IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY CARRIAGES, TRAMWAY CARS, AND OTHER VEHICLES, AND IN THE MEANS OR APPARATUS FOR RADIATING THE AXLES AND ENABLING SUCH CARRIAGES TO TRAVERSE SHARP CURVES, AND IN OTHER IMPROVED FITTINGS CONNECTED WITH SUCH CARRIAGES."
Year: 1880

page_text: LETTERS PATENT to John MacLachlan, of Glasgow, in the County of Lanark,
North Britain, for an Invention of "IMPROVEMENTS IN THE CONSTRUCTION OF
RAILWAY CARRIAGES, TRAMWAY CARS, AND OTHER VEHICLES, AND IN THE
MEANS OR APPARATUS FOR RADIATING THE AXLES AND ENABLING SUCH
CARRIAGES TO TRAVERSE SHARP CURVES, AND IN OTHER IMPROVED FITTINGS
CONNECTED WITH SUCH CARRIAGES."
PROVISIONAL SPECIFICATION left by the said John MacLachlan at the
Office of the Commissioners of Patents on the 4th February 1880.
JOHN MACLACHLAN, of Glasgow, in the County of Lanark, North Britain.
"IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY CARRIAGES, TRAMWAY CARS,
AND OTHER VEHICLES, AND IN THE MEANS OR APPARATUS FOR RADIATING THE
AXLES AND ENABLING SUCH CARRIAGES TO TRAVERSE SHARP CURVES, AND IN
OTHER IMPROVED FITTINGS CONNECTED WITH SUCH CARRIAGES."
This Invention relates to the construction of railway carriages, tramway cars, and
other vehicles, and to improved modes or means and mechanism connected there-
with, specially designed for causing the axles of such carriages to assume radial or
normal positions in traversing sharp curves, and enable the wheels to run in planes
tangential (or nearly so) to the rails, so as to admit of long carriages turning these
curves without incurring the liability of being thrown off the rails or wearing the
wheels or rails by excessive friction, which has heretofore been usual; and which
improvements and Invention consist in part in developements of the Invention
described in the Specification of Letters Patent granted to the present applicant,
and dated 1st June, 1878, No. 2198, and further in other minor improved fittings
connected with such carriages.
According to one modification of the present Invention applicable to six wheeled
carriages the carriage body or main framing, which may be of the usual construc-
tion, is carried on an under framework composed of three separate parts or swivelling
frames, mounted one on each of the wheel axles by the ordinary axle boxes, one
placed in the middle of the central frame, and each of the other two towards the
extreme ends of the outer frames, and having the central axle framing coupled to
the adjacent ends of the outer or end axle frames by swivel pins, studs, or pivots
near each end of the central frame on the centre line of the carriage, and preferably

page_text: near the mid positions between the axles; and the carriage frame is attached to the
two outer swivelling frames by a joint pin in each placed nearly midway between
the centre of the outer axles and the swivelling joints of the frames in the longitu-
dinal centre line of the whole. The inner end of each swivelling axle frame or
bogie overlaps the outer ends of the central bogie frame, and has segmental bearing 5
surfaces between them, so as to give lateral and horizontal steadiness; and the
inner end of each outer swivelling frame is slightly tapered towards the centre,
where each is formed with or terminates in a strong forked bar or longitudinal arm
entering between a pair of buffer discs or plates on a transverse horizontal rod fixed
to the central axle frame, and these discs are pressed against the terminal projecting 1
ends or arms of the outer axle frames, to keep the arms and bogies in their normal
longitudinal position by means of separate spiral, coiled, or buffer springs surrounding
the transverse rods, or by separate or duplex blade springs or drawing springs
acting direct, or it might be through suitable levers. When the wheels of either of
the outer bogie or axle frames enter on a curve of the permanent way that bogie or 1
frame is swivelled partly round on its central joint by its axle being forced to take
the normal radial position to suit the wheels, which are acted on by the curved rails
as by cams or cam grooves, and the projecting inner end or arm of the front frame
presses back the spring disc bearing against it at one side; and as the carriage
travels fully on to the curve from the straight line the wheels of the central bogio
follow the rails, and the rear outer axle frame also following acts in a similar
manner by its projecting arm on one of its springs to compress it (or if a draw
spring to extend it), and both axle frames thus also tend to press the central frame
to one side beneath the carriage body, so as to cause these wheels to take the curve
with their axle in a radial position also, but as soon as the curve is passed and the s
straight line of permanent way entered the projecting arms on the inner ends of the
frames are pressed (or drawn) back by the springs, so as to place and keep the
under frames all in one longitudinal line more steadily, if the action of the rails on
the wheels and axles should be insufficient or irregular.
If the carriage is traversing a reverse or flattened S curve the one end axle frame
or bogie is swivelled in the opposite direction from the other, so as to have the
axles radial to the reverse curves, the opposite springs being compressed by the
respective projecting arms of the outer frames, and the central frame is thus kept in
its middle or mean transverse position, with its wheels following the rails.
The body or upper main frame work of the carriage is carried on the two lower
end frames by means of strong fixed pins or pivots in the carriage body, in the
longitudinal centre line of the whole, fitting into short longitudinal slotted centres
in the lower frames, the swivelling points being by preference situated nearly
midway between the central line of each end axle, and the centre of the pins
coupling the end bogies to the central axle frame. The centres on which the
carriage body rests are thus slotted to allow of sufficient play or longitudinal motion
of the pins in them, or rather of the slots past the pins, when the frames swivel
round on the carriage traversing a curve, the pin centres being now nearer the inner
ends of the slots; and the carriage framing is further secured to the lower frames,
partly to prevent longitudinal vibration or play of the pin in its slotted centre, by
baving a differential curved transverse slot formed in each of the outer swivelling
frames a short way from each of the fixed centre pins, into which slots strong pins
in the upper carriage frame fit, and the pins are free to move in the curved slots
when the lower frames are swivelled round. Instead of one pin and transverse
differential curved slot, two pins and longitudinal curved slots outside, and in the
transverse line of the central pin, may be used for preventing vibration or play of
the carriage body on its supporting swivelling frame in its angular positions. The
converse of this arrangement of pins and slots may obviously be applied for securing
the upper carriage body or main framework to the lower axle frames, that is, by
forming longitudinal slotted centres and fitting transversely curved slots in the
upper framework and the fixed centre pins and transverse moving pins in the lower
frames.

page_text: By either of these improved arrangements the longitudiual centre line of the
carriage body takes a position always tangential to the curves traversed through the
swivelling pins connecting the carriage to the swivelling frames, which has the
effect of throwing the weight of the carriage as much over the outer axles as inwards
on the central axle, and the weight is thus equally distributed over the axle frames
and wheels in the mean centre line for the time being of the under swivelling
frames. Instead of the central under frame or bogie of the carriage having a single
axle and pair of wheels in the centre it may be fitted with two axles and pairs of
wheels set at some considerable distance apart, to give greater steadiness to the
central part of the carriage; and these axels may be made to radiate or cause the
wheels to take the curves of the rails by coupling their lever arms to one transverse
bar and set of springs, as in the arrangement shown in the last modification
(Figures 6 to 8) of the Specification of the petitioner's said former Patent (No. 2198,
of 1878), and by another modification the upper frame of the carriage may be
formed or secured on the central frame or bogie, which would in this case have its
ends extended and connected to the outer end swivelling frames by springs fitted
on them beyond the joint pins, so as to allow these end frames to swivel, otherwise
substantially as hereinbefore described in reference to the first modification, in which
the springs are fitted on the central frame.
Another improvement has reference to a simple mode and means or fittings for
preventing the admission of wind and rain at the open door ways and windows of
railway and other carriages, while yet admitting of the ventilation of the carriage
by these windows or doors. These new or improved fittings or appliances for.
effecting this said purpose consist of a thin vertical vane or screen of wood or metal
fitted to the frame at each side or edge of the open parts of the door or window,
hinged thereto at the vertical edge furthest from the window, so as to lie flat and
close thereto when not in use, and be opened outwards at the edge close to the
window at any desired angle on the front or advanced edge for the time being of
the door of the running carriage, so that the velocity of the motion of the carriage
will cause the wind or rain to be deflected sufficiently to pass the open window or
door without entering it, and even by its action tend to draw a portion of the
interior air out through the open window, and so ventilate the carriage.
The opening and closing of these vanes may be effected by a swivelling knob
and spindle fitted conveniently on the lower or upper horizontal frame of the
window or door, and connected by slides or connecting rods to each vane, or it
might be both, so as to open the one while leaving the other close, by turning the
knob to one side or the other, or both being closed to lie flat against the carriage
frame when not in use, when the knob is in its normal or mid position. It will be
obvious that other simple equivalent arrangements may be used for opening and
maintaining the vanes or screens in their angular positions.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said John MacLachlan in the Great Seal Patent Office on the 3rd August
1880.
JOHN MACLACHLAN, of Glasgow, in the County of Lanark, North Britain.
"IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY CARRIAGES, TRAMWAY CARS,
AND OTHER VEHICLES, AND IN THE MEANS OR APPARATUS FOR RADIATING THE
AXLES AND ENABLING SUCH CARRIAGES TO TRAVERSE SHARP CURVES, AND IN
OTHER IMPROVED FITTINGS CONNECTED WITH SUCH CARRIAGES."
My said Invention relates to the construction of railway carriages, tramway cars,
and other vehicles, and to improved modes and means and arrangement of
mechanism specially designed for causing the axles of such carriages to assume
radial or normal positions in traversing sharp curves, and enable the wheels to run
in planes tangential (or nearly so) to the curves of the rails, so as to admit of long
carriages turning these curves without incurring the liability of being thrown off
the rails, or wearing the wheels or rails by excessive friction, which has heretofore
been usual, and which improvements and Invention consist in part in developments
of the Invention described in the Specification of Letters Patent granted to me,
dated 1st June 1878, No. 2198; and further in other minor improved fittings
connected with such carriages and other vehicles.
And in order that the nature and novelty of my said Invention and improve-
ments, and the mode and means of performing or putting the same into effect or
practice may be properly understood, I shall now proceed to describe the several
Figures on the two Sheets of Drawings which I have hereunto appended for that
purpose, the same reference letters indicating the same or like parts in the several
Figures where shown.
Figures 1 and 2 on Sheet 1 are a side elevation and an inverted plan or
horizontal view, both partly in section, taken near the lines 1-1 and 2--2
respectively on the other, all of or showing the under framing part of a railway
carriage as constructed in accordance with and illustrative of one modification or
combination of my improvements as applied thereto for the swivelling of such
carriages or tramway cars, and their wheels and axles round sharp or other curves
more accurately and automatically, and with less risk of accidents from going off
the rails, and friction, or wear and tear of the wheels and rails than has been the
case heretofore, while Figures 3 and 4 are transverse vertical sections taken on the
lines 3 3 and 4 - - 4 in Figure 2 to show the details of the working or swivelling
parts or joints more clearly.
Referring to these Figures 1 to 4 on Sheet 1, the carriage body and framing,
which may be of the ordinary construction, is not shown, but only indicated by its
long lower horizontal rigid or bound frame Z, which carries the whole vertical
framing of the sets of passenger compartments and fittings above it, all as usual,
and so not further indicated in the Drawings. In this carriage and arrangement
of the improvements the whole is shown as carried on six wheels z ranged in pairs
(to run on the opposite rails z¹, z¹, as usual), one on each opposite end of three axles,
a centre one a and two outer ones a¹, a¹, and mounted in their bushes z¹¹ and horn
plates, all so far much as usual, but secured at greater distances apart on a
central and two under swivelling frames A and B, B, respectively, with the axles
and wheels near the middle of these frames. The central frame A is constructed
of strong malleable iron or steel angle (L) or tee (T) bars rivetted together longitu-
dinally and transversely, and terminates at each end in an angular part A¹, in which
the eyes All of their swivelling joints are formed, and where the central axle
framing A is coupled to similar eyes B" in the adjacent angled ends B¹ of the outer
or end axle frames B, B, by swivel pins, studs, or pivots bat each end of the central
frame A on the centre line of the carriage in its normal position, that is, as when

page_text: the carriage is traversing a straight line of rails, and preferably near the mid
positions between the central axle a and the end axles a', a¹; and the carriage
frame Z is attached to the two outer swivelling frames B, B, by a joint pin b¹ in
each, placed nearly midway between the centre of the outer axles a¹, a¹, and the
swivelling joints b of the frames A, B, B, in the longitudinal centre line of the
whole. The inner angular end B' of each outer swivelling axle frame or bogie B, B,
overlaps the outer ends A' of the central bogie frame A, and may have segmental
bearing surfaces between them, as shown by the dotted lines at A* and B*, in
Figure 2, so as to give lateral and horizontal steadiness. The joint pins bare fitted
into and pass through strong flanged bosses or discs a¹, a², preferably made of steel,
offering an extended bearing surface to each other horizontally, and these discs are
securely held in the eyes A, B1, at the ends of the frames A and B, B. The inner
end of each outer swivelling frame B is tapered towards the centre at B', where each
is formed with or terminates in a strong iron or steel bar or longitudinal arm B¹u,
preferably made in one forging, with the eye piece B" prolonged and entering
between a pair of plates or flat surfaces C¹ formed on the ends of oscillating levers Č
jointed at their inner ends by pins C at the middle part of the frame A, and these
levers are pressed or held against the terminal projecting ends or arms B1 of the
outer axlo frames B, B, to keep the arms B¹¹ and bogies B, B, in their normal
longitudinal position by means of spiral springs c surrounding short transverse rods
or bars c¹, which are jointed to the levers C and are made to overlap each other,
and terminate in collars c" which retain the springs in compression when either of
the levers C is acted on by the axle arms B¹¹¹; or this action might be effected by
separate or duplex blade springs or drawing springs acting direct or through suitable
levers. When the wheels z of either of the outer bogie or axle frames B, B, enter
on a curve of the permanent way 2, as is shown at the right hand side of
Figure 2, that bogie or frame B is swivelled partly round on its central joint pin b
by its axle being forced to take the normal radial position to suit the wheels, which
are acted on by the curved rails 21 (as by cams or cam grooves), and the projecting
inner end or arm B₁ of the front frame B presses back the spring disc or plate C¹
of the lever C bearing against it at one side, as shown, and as the carriage travels
fully on to the curve from the straight line the wheels of the central bogie A follow
the rails, and the rear end axle frame B, also following, acts in a similar manner by
its projecting arm on one of its springs to compress it (or, if a draw spring, to
extend it), and both axle frames B, B, thus also tend to press the central frame A
to one side beneath the carriage body, so as to cause the wheels of the middle
frame A to take the curve with their axle in a radial position also; but as soon as
the curve is passed, and the straight line of permanent way entered, the projecting
arms B, Bi, on the inner ends of the frames B, B, are drawn into a straight line
by simple traction of the moving train, but are also pressed back by the action of
the springs c on the levers C, so as to place and keep the under frames all in one
longitudinal line steadily, if the action of the rails on the wheels and axles should
be insufficient or irregular. If the carriage is traversing a reverse or flattened
S curve the one end axle frame or bogie B is swivelled in the opposite direction
from the other, so as to have the axles a¹, a', radial to the reverse curves, the
opposite springs c being compressed by the action of the respective projecting arms
B, B, of the outer frames B, B, on the ends of the levers C, between which they
enter, and the central frame A is thus kept in its middle or mean transverse position
with the wheels following the rails.
The body or upper main frame-work Z of the carriage is carried on the two
lower end frames B, B, by means of the strong fixed pins or pivots 61, 6¹, screwed
in them, and passing through a short longitudinal slot 61 in a strong plate Z¹
secured to the carriage body Z in the longitudinal centre line of the whole, screwed
or otherwise fitting into screwed eyes b in the main central parts of the lower
5 frames R, B, on which the carriage Z bears mainly at the plate 2', these swivelling
points being by preference situated nearly mid-way between the central line of
each end axle a, a', and the centre of the pins b, b, coupling the end bogies B, B,

page_text: to the central axle frame A. The plate centres 61, 6", on which the carriage body Z
rests are thus slotted to allow of the slight play or longitudinal motion of the
pins b in them or motion of these slots 611 past the pins b' when the frames B
swivel round under the carriage Z in traversing a curve, the pin centres b¹ being
now nearer the inner ends of the slots 611 than when the carriage frames are all in
a straight line. The carriage framing Z is further secured to the lower frames B,
partly to prevent longitudinal vibration or play of the pins b¹ in their slotted
centres, by having a differential curved transverse slot 62 formed in each of the
plates of the carriage framing Z, in which the longitudinal slots 611 are formed,
and a short way from each of the fixed centre pins b', through which slots 62, 68,
strong pins bs, b³, pass, and are screwed into the lower end frames B, B, and these
pins 63, 6, are free to move in the curved slots 62, 63, when the frames B are
swivelled round. Instead of one pin 63 and transverse differential curved slot b³,
two pins and longitudinal curved slots outside, and in the transverse line of the
central pin may be used for preventing vibration or play of the carriage body Z
on its supporting swivelling frame B in its angular positions; and the converse of
this arrangement of pins and slots may obviously be applied for securing the upper
carriage body or main frame work Z to the lower axle frames B, B, that is, by
forming longitudinal slotted centres 611, 6", and fitting transversely curved slots
63, 6, in the lower end frames B, B, and the fixed centre pins 61, 61, and transverse
moving pins 6s, 68, in the upper framework Z, Z¹.
By either of these improved arrangements the longitudinal centre line of the
carriage body Z takes a position always tangential to the curves traversed through
the swivelling pins 61, 61, connecting the carriage Z to the swivelling frames B, B,
which has the effect of throwing the weight of the carriage Z as much over the
outer axles as inwards on the central axle, and the weight is thus equally dis-
tributed over the frames and wheels in the mean centre line for the time being of
the under swivelling frames. The upper carriage body Z being only secured to
the lower swivelling frames B, B, by the pins 6', 6', and 61, 61, at or near the
longitudinal centre line, provision is made for further securing the carriage to avoid
risk of its being canted on these pins, or lifted off the lower frames B, B, by fitting
pins or bushes d to the upper frame Z at both ends, as shown, and at con-
venient intermediate situations if required, which pass through and are secured
below plates D, D¹, in both frames B, Z, slotted longitudinally and transversely to
allow of free play of the slide pins when the lower frames B are swivelled, and the
central bogie A may also be similarly secured or steadied to the upper carriage
frame Z by bearing plates or by pins working in slotted centres. These slide pins d
are preferably made in the form of sliding bushes d' slightly rounded to slide in
their slotted plates D, D', freely, with broad rubbing plates and washers with
india-rubber discs between them at d¹, tightened up by a bolt du passed through
them and the sliding bush or pin d, and tightened up above or below the plates
and rubber discs d' to give any desired degree of friction with the elastic safe
yielding of the india-rubber to prevent breakage.
Figure 5 on Sheet 2 is a sectional side elevation, and Figure 6 is an inverted plan
showing part of the lower framing of a railway carriage fitted with a modified
arrangement of my improvements. In this modification the carriage body Z is
secured to the outer swivelling frames B, B, by pins b¹, b', working in slotted
centres 611, 61, as described in reference to Figures 1 to 4, and the swivelling
frames B, B, are also connected in the same manner to the central frame A by the
joint pins b, b; but the long lever arms B¹¹¹, B₁, on the inner ends B¹ of the outer
frames B in this example enter between long levers C jointed to the angled ends of
the central frame at C₁, and which are kept or pressed in contact with the arms B¹¹¹
by means of long blade springs c fixed longitudinally on each side of the frame A,
but acting transversely on shoulders c² formed on the levers C, the resulting action
of the arms B11 on the levers and springs, and vice versa, being substantially the
same as described in reference to Figures 1 to 4.
When continuous brakes e are fitted in combination with my improved axle

page_text: radiating carriage frames they would be constructed, as shown in Figure 5, to the
outer swivelling frames B, B, the air brake cylinder E being bolted to the outer
ends of the swivelling frames B, B, of each carriage Z, so as to be moved with it,
and so be applied through the orordinary arrangement of rods and levers e¹, e¹¹,
directly to the outer wheels of each frame B.
In these new or improved constructions or combinations of radiating frames for
railway carriages any of the ordinary arrangements of combined or separate buffer
and draw springs, with their rods and other fittings, would be applied to the end
frames B, B, which, for this purpose, would be formed with strong ends B*, pre-
ferably of beams of hard wood bound to the iron framing B, through which the
rods R and r would slide, with their buffer guide bosses and heads R¹, R", and
draw hooks r outside, all fitted to work at the proper height off the rails as usual.
In Figures 1 to 4 an ordinary arrangement of bow blade spring S is fitted to slide
in a strong guide S¹, in the centre of each frame B, as near the inner end or swivelling
eye B as possible to allow of good long rods. The inner end of the hook rod r is
secured to the centre buckle of the spring S, while the pushing bosses or blocks R³
at the inner end of the buffer rods, act on the free ends of the spring S, which thus
act jointly for both the buffers and draw hook, but either or both of these might
be fitted with separate helical or conoidal springs at the inner ends of their rods.
When it is desired to couple the draw-hook rods r, r, at each end of these three
carriage frames A, B, B, this may be done, as shown in Figures 5 and 6, by
connecting the inner end of each book rod r to the centre of a short swing lever ll,
and two rods 111 to the ends of this lever 1, with links or short chains at ³ to
work round the swivelling joint discs a¹¹, a², and inwards between the frames B, B,
and A, connected by the long rods r, crossing each other at the centre over the
frame A. This arrangement of continuous draw rods would allow of the swivelling
of the frames A and B, B, and compensate by the reverse angling of the levers 11, 11,
and their crossing rods, ; and when the same bow springs S were desired to
answer for these draw rods r and buffer rods R the links 11 could be inade forked
to pass the spring, and the rods fitted with a strong cross head t, with eyes at its
end t¹ sliding on the buffer rods R, and acting through these and collars t
secured on them on the spring S; but in this arrangement the draw or hook
rods r might be fitted with the ordinary helical or conoidal draw springs, and so
dispense with the crosshead t. Although the frames of these oscillating under
frames A, B, B, of the carriages have been shown and described as constructed of
wrought angle tee (L or T) iron or steel, it is to be understood that they may
be constructed of bound wooden framing or of composite iron and wood framing, or
in any ordinary manner, and that the sunk flange joints all, a², coupling the
frames A and B, B, together might be constructed in other ways to take the strain
off the joint pins b, b; and the axles a, a¹, and their boxes 211 may be fitted to
these frames A, B, B, in other ordinary manners and with other ordinary forms of
springs than the bow blade springs shown, but in all cases so as to admit of wheels
of larger diameter than is usual with other ordinary carrying or four wheeled bogie
frames.
Instead of the central under frame or bogie A of the carriage having a single
axle a and pair of wheels z in the centre it may be fitted with two axles and pairs
of wheels set at some slight distance apart to give greater steadiness to the central
part of the carriage Z; and these axles may be made to radiate or cause the
wheels to take the curves of the rails by coupling their lever arms to one transverse
har and set of springs, as in the arrangement shown in the last modification
(Figures 6 to 8) of the Specification of my said former Patent (No. 2198, of 1878),
and by another modification the upper frame Z of the carriage may be formed or
secured on the central frame or bogie A, which would in this case have its ends
extended and connected to the outer end swivelling frames by springs fitted on
them through the joint pins so as to allow these end frames to swivel otherwise,
substantially as hereinbefore described in reference to the first modification, in
which the springs are fitted on the central frame.

page_text: Another improvement of my said Invention has reference to a simple mode and
means or fittings for preventing the admission of wind and rain at the open
doorways and windows of railway and other carriages, while yet admitting of the
ventilation of the carriage by these windows or doors. Figure 7 is a transverse
vertical section, and Figure 8 is a corresponding horizontal section of part of a
railway carriage through the window framing H in the door, showing these new
or improved fittings or appliances for effecting this said purpose, which consist of
a thin verticle vane, board, or screen G of wood or metal fitted to the frame H' at
each side or edge of the open parts of the door or window, attached thereto
by hinges g at the vertical edge furthest from the window so as to lie flat and
close to the frame H¹ when not in use, and be opened outwards by a catch gl
at the edge close to the window at any desired angle on the front or advanced edge
for the time being of the door of the running carriage, the screen board G being
kept in its outward position by a jointed toggle link G¹ at the lower edge con-
nected to the window frame H¹. The velocity of the motion of the carriage
causes the wind or rain to be deflected by these screens G sufficiently to pass the
open window or door to which they are fitted on each side without entering it,
and even by its action tend to draw a portion of the interior air out through the
open window and so ventilate the carriage, the screen G on one side of the window
being closed flat against the frame H when the other is open. The opening and
closing of these vanes might however be effected by a swivelling knob and spindle
fitted conveniently on the lower or upper horizontal frame H¹ of the window or
door, and connected by slides or connecting rods to each vane, or it might be both,
so as to open the one while leaving the other close by turning the knob to one side
or the other, or both being closed to lie flat against the carriage frame when not in
use when the knob is in its normal or mid position. It will be obvious that other
simple equivalent arrangements may be used for opening and maintaining the
vanes or screens G in their angular position, and the windows themselves may in
some cases be made to act as screens to deflect wind or rain, and aid the ventilation
of the carriage compartment to which they are fitted. Figure 9 is an elevation
showing a carriage window from the interior of the compartment, and Figure 10
is a horizontal section of the same, showing the glass window frame h constructed
and arranged to act as a screen in the improved manner described.
The glass
window framing his made double, the outer frame h sliding as usual in a recess in
the carriage frame H', and the inner oscillating glass framing G being formed in
two parts, and each hinged to open out at any desired angle, as shown in Figure 10,
to act as a screen on either side. When the whole window is to be let down on
its sliding grooves h³ the two parts G of the inner framing are closed and kept in
that position by a suitable catch g¹, g¹¹.
Figure 11 is an elevation of a modified form of carriage window, and Figures 12
and 13 are corresponding horizontal sections, showing the movable hinged windows
in two positions. In this arrangement the window framing his formed in three
parts, the outer one being the usual vertically sliding frame h, and the hinged
frame G being duplex, hinged at one side to the outer framing h, and formed with
an inner glass frame G³, hinged at the opposite side g² to the outer hinged frame G,
so that either the whole duplex frame G can be opened out at an angle, as shown
in Figure 12, to form a screen in the one direction of the carriage's motion, or the
whole closed and only the inner framing G opened out on its hinges, as shown in
Figure 13, to form a screen on the opposite side when the motion of the carriage is
in the reverse direction. Before allowing the window frame h to drop in its vertical
grooves h¹, the hinged frames G, G2, are closed and held by a horizontal sliding bar g³
holding both parts of the duplex frame G, G³, fixed to the outer frame h' by side
catches at g¹¹¹
Figure 14 is an elevation, and Figure 15 is a corresponding horizontal section of
another modification of carriage window, having a swivelling frame G fitted in the
ordinary sliding frame h. The frame G is centred to swivel on a pin at g at the
top and bottom, fitting into eyes in the outer frame h, and the window can be

page_text: Bwivelled round to the positions shown by the full and dotted lines, to act as a
screen on either side, the extent of motion being limited by a stop hinge joint or
toggle link G, or other equivalent hinged to the sliding frame h in all these
modifications; and the inner swivelling frame G is held by catches g¹, g¹¹, when the
outer frame h is to be let down.
The arrows indicate the direction of motion of the wind past the carriage
windows, and the darts are used to show the ventilation through the open
windows of the interior air drawn out by the action of the wind past the
screens G.
Having thus described the nature of my said Invention, and the manner of per-
forming the same, I have to state that I do not confine myself to the precise
details herein described or delineated, but what I consider novel and original and
therefore claim as the Invention secured to me by the herein before in part recited
Letters Patent is,―
First. The new or improved general arrangement or combination of the under
carriage frame Z, and the three lower carrying frames A, A¹, and B, B¹, B1, B¹¹¹;
B, B, B, B, and especially their three connecting and oscillating joints 6, 61, 61,
and 62, 63, connecting these at distances relatively to each other, in the normal
longitudinal centre line of all the frames, with the re-acting springs and levers c, c¹,
and C, C', or their equivalents, giving the required oscillating or radial action to
the separate lower frames, and their axles and wheels, automatically to suit the
curves of railways as they approach and pass over them; and also the subsidiary
slotted attachments and sliding bushes d, d³, d", D, D', all substantially as and for
the purposes herein described, in reference to and shown in Figures 1 to 4
and 5, 6, of the accompanying Drawings, or any mere modification thereof.
Second. In railway and tramway carriages with under framing Z, carried on
three oscillating frames A, B, B, jointed as at b, b, between the central and outer
axles a and a¹, a¹, the connecting and oscillating of the supporting frames B, B, to
the carriage frame Z above, by an oscillating joint 61, 61, placed nearly midway
between the said joints b and the axles a¹, a¹, of the wheels in the longitudinal
centre line of the frames, with connecting differential slotted cam traction joints 6º, 6º,
all substantially as and for the purposes herein described in reference to and shown
in Figures 1 to 6 of the accompanying Drawings.
Third. The fitting of thin flat vanes or screens G on vertically jointed hinges at
or to each side frame H of the open part of the windows of railway carriages or
other vehicles, as shown in Figures 7 and 8, or it may be of the glass frames G, G³,
hinged to the main sliding window frame h, formed as shown in the three different
modifications; Figures 9 to 15, so that these screens or glass frames G, G³, are
swivelled out at an angle from the open window on the windward side, for the
purpose of directing or deflecting the wind or rain out from the window, and also
assist in drawing out the air from the inside of the carriage or vehicle to ventilate
it, all substantially as herein described in reference to Figures 7 to 15 of the
accompanying Drawings.
In witness whereof, I, the said John MacLachlan, have hereunto set my
hand and seal, this Second day of August, in the year of our Lord One
thousand eight hundred and eighty.
Witness,
W. R. M. THOMSON.
Patent Agent,
Glasgow.
JOHN MACLACHLAN. (L.S.)