IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS AND IN ROLLING STOCK TO BE USED THEREWITH
Year: 1876

page_text: PROVISIONAL SPECIFICATION left by John Henry Johnson at the Office
of the Commissioners of Patents on the 25th April 1876. A communication
from abroad by Roy Stone, of Vandalia, in the County of Cattaraugus, and
State of New York, United States of America.
JOHN HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the County of Middlesex,
Gentleman. "IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS AND IN ROLLING
STOCK TO BE USED THEREWITH." A communication from abroad by Roy Stone, of
Vandalia, in the County of Cattarangus, and State of New York, United States
of America.
This Invention relates, first, to improvements in the construction of girders for
elevated railways of the class in which a single bearing top rail is employed to
support a carriage of the "saddle bag" form. This part of the Invention consists in
the employment of a truss girder of triangular or of trapezoidal form, to whose top
chord the carriage bearing rails are attached, as herein-after described.
In carrying out this part of the Invention supporting columns are employed, con-
structed of suitable strength and size, and in the most approved manner, and seated
by bracing webs of the base, with lateral flanges or brackets securely and rigidly
fastened into the ground. The upper part or head of each column is preferably
made of slightly tapering or conical shape, and extending through the head con-
necting girder, which is strung from one column to the other, the top chord of the
same being rivetted or otherwise firmly attached by angle irons to the top of the
post. The top chord supports the bearing rail, which is formed in the shape of the
common rail, it being, however, not seated directly on the top chord, but on a
longitudinal intermediate timber cushion, which is incased by angle rails bolted
firmly to the top chord by screw bolts, nuts, and jaw nuts. The angle rails run
along the entire length of the rail cushion and bind by their curved top edge or bend
on the base of the rail so as to impart a firm seat for the same without the necessity
of fish plates, spikes, or other rail fastening devices. The timber cushions are closely
fitted end to end and protected by being enclosed on all sides against the influence
of the weather, while any worn part of the same may be readily replaced at any
time if required by removing the rail binding angle irons.
The strain which is exerted on the top rail on applying the brakes of the carriage
is by the timber cushion transmitted and distributed in a longitudinal direction to
more distant parts of the top chord.
Inclined girders are employed forming a species of lattice truss of triangular cross
section. Diagonal bars constitute its inclined sides, which are rivetted or bolted at

page_text: the top to angle bars and at the bottom to longitudinal bars, while other bars
similarly connect the longitudinal bars and constitute the bottom of the truss.
Inclined plate girders may be used in lieu of lattice or truss frame girders, but the
latter are preferred. Arins are employed to connect the truss or girder with the
posts and give its base the required support.
The bottom chords of the girders are provided at the lowers part with rectangular
shoulders or projecting seats, which form the guiding rail for the lower guide wheels
of the carriage. These shoulders increase not only the strength of the girder by
stiffening the bottom chords of the same, but furnish also a face bearing parallel to
the axle of the lower guide wheels of the carriage.
The position of the bearing and guiding wheels may be reversed, the girder rails
being of equal value in one case as in the other. The carriage may therefore be
propelled with considerable speed and perfect freedom from vibration thereon, as
the complete unity of girder and columns produces only the vibrations common to
all elevated railways placed on columns, but without the separate shaking of the
connecting girder. Inclined girders, constructed substantially in the manner de-
scribed may be arranged for supporting two rails instead of one rail when two rails
are preferred.
This Invention relates, secondly, to an improved carriage for that class of elevated
railways which are constructed on the single rail plan, or on three rails (a top
bearing and side guiding rails), supported on a longitudinal girder stretched from
column to column, the carriage being placed thereon in the nature of a saddle bag,
with symmetrical parts at both sides of the girder.
This part of the Invention consists of a carriage constructed in saddle bag fashion
at both sides of the railway, with a double tier of seats arranged one above the
other, and near the centre of the carriage, so that the weight is brought as much as
possible on the top bearing wheels, which are inclosed in suitable casings of the
upper part of the carriage. The axles of the top bearing wheels turn in journal
boxes on which the casings rest by suitable springs, the axles of the lower side and
guard wheels being hung to the journal boxes, or to separate boxes, with the lower
part of the carriage frame sliding by spring cushioned bearings thereon. The car-
riage is surrounded by platforms and provided with end and central staircases to
give ready access to all the seats of the carriage.
In carrying out this part of the Invention, as applied to the construction of a
carriage for single rail or saddle bag roads, the carriage is constructed in sym-
metrical parts at both sides of the supporting girder, and placed on two or more
separate trucks arranged in the central hollow part of the carriage and in extension
casings for the top bearing wheels. The central hollow part conforms in size to
that of the girder, being somewhat larger to allow for the width of the trucks.
The carriage is arranged on the double tier plan, the lower tiers with seats facing
towards the outside and the upper tiers with seats facing each other, the upper
seats being vertically above the lower ones at such height that the passengers are
not interfered with when rising and sitting down and that the weight of all the
passengers is brought near the centre of the carriage. The upper tiers are protected
by an omnibus-shaped extension with side and end windows and doors, and are
reached conveniently by end staircases connecting platforms at both sides of the
carriage and by a central door and stairway at the station side. The end stair-
ways serve to give access to the seats outside of the casings of the bearing wheels,
while the central seats between the casings are reached by the middle stairway.
The seats of the lower tiers are reached by sliding doors from the platforms which
communicate by the end stairways, both ends of the carriage on the stairs being
also made available by automatically folding spring seats or other suitable devices
which would be used by smokers and others who prefer to ride outside. The
upper seats are to have the same space as those in an omnibus and are to be in all
respects as comfortable as those in the lower tiers, furnishing in addition to the
outside seats convenient accommodation for a large number of passengers. The
platforms are provided with suitable railings and hinged communicating end doors,

page_text: The
by which the guards may pass along the whole length of the train. The extension
casing of the car rests on strong supporting springs, placed on the journal boxes
of the upper bearing wheels of the trucks. The top bearing wheels run by double
flanges on the top rail of the girder, the axles of lower guiding wheels which are
employed being either hung to the journal boxes before referred to, or to separate
boxes placed outside of the same on the shafts of the bearing wheels. The axles
are bent in the middle part in outwardly inclined direction to adjust themselves
to the shape of the girder and carry at their upper vertical parts guard wheels
and at their slower ends the guiding wheels before mentioned, which are so con-
nected with the bearing wheels that a constant position with relation to the bottom
rails is retained however much the car may rise or fall on its springs, their guard
flanges coming only in exceptional cases in actual contact with the side rails.
lower part of the carriage bears by semicircular spring cushioned bearings or
supports above and below the guiding wheels on the axles, so as to allow the
carriage to slide thereon independently of the motion of the trucks on the rails.
Guard wheels are employed which bear on the top rail below the bearing wheel
whenever the carriage by overloading on one side tends to incline in that direction,
so that it is not important to preserve an equilibrium of the carriage, as the guard
wheels in addition to the guiding wheels at the bottom hold the carriage level,
while the girder from its form and construction is sufficiently strong to resist the
twisting strain which results therefrom without causing too great friction thereon.
The axles of the bearing wheels are short and free to move forward and back at
either end as far as the carriage connecting springs will permit, which allows the
bearing wheels of the trucks to turn so as to adjust themselves to any curve of the
rail independently of each other and of the body of the carriage, thus avoiding all.
friction of flanges or danger of climbing the rails. The pendent axles of the
guiding wheels are hung to the boxes of the bearing wheels in such a manner as
to freely admit the adjustment of the latter while preserving the rigidity of the
trucks in lateral direction and the upright position of the bearing wheels.
It is proposed to construct locomotives in a similar manner by bringing the centre
of gravity below the rail, and having guide wheels arranged as described.
For heavy trains or steep grades horizontal driving wheels and vertical guiding
wheels may be used, the tractive force being increased at pleasure, as this form of
lateral railways is specially adapted for such an arrangement.
This Invention relates, thirdly, to a further improvement in locomotives and
carriages adapted to one-rail railways, the main object of this part of the Invention
being to prevent the imparting of shocks to the carriage, and to ensure comfort to
the passengers..
In order to facilitate an explanation of this part of the Invention I shall
describe it as applied to the carriage with horizontal guide wheels herein-before
described; but the main feature of this part of the Invention is applicable to all
such carriages for traversing a single rail, as have guide wheels for insuring lateral
steadiness, whether such wheels are horizontal, vertical, or inclined.
In carrying out this part of the Invention the trapezoidal truss frame or girder
is arranged in the manner herein-before described, and the main rails for the driving
wheels of the locomotive and for the main supporting wheels of the carriages are
secured to the top of the girder, each inclined side of which terminates below the
guide rail for the horizontal guiding wheels, the rim of which is clothed with rubber
about an inch in thickness.
It has been proposed in constructing carriages for one-rail railroads to make
yielding bearings for the spindles of the guide wheels. Such a provision, while it
may tend in a slight degree to lessen such shocks as may occur when the carriage
arrives at a curve of the track or when the wheels pass an obstruction on the guide
rails cannot produce a satisfactory result, for under such circumstances the inertia
of the wheel and that of its bearings must be overcome before any yielding takes
place, and consequently there must be a shock of more or less severity, which tends
to injure the carriage, and is a source of discomfort. to the passengers.
This

page_text: difficulty is obviated, according to this Invention, by clothing the rim of the pulley
with rubber, which yields immediately to any irregularities or obstructions on the
guide rails, and to any lateral movement of the carriage when it traverses a curve
of the track, and at once absorbs the shock, which would otherwise be communi-
cated to the carriage.
To the sills of the carriage the guide wheels or pulleys are hung in the following
manner Two plates are secured to these sills, and a stationary spindle passes
through and is secured to these plates. The guide wheel is arranged to both revolve
and slide freely on the said spindle, and the hub of the wheel to turn and slide
freely on the said spindle, and the hub of the wheel to turn and slide in a bearing
secured to one of the plates. Each guide wheel has an upper and lower flange, so
that its vertical position is under the control of the guide rail. Hence it is always
so situated as to perform its duty properly, no matter what may be the vertical
position or movement of the carriage due to light or heavy loads, or to obstructions
on the main rail.
It is preferred, however, to make the distance between the flanges of the guide
wheels greater than the thickness of the guide rails, so that slight vertical move-
ments of the carriage will not raise or lower them. The securing of the two plates
together by the stationary spindle ensures a substantial and at the same time com-
paratively light structure for carrying each guide wheel, the plates themselves being
by preference made of sheet or bar iron, and having such flanges for attachment to
the car, as the construction of the latter may suggest.
It is preferred to construct the guide wheel in two parts, namely, a flanged body
and a loose flange, the rubber ring being forced on to the rim of the wheel before
the loose flange is secured to the same.