends and the shaft which is secured to the vehicle body
are free to move laterally in relation to the truck, thus allowing the truck and
body to swivel relatively to each other from a centre somewhere over the central
line of the set of suspension links nearest the end of the vehicle body. Thirdly, to

page_text: ensure against the possibility of any damage being done to the lower or transverse
suspension links by the trucks coming in contact with any obstacle, and to
strengthen the truck generally, by so constructing the framework of the truck that
these transverse suspension links which hang against the sides of the axle boxes
are surrounded by portions of the framework, thus forming rigid pedestal protection
for the axle boxes and links, allowing the axle boxes and links to move laterally to
the side frames, and at the same time making said truck frame of cheap construction,
and very light, strong, and durable. Fourthly, to provide a ready and efficient
means for holding the brake beams.
I carry the said Invention into practice. in the following manner, that is to
say :-
The side frames of the trucks are composed of a longitudinal wheel-piece and a
longitudinal bar. The wheel piece in a six wheel truck is constructed of a beam
of wood covered on the two sides with plates of iron held together by bolts
passing through them, and the longitudinal bar consists of flat wrought iron. The
said longitudinal wheel piece and bar are connected by vertical pedestals, which are
also of flat wrought iron and bent at their ends at right angles, through which
bent ends and the aforesaid longitudinal wheel piece and bar bolts are passed
which securely hold the whole together. Between the upper ends of the pedestals
and the under side of the longitudinal wheel piece an inverted arch bar is placed;
this bar acts as a brace to strengthen the side frames, the lower bends in it passing
under transoms which securely connect the two side frames together by queen
post castings fitted between the tops of them and the under side of the wheel piece,
and the transom pillar castings fitted between the under sides of them and the
longitudinal bar, the whole being firmly held together by means of long bolts
passing vertically through them. The pedestals are arranged in pairs, one pair
being placed at each end of the longitudinal wheel piece and bar, and one pair
in the centre thereof. The pedestals in each pair are such a distance apart as to
just admit the axle boxes and the transverse suspension links so that they have no
longitudinal play, but are free to move transversely therein in relation to the
position of the truck on the rails. The axle-boxes and the transverse suspension
links are surrounded by portions of the side frames which form perfectly regular
pedestal protection therefor, protecting the said boxes and links from injury due to
the truck striking any obstacle, whilst enabling me to make a strong, light, and
durable truck frame.
The lower ends of the transverse suspension links above referred to are enlarged
and provided with openings, the lower sides of which are semi-circular and made
to fit into grooves formed in the longitudinal bar of a width equal to the thickness
of the links; these grooves are formed in the under side of the said bar only, and
correspond to the semi-circles in the openings in the lower ends of the links, so
that the links may partly rotate on the longitudinal bar. The upper ends of the
transverse suspension links are connected to the axle boxes so as to allow these
boxes to move transversely to the side frames. The links by such movements
assume inclined positions to the side frames and boxes. The upper ends of the
transverse suspension links fit on the ends of short shafts or rods which set into
grooves formed in the top of the caps, made so as to slide freely up and down in
the receptacles on the top of the axle boxes and cast in one piece therewith. In
these receptacles are placed springs under the aforesaid caps, the latter being
provided with lugs which fit into the spaces left between the springs and the square
corners of the receptacles herein before mentioned, and so prevent the caps from
tilting and becoming wedged in the receptacles as they move up or down therein.
In the ordinary working of the truck the axle boxes never move laterally a
sufficient distance to bring the ends of the short shafts or rods above referred to
beyond the sides of the vertical pedestals, so it is not generally necessary to secure
them to the transverse suspension links, but to insure their always keeping in
place I purpose to secure the said links to the ends of the short shafts by set screws
or pins, or by rivetting over the ends of the said short shafts or rods, which at the

page_text: same time causes the latter to turn in their bearings on the caps instead of the
links turning on them. In the side of the above mentioned receptacles slots are
formed to allow the short shafts to move down therein as the springs are
compressed by the weight of the body of the vehicle through the medium of the
transverse links. The lower parts of the axle-boxes are constructed and fitted with
brasses as usual, in which the axles on which the wheels are secured have their
bearings, with the exception of there being no end play between the journals and
the brasses and no saddles to the brasses.
Between each pair of transoms I place bolsters which are free to move up and
down, but are prevented from moving end wise by means of pins placed in them so
as to come in contact with the queen post castings of the side frames. These
bolsters are held up by coiled springs which are held in U-shaped pieces, the upper
ends of which are bolted to the transoms. To the top of the bolster which is
between the two pairs of wheels nearest the end of the body of the vehicle I
secure by bolts standards, in the upper end of which is fastened a shaft on which
hang two horizontal links, through the lower ends of which is supported another
shaft; the latter is firmly held in the lower ends of two reverse standards bolted
firmly to a bolster of the body of the vehicle. The holes in the longitudinal links,
through which the two shafts last herein referred to pass, are counterbored from
both sides toward the centre, so that they are free to swivel on the shafts as well
as to rotate in a longitudinal direction thereon. One of these shafts is of such a
length that its ends just touch the insides of the above mentioned standards, and
as this shaft is rigidly connected to the body of the vehicle by means of the reverse
standards, all transverse movement between the said body and the truck is
prevented, which is very important in trucks embodying the suspension link
principle, as any lateral play between the body of the vehicle and the truck
imparts shocks to the body, for all transverse shocks must be principally
counteracted by the inclination given to the transverse links, and not by any
lateral freedom of any other parts of the truck. The lower ends of the longitudinal
links and the shaft connected therewith are free to move in a longitudinal direction
in relation to the truck, and vice versa, and to enable these links to swivel, which
necessitates the said shaft assuming an angular position to the other shaft above
mentioned in connection therewith, the ends of the shaft are made convex
or rounded in one direction, thus allowing the shaft to assume any inclination
without there being any play between the ends of the shaft and the faces of
the standards adjacent to it, and as this inclination is only exceeded when
the vehicle is passing around a very sharp curve it is evident that in ordinary
operation, or when the vehicle is moving around the practically operative
curves of the road, the body of the vehicle is rigidly held to the truck as
regards lateral movement between them, the links swivelling on the shafts as set
forth.
I also provide other standards on the bolster; furthermore, a shaft and reverse
standards on the body bolster, and these are the same as regards construction and
relative positions as the standards, shaft, and reverse standards hereinbefore
described. Longitudinal links are provided, and of the same construction as the
links above described, but these parts instead of being placed between the standards
and the reverse standards with which they are combined in the manner above
described with reference to corresponding parts, they are placed inside the reverse
standards, thus allowing these standards with the part of the body of the vehicle
to which they are secured, and the truck to move laterally relatively to each other
only when passing around curves.
Flat iron bars are secured to the transoms and surround the axles, but do not
touch them; they act as safety bars to hold up the axles should any of them
become fractured or broken; they are also employed to hold brake beams which
slide on the lower parts of them, and which are held in place by suitable angle
pieces. At the ends on the top and bottom of the brake beams (which may be of

page_text: wood or channel iron) are secured brake blocks having two projecting ears or
lugs, between which fit projecting hooks on the back of the brake shoes. In the
ears of the upper brake blocks are permanently fixed rods (or these rods may be
cast with the ears), and in the ears of the lower brake blocks are holes through
which bolts pass. In securing the brake shoes in place all that there is to do is
to pass the upper hook over the rod in the ears of the upper brake blocks, to push
the lower hook between the ears on the lower block, and then pass the bolt through
the ears and the hook, holding the same in place preferably by means of a split
pin passing through the free end of it. When the shoes become unevenly worn it
requires only a few moments to reverse them in their position, which is done by
withdrawing the bolt and turning the shoe upper end down. The sides of the
ears in the brake blocks are made so as to fit against the back of the shoes. To
ensure the brakes moving laterally with the wheels should they have play sufficient
or be worn enough to pass by the flanges of the wheels pins are fixed in the brake
beams in close proximity to the insides of the wheels. The reversible brake shoe
here described is only novel in inatter of detail and not in regard to its reversi-
bility. The brakes may be operated by any suitable means.
The side frames of a four wheel freight truck are constructed in a similar manner
to those just described, with the exception that the wheel piece is made of wrought
iron instead of wood, and one wooden transom is substituted for the two. The
standards are bolted directly to the transom, so that they are rigidly connected to
the frames without any springs between them. The shafts and links and the
reverse standards are of the same construction as the shafts, links, and reverse
standards first herein described, as are also the axle boxes and connections.
In narrow gauge trucks one link shaft may be connected directly to the side
frames, standards being dispensed with, the ends of the other link shaft then
bearing against the side frames or against angle pieces bolted to the transom.
Instead of making the pedestals of wrought iron they may be made of cast iron,
the whole cast in one piece in the usual manner and bolted to the longitudinal
wheel piece and bar. In applying the transverse suspension links to vehicles for
transporting horses, or to four or six wheeled coal wagons, the longitudinal links
are not necessary. These pedestals are in this case bolted to a pedestal timber,
the space between them being wide enough to admit the axle-boxes and transverse
suspension links, which are made as before described with the springs in the
receptacles. The lower ends of these links turn on a piece of pipe which fits in
between the lower ends of the pedestals; bolts pass through the pedestals and
the pipes, and by means of nuts connect the lower ends of the pedestals rigidly
together. A light wrought iron pedestal tie bar connects the bolts by being welded
to their inside ends, the right degree of strain being given to it by adjusting the
nuts on the bolts. The whole may be further strengthened if desired by bracing
the pedestal timber between the pedestals.
I may apply equalizing bars to trucks embodying the suspension link principle,
and for this purpose lateral links at their upper ends connected to the axle boxes
by a bolt passing through them and the upper part of the boxes or resting in slots
in the top of the boxes, there being no springs in the boxes. The axle boxes and
the links are held in place by pedestals. The ends of the equalizing bar pass
through the lower ends of the lateral liuks and also through openings made
therefor in the sides of the pedestals, so that the equalizing bars and lower
ends of the links have no lateral movement in relation to the pedestal, but
are free to move up and down therein. The lower ends of the pedestals
are connected by means of a tie bar. Between the tops of the equalizing bars
and the underside of the wheel piece springs are placed in the usual manner.
The side frames may be made in any suitable manner. The two wheel pieces are
connected by a transom by means of bolts passing through them and the queen
posts, and strengthened by wheel piece truss rods. On the transom are secured
standards and a shaft carrying the longitudinal links, also another shaft and

page_text: reverse standards substantially like those above specified. When it is desired to
use springs between the body of the vehicle and the truck frame, then the
construction will in all parts be substantially like that first herein described.
In a truck made entirely of iron the transoms are dispensed with and a bolster
holds the two side frames together; this bolster is formed of two pieces of channel
iron fastened together by flat pieces of iron, two on their upper sides, in which are
secured standards, and one on the under side in the centre; they are also held
together at their ends by bent pieces of iron which rest on the tops of the bolster
spring caps; the lower ends of these springs set into a seat resting on the central
part of an inverted arch bar which extends downward from between the tops of
the pedestals and the under side of the wheel piece to the central part of the
longitudinal tie bar.
The wheel piece, inverted arch bar, and pedestal tie bar are connected together
by bolts passing through them and a casting, the side pieces of which are rect-
angular in cross section, and they act as guide bars for the bolster, the flanges of
the channel iron being cut so as to embrace them and make the same free to move
up and down thereon, but to give them very little side play, thereby holding the
two side frames of the truck parallel with each other, and at the same time allowing
the bolster springs at either end of the bolster to be compressed independently of
those at the other end, thus imparting to each side frame the nature of equalizing
bars. The springs are prevented from forcing the bolster above a certain height
by projections on the rectangular portions of the bolster guide bars.
The pedestals are constructed, as before described, to form rigid projections for
the axle boxes and transverse suspension links, but these links instead of bearing
against the outside of the spring receptacles hang in recesses formed in the sides of
receptacles and boxes, and they are connected together at their upper ends by a
square bar of iron, the under side of which is rounded so as to turn in a groove
made in the top of the cap resting in the top of the spring, the sides of the links
being in contact with the cap, and not in contact with the sides of the receptacle
before described; the sides of the receptacle are cut away.
The lower ends of the transverse suspension links are formed into eyes by first
splitting them and then bending the two split parts and welding them together,
and instead of bearing in grooves formed in the longitudinal pedestal tie bar they
bear on a cast iron bearing plate formed on their undersides to correspond to the
circle of the eyes of the said links, which hold them against the underside of the
pedestal tie bar, and they are prevented from moving longitudinally on the bar by
flanges, against which the inside of the links bear.
This construction of the spring receptacle, transverse suspension links, and
separable bearing plate may be applied to any of the trucks herein before described.
The standards, shaft, longitudinal links, shafts, and reverse standards secured to
the body bolster in this form of my improved railway vehicle are similar in every
respect to those before described, but I would here remark that by making the
bolster of two pieces with a space between them I am enabled to either make the
longitudinal links longer, or to drop the whole of this movement down some
distance, as the lower ends of the links and reverse standards can oscillate in the
space between the two pieces of channel iron forming the bolster.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Robert Lake in the Great Seal Patent Office on the
8th June 1881.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent
Agents, Southampton Buildings, London. "IMPROVEMENTS IN THE CONSTRUCTION
OF RAILWAY VEHICLES." A communication from abroad by James W. Chisholm,
of Brooklyn, New York, United States of America, Physician.
This Invention relates to improvements in the construction of railway vehicles,
and embodies the suspension link principle described in the Specification of former
Letters Patent, dated September 17th, A.D. 1878, No. 3668, and has for its objects,
firstly, to prevent any lateral movement between the vehicle body and the truck.
This I accomplish by making the lower shaft, which is secured in reverse standards
projecting downwardly from the body bolster of the vehicle, and which passes
through the lower ends of suspension links, so that its ends just touch the insides
of the truck standards which carry the shaft passing through the upper ends of
the links. All the holes in the links are formed convexly or tapering from both
sides to the centre, so that the truck and vehicle body are free to move longi-
tudinally, and swivel in relation to each other, but are prevented from moving
laterally by the lower shaft fitting between the truck standards. Secondly, to adapt
the suspension link principle to six wheel-trucks by employing two sets of longi-
tudinal suspension links so arranged that one pair is between each adjacent two
pairs of wheels, thus supporting the vehicle body at each end at two points
longitudinally, instead of at one, as with the ordinary centre plates and side
bearings, the set of links with their shafts nearest the end of the vehicle body
being constructed as above described, and the other set having the links formed in
the same manner, but so arranged that their lower ends and the shaft which is
secured to the vehicle-body are free to move laterally in relation to the truck, thus
allowing the said truck and body to swivel relatively to each other from a centre
somewhere over the central line of the set of suspension links nearest the end of
the vehicle body. Thirdly, to prevent the possibility of any damage being done to
the lower or transverse suspension links by the truck coming in contact with any
obstacle, and to strengthen the truck generally by so constructing the frame-work
of the said truck that these transverse suspension links which hang against the
sides of the axle boxes are surrounded by portions of the said frame-work, thus
forming a rigid pedestal protection for the axle boxes and links, allowing the said
axle boxes and links to move laterally to the side frames, and at the same time
making the said truck frame of cheap construction, and very light, strong, and
durable. And, fourthly, to provide a ready and efficient means for holding the
brake beams.
My improvements, with various modifications, are illustrated in the accompanying
Drawings as applied to several kinds of rolling stock. In these Drawings
Figure 1 is a side elevation of a six-wheel passenger truck embodying my said
improvements.
Figure 2 is a plan or top view, and
Figure 3 an end view partly in section of the same.
Figure 4 is an enlarged side view of the axle box and its transverse suspension
links and their projecting pedestals, shewing the upper part of the box and links in
section.
Figure 5 is sectional end view of Figure 4 on the line x, x.

page_text: suspension links, and
Figure 9 is a front view of the same partly in section.
Figure 10 is a side elevation of a four wheel freight truck, and
Figure 11 is an end view of the same partly in section.
Figure 12 is a side elevation shewing the lower or transverse suspension links and
the axle boxes in combination with cast iron pedestals.
Figure 13 is a side view of a truck representing the manner in which
equalizing bars are applied to vehicle trucks embodying the suspension link
principle, and
Figure 14 is an end view of the same.
Figure 15 is an enlarged plan or top view of the upper suspension links and
shafts hereinafter described.
Figure 16 is a side elevation of a vehicle truck shewing further modifications,
and
Figure 17 is an end view of the same partly in section.
I carry the said Invention into practice in the following manner, that is to say :-
The side frames of the trucks are composed of a longitudinal wheel-piece 10 and a
longitudinal bar 6. The wheel-piece 10 in a six wheel passenger truck shown is con-
structed of a beam of wood covered on two sides with plates of iron 11 held together
by bolts passing through them, and the longitudinal bar 6 consists of flat wrought
iron, as clearly shewn in the enlarged views, Figures 4 and 5. The said longitudinal
wheel-piece 10 and bar 6 are connected by the vertical pedestals 5, 5, which are
also of flat wrought iron and bent at their ends at right angles, through which
bent ends and the aforesaid longitudinal wheel piece 10 and bar 6 bolts are passed
which securely hold the whole together. Between the upper ends of the
pedestals 5, 5, and the under side of the longitudinal wheel-piece 10 the inverted
arch bar 15 is placed; this bar acts as a brace to strengthen the side frames, the
lower bends in it passing under the transoms 20, which securely connect the two
side frames by the queen post castings 39 fitted between the tops of the said
transoms and the under side of the wheel piece 10 and the transom pillar
castings 29 fitted between the under sides of the transoms and the longitudinal
bar 6, the whole being firmly held together by means of long bolts passing vertically
through them. The pedestals 5, 5, are arranged in pairs, as shewn, one pair being
placed at each end of the longitudinal wheel-piece 10 and bar 6 and one pair in
the centre thereof. The pedestals in each pair are such a distance apart as to just
admit the axle boxes 3, 3, and the transverse suspension-links 46, 46, so that they
have no longitudinal play, but are free to move transversely therein in relation to
the position of the truck on the rails. It will thus be observed that the axle
boxes 3, 3, and the transverse suspension links 46, 46, are surrounded by portions
of the side frames which form perfectly regular pedestal protection therefor,
protecting the said boxes and links from injury due to the truck striking any
obstacle, as well as enabling the truck frame to be made strong, light, and durable
The lower ends of the said transverse suspension links 46, 46, are enlarged and
provided with openings, the lower sides of which are semi-circular and made to fit
into grooves formed in the longitudinal bar 6 of a width equal to the thickness of
the links; these grooves are formed in the under side of the said bar 6 only, and
correspond to the semi-circular portion of the openings in the lower ends of the
links, so that the links may partly rotate on the bar 6, as shewn in Figures 4 and 5,
which also clearly show the manner in which the upper ends of the transverse
suspension links are connected to the axle boxes 3, 3, so as to allow the boxes to
move transversely to the side frames; the links by such movements assume inclined
portions to the side frames and axle boxes. The upper ends of the links 46, 46, fit on
the ends of the short shafts or rods g', which set into grooves formed in the top of
the caps f¹, which are made so as to slide freely up and down in the receptacles f*
on the top of the axle boxes 3, which are cast in one piece therewith. In these
receptacles are placed the springs g² under the aforesaid caps f', the latter being

page_text: provided with lugs, as shewn, which fit into the spaces left between the springs and
the square corners of the receptacles, and so prevent the caps 1 from tilting and
becoming wedged in the receptacles as they move up or down therein. In the
ordinary working of the truck the axle boxes 3, 3, never move laterally a sufficient
distance to bring the ends of the shafts or rods g¹ beyond the sides of the
pedestals 5, 5, so that it is not generally necessary to secure them to the links 46, 46;
but to insure their always keeping in place, I prefer to secure the said links to
the ends of the shafts g', g¹, by set screws or pins, or by rivetting over the ends
of the said shafts g', which will cause the latter to turn in their bearings on the
caps f, f, instead of the links 46, 46, turning on them. In the side of the
receptacles f2f2, slots are formed, as shewn in dotted lines in Figure 5, to allow
the shafts g, gl, to move down therein as the springs g² are compressed by the
weight of the vehicle body through the medium of the transverse links 46, 46.
The lower parts of the axle boxes 3, 3, are constructed and fitted with brasses in
the usual manner in which the axles 2, 2, on which the wheels 1, 1, are secured,
have their bearings with the exception of there being no end play between the
journals and the brasses and no saddles to the brasses.
Between each pair of transoms 20, 20, are placed the bolsters 30, 30, which are
free to move up and down, but are prevented from moving endwise by means of
the pins d³, d³, placed in them so as to come in contact with the queen post
castings 39 of the side frames. These bolsters are sustained by the springs 80, 80,
which are held in the U-shaped pieces 43, 43, the upper ends of which are bolted
to the transoms 20, 20. To the top of the bolster 30 which is between the two
pairs of wheels nearest the end of the vehicle body are secured by bolts the
standards 1, in the upper ends of which is fastened the shaft m, and on the said
shaft m hang the two longitudinal links n, n, through the lower ends of which is
supported the shaft o. This shaft o is firmly held in the lower ends of the two
reverse standards p, p, bolted firmly to the vehicle body bolster 12. The holes in
the links n, n, through which the shafts m and o pass are counterbored from both
sides towards the centre, as shewn in Figures 8 and 9, so that they are free to
swivel on the shafts m and o, as well as to rotate in a longitudinal direction thereon.
The shaft o is of such a length that its ends just touch the insides of the
standards 1, 1, and as this shaft is rigidly connected to the vehicle body by means
of the reverse standards p, p, it will be observed that all transverse movement
between the said vehicle body and the truck is prevented, which is a very
important feature in vehicle trucks embodying the suspension link principle, as
any lateral play between the vehicle body and the truck imparts shocks to the
vehicle body, for all transverse shocks must be principally counteracted by the
inclination given to the transverse links 46, 46, and not by any lateral freedom of
any other parts of the truck, for the advantages of the suspension link principle to
be obtained in its application to vehicle trucks. It will also be observed that the
lower ends of the links n, n, and the shaft o are free to move in a longitudinal
direction in relation to the truck, and vice versa; and to enable these links to
swivel which necessitates the shaft o assuming an angular position to the shaft m
as shewn in Figure 2, the ends of the said shaft o are made convex, the radius of
the curvature being equal to the length of the shaft, as shewn at the right hand
end of the enlarged view of the shaft o, Figure 15, or rounded in the one direction,
as shewn at the left hand end, thus allowing the shaft to assume any inclination
from the perpendicular, shown by a dotted line between the two inside faces of the
standards,, until the opposite sides of the two ends pass beyond the said
perpendicular, without there being any play between the ends of the shaft and the
faces of the standards, and as this inclination is only exceeded when the vehicle is
passing around a very sharp curve, it is evident that in ordinary operation or when
the vehicle is moving around the practically operative curves of the road, the
vehicle body is rigidly held to the truck as regards any lateral movement between
them, the links swivelling on the shafts m and o, as shewn in Figure 15, which
represents the extreme position of the shaft o when the vehicle is passing around a

page_text: curve. The link to the left being nearest to the centre of the curve remains in a
vertical position, or nearly so, and merely swivels, while the one to the right or the
outside link is both swivelled and inclined, thus bringing the centre of the swivelling
action between the truck and vehicle-body in line with or nearer to the inside
longitudinal suspension link. This takes place particularly with four wheel trucks
which have only one set of longitudinal suspension links, as shewn in Figures 10,
13, and 16, while with six wheel trucks having two sets of links, as shewn in
Figures 1, 2, and 3, this centre of swivelling would probably be somewhat changed
from the position just described, but not sufficiently to materially alter the
operation of the links n, n, and shaft o, as described.
The standards 1, 1, on the bolster 30, the shaft m², and the reverse
standards p', p', on the body bolster 12 are the same as regards construction and
relative positions as the standards 1, l, the shaft m, and the reverse standards p, p,
hereinbefore described. The links n¹, n¹, are of the same construction as the
links n, n, but instead of being placed between the standards 1, 1, and the reverse
standards p¹, p¹, as are the links n, n, placed between the standards l, l, and reverse
standards p, p, they are placed inside the reverse standards p¹, p', thus allowing
these standards with the part of the vehicle body to which they are secured and the
truck to move laterally relatively to each other only when passing around curves, as
is clearly shewn in the plan or top view, Figure 2, in which the dotted line y, y, is
the centre line of the truck, and the dotted line z, z, is the centre line of the vehicle
body.
The flat iron bars 51, 51, are secured to the transoms 20, 20, and surround the
axles 2, 2, but do not touch them; they act as safety bars to hold up the axles
should any of them become fractured or broken; they are also employed to hold
the brake beams 84, 84, which slide on the lower parts of them, and which are held
At the ends and
in place by the angle pieces r shewn in dotted lines in Figure 1.
on the top and bottom of the brake beams 84, 84, which may be of wood (or
channel iron, as shewn in Figures 6 and 7), are secured the brake-blocks 82, 82,
having two projecting ears or lugs, between which fit the projecting hooks on the
back of the brake-shoes 98, 98. In the ears of the upper brake blocks are per-
manently fixed the rods t (or these rods may be cast with the ears), and in the ears
of the lower brake blocks are holes through which the bolts t' pass.
In securing
the brake shoes 98 in place all that is necessary to be done is to pass the upper
hook over the rod t, then to push the lower hook between the ears on the lower
block 82, and pass the bolt t¹ through the said ears and hook, holding the same in
When
place preferably by means of a split-pin passing through the free end of it.
the shoes become unevenly worn it requires only a few moments to reverse them
in their position, which is done by withdrawing the bolt t' and turning the upper
end of the shoe downward. The sides of the ears in the brake blocks 82 are made
so as to fit against the back of the shoes 98, 98, as shewn. To ensure the brakes
moving laterally with the wheels, should they have play sufficient or be worn
enough to pass by the flanges of the wheels, the pins are fixed in the brake
beams 84, 84, in close proximity to the insides of the wheels. The reversible
brake shoe here described is only novel in the matter of detail, and not in regard
to its reversibility. In the Drawings no device is shown for operating the said
brakes, but they may be operated by the ordinary or any other suitable means.
The side frames of the four wheel freight truck, as represented in Figures 10
and 11, are constructed in a similar manner to that above described, with the
exception that the top bar 10 is made of wrought iron instead of wood, and one
wooden transom 20 is substituted for the two. The standards 12, 12, are bolted
directly to the transome 20, so that they are rigidly connected to the frames
without any springs between them. The shaft m², links n², n², shaft o², and reverse
standards p², p², are of the same construction as the shaft m, links n, n, shaft o, and
reverse standards p, p, of Figures 1, 2, and 3 above described, as are also the axle
boxes and connections.
In narrow gauge trucks, the shaft m² may be connected directly to the side

page_text: frames, the standards ², ², being dispensed with, the ends of the shaft o³ then
bearing against the side frames or against angle pieces bolted to the transom 20.
Four-wheel passenger trucks could be made as represented by all of the parts of
Figures 1 and 2, to the left of the dotted line x¹, x², Figure 1.
Instead of making the pedestals 5 of wrought iron they may be made of cast
iron, the whole being cast in one piece in the usual manner, and bolted to the
longitudinal bars 10, 6. Figure 12 represents the manner I prefer to adopt in
applying the transverse suspension links to vehicles for the transport of horses, or
to four or six-wheel coal wagons or vehicles; the longitudinal links n, n, are not
necessary for such purposes. The pedestals are bolted to the pedestal timber 169,
the space between them being wide enough to admit the axle boxes 3 and
links 46, 46, which are made, as before described, with the springs g² in the
receptacles f². The lower ends of the links 46, 46, turn on a piece of pipe u,
which fits in between the lower ends of the pedestals; bolts v, v, pass through the
pedestals and the pipes u, and by means of the nuts v¹, v¹, connect the lower
ends of the pedestals rigidly together. A light wrought iron pedestal tie-bar 6,
connects the bolts v, v, by being welded to their inside ends, the right degree of
strain being given to it by adjusting the nuts v¹, vl, on the bolts v, v. The whole
may be further strengthened, if desired, by bracing the pedestal timber 169
between the pedestals.
To apply equalizing bars to trucks embodying the suspension link principle, I
prefer to adopt the method shown in Figures 13 and 14, in which lateral or
transverse links 46, 46, are at their upper ends connected to the axle boxes 3 by a
bolt passing through them and the upper part of the said axle-boxes, or by resting
in slots formed in the top of the same, there being no springs in the boxes. The.
axle boxes 3 and the links 46, 46, are held in place by the pedestals 5. The ends
of the equalizing bar 71 pass through the lower ends of the lateral links 46, 46,
and also through openings made therefor in the sides of the pedestals, so that the
equalizing bars and lower ends of the links have no lateral movement in relation
to the pedestal, but are free to move up and down therein. The lower ends of the
pedestals are connected by means of the tie bar 6. Between the tops of the
equalizing bars 71 and the underside of the wheel piece 10, the springs 79 are
placed in the usual manner. The side frames I prefer to construct in the manner
shown, but they may be made in any other suitable manner. The two wheel
pieces 10, 10, are connected by the transom 20 by means of bolts passing through
them and the queen-posts 39, 39, and strengthened by the wheel-piece, truss-
roda 13, 13. On the transom 20 are secured the standards 1, 1, and shaft m
carrying the longitudinal links n, n, shaft o, and reverse standards p p. When it
is desired to use springs between the vehicle body and the truck frame, a
construction substantially similar to that shown in Figures 1, 2, and 3 will be
adopted.
In the modifications shown in Figures 16 and 17 which show a truck as made
entirely of iron, the transoms 20, 20, are dispensed with, and a bolster holds the
two side frames together; this bolster is formed of two pieces of channel iron 30, 30,
fastened together by flat pieces of iron 31, 31, two on their upper sides in which
are secured the standards l, l, and one on their under side in the centre; they are
also held together at their ends by the bent pieces of iron 47 which rest on the tops
of the bolster spring-caps 75. The lower ends of these springs set into a seat 74
resting on the central part of an inverted arch bar 15 which extends downward
from between the tops of the pedestals 5, 5, and the underside of the wheel piece 10
to the central part of the tie-bar 6. The wheel-piece 10, inverted arch-bar 15, and
pedestal tie bar 6 are connected by bolts passing through them and the casting, the
side pieces 37 of which are rectangular in cross section. These side pieces act as
guide-bars for the bolster 30, the flanges of the channel-iron forming the said bolster
being cut so as to embrace them and free to move up and down thereon, but with
very little side play, thereby holding the two side frames of the truck parallel with

page_text: each other and at the same time allowing the bolster springs 80 at either end
of the bolster 30 to be compressed independently of those at the other end, thus
imparting to each side frame the nature of equalizing bars. The springs 80 are
prevented from forcing the bolster 30 above a certain height by projections on the
rectangular portions of the bolster guide bars 37.
The pedestals 5, 5, are constructed, as before described, to form rigid projections
for the axle boxes 3, 3, and transverse links 46, 46; these links instead of bearing
against the outside of the spring receptacles f' hang in recesses formed in the sides
of the receptacles and boxes 3, 3, and they are connected at their upper ends by a
square or rectangular bar g₁ of iron, the underside of which is rounded so as to
turn in a groove made in the top of the cap f¹ resting on the top of the spring g,
the sides of the said links being in contact with the cap and not in contact with
the sides of the receptacle f*, as before described, the sides of the receptacle being
cut away, as shewn at the left hand side of Figure 17.
The lower ends of the links 46, 46, are formed into eyes by first splitting them
and then bending the two split parts and welding them together, and instead of
bearing in grooves formed in the pedestal tie-bar 6 they bear on a cast iron bearing-
plate formed on their undersides to correspond to the circle of the eyes of the
said links 46, which hold them against the underside of the pedestal tie bar 6,
and they are prevented from moving longitudinally on the bar by the flanges i³,
against which the inside of the links 46 bears.
This construction of the spring receptacle f2, links 46, 46, and separable bearing
plate may be applied to any of the trucks hereinbefore described, and it is obvious
that the different devices shewn in the various modifications may be combined in
various ways other than those shewn in the Drawings.
The standards 1, 1, shaft m, longitudinal links n, n, shaft o, and the reverse
standards p, p, secured to the vehicle-body bolster 12, are similar in every respect
to those hereinbefore described; but I would here remark that by making the
bolster 30 of two pieces with a space between them I am enabled to either make
the links n, n, longer, or to drop the whole of this movement down some distance,
as the lower ends of the links and reverse standards can oscillate in the space
between the two pieces of channel iron forming the bolster.
Having thus fully described the said Invention as communicated to me by my
foreign correspondent, and the manner of performing the same, I wish it understood
that I do not claim broadly the suspension link principle, as shewn and described
in the Specification of the aforesaid former Letters Patent, nor do I claim any part
or parts of the truck which are old, but which I have of necessity fully described
to shew the application thereto and connection therewith of my improvents,
but what I claim is,-
First. The combination of two systems of suspension links with a six-wheel
truck, forming the connections of the same to the vehicle-body.
Second. The longitudinal suspension links n, n, and their shafts m and o, con-
structed as described to prevent lateral movement between the truck and vehicle-
body by the ends of the shaft o bearing against pieces secured to the truck-frame,
but yet leaving them free to move longitudinally and swivel in relation to each
other.
Third. The axle box 3, provided with a spring receptacle f2, in combination
with the supporting spring 92 placed therein and the transverse links 46, 46, by
which the vehicle-body or truck frame is suspended to the spring cap f¹.
Fourth. The axle box 3, with or without the spring receptacles, in combination
with the transverse links 46, 46, and the rigid pedestals 5, 5, embracing the said
axle boxes and transverse links to protect them, and hold them against longitudinal
movement in relation to the vehicle-body.
Fifth. The combination with the suspension links 46, 46, of detachable bearing
plates or shoes i on which their bearing holes rock.
Sixth. The equalizing bar 71 of a vehicle truck constructed to fit in openings
in the lower part of the rigid pedestals 5, 5, in combination with the axle-

page_text: boxes 3, 3, and transverse links 46, 46, as shewn in Figures 13 and 14 of the
Drawings.
Seventh. The axle boxes 3, 3, and their transverse links 46, 46, in combination
with the side frames of a vehicle-truck when the said side frames are connected
together by the sliding bolster 30, as shewn in Figures 16 and 17.
All constructed and operating substantially in the manner hereinbefore set
forth.
In witness whereof, I, the said William Robert Lake, have hereunto set my
hand and seal, this Eighth day of June, in the year of our Lord One
thousand eight hundred and eighty one.
WM. ROBT. LAKE. (L.S.)