IMPROVEMENTS IN RAILWAY VEHICLES
Year: 1881

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 RAILWAY VEHICLES." A communication from abroad by
William Robinson, of Boston, Massachusetts, United States of America,
Gentleman.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at
the Office of the Commissioners of Patents on the 6th July 1881.
WILLIAM ROBERT Lake, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN RAILWAY
VEHICLES."
[A communication from abroad by William Robinson, of Boston, Massachusetts,
United States of America, Gentleman.]
This Invention relates partly to the construction of those classes of railway
trucks, so termed, in which the axles when on a straight line of rails are sub-
stantially parallel, but which in traversing curves are caused to adjust themselves
in positions radial to the axis of the curves, in other words, in positions coincident
with the radii of the curves, thereby enabling the carriages or vehicles to round or
traverse the curves with the slightest possible friction upon the wheels and the
least strain generally upon the rolling stock. The said Invention also relates
partly to the construction of vehicles for running on those railways now commonly
termed tramways, and is designed to secure for such tramway vehicles the same
advantages as those just herein before indicated as desirable with the trucks of
railway carriages or vehicles.
The object of my said Invention is to secure the aforesaid advantages both in
railway carriages and in tram-way vehicles through the agency of mechanism
possessed of simplicity and strength of construction combined with accuracy and
ease of movement in a higher degree than has hitherto been attained.
In the simpler form of my said Invention, namely, that portion thereof relating
to vehicles for tramways and the like, each of the two axles of the vehicle (each
axle with its pair of wheels) is mounted in a single swivelling truck, that is to say,
a truck capable of being turned into a position radial to the curve of the line of
מ.

page_text: •
rails. The two trucks are connected by a link, and each truck is pivotted to the
carriage-body, the relation and connection of the two trucks being such that when
one truck is turned to a position radial to the curve of the line of rails it im-
mediately and simultaneously communicates a like movement to the other truck,
so that on any given curve the axles carried in the two trucks will be equally
radial to the curve.
The pole or draught bar of the vehicle is attached to one or
the other of the trucks in such a manner that the draught power when caused to
operate laterally will turn the truck to which it is attached, and through this will
also give a corresponding movement to the other truck, as above described, thereby
enabling the vehicle to turn easily around street corners or other sharp curves
without undue grinding of the wheels upon the rail, and indeed with but little
more friction than is incident to the travel of the wheels upon a straight line of
rails, in which latter case the axles are parallel.
In that form of my Invention relating to railway trucks, each main truck is
provided with the two swivelling trucks, which in this connection I term supple-
mental trucks, the said swivelling or supplemental trucks being pivotted to the
main truck in substantially the same manner as the swivelling trucks are pivotted
to the body of the vehicle for tramways herein before referred to. A pin or
equivalent device is secured to the underside of the body of the carriage directly
in front of the king-bolt or pivotal connection by which the main truck is attached
to the vehicle, body, the said pin being, so to speak, excentric to the said king-bolt
or connection. The said pin passes down through a suitable opening in the main
truck, and engages in a slot in one of the supplemental trucks in such a manner
that in turning the curve the swing of the main truck on its axis gives a lateral
movement to the outer end of the supplemental truck, whereas the inner end of the
said supplemental truck is kept from lateral movement by the excentric pin
attached to the vehicle-body, as aforesaid; the supplemental truck is thus caused
to turn on its axis on the main truck, whereby the axle becomes radial to the
curves.
The two supplemental trucks being connected by inwardly projecting bars, and
a link or equivalent device connecting the inner extremities of the said bars, the
motion communicated to one of the said supplemental trucks is transmitted to the
other to bring the same into a corresponding position radial to the curve of the line
of rails. Such being in general the principle of operation of my said Invention,
the said Invention comprises certain novel combinations of the parts, including
those hereinbefore indicated, whereby the advantages desirable in those classes of
apparatus are herein effectually secured.
In carrying the said Invention into practice, I mount each axle with its pair of
wheels in suitable bearings or boxes in a single swivelling truck. These swivelling
trucks are placed horizontally one under each end of the vehicle, and each truck is
connected with the body of the vehicle by a vertical king-bolt, so that each truck.
being thus swivelled on a vertical axis is capable of a lateral swinging, movement
around the said axis. The king-bolt should be placed over the axles of the
respective trucks, and in the median line of the body of the vehicle. The inner
ends of the two trucks are projected inwardly toward each other, and the inner end
of each truck (by means of a spur or equivalent device) should project past the
corresponding inner end of the other truck and at a small distance therefrom, the
said two ends being connected by a link. The outer ends or bars of the two trucks
are constructed to receive the inner end of the usual draught pole or draw-bar by
which the vehicle is to be drawn, and which may be shifted from one truck to the
other according to the direction in which the vehicle is to be drawn. Instead of
connecting the two swivelled trucks by the aforesaid link any equivalent devices
may be used, as, for example, two intermeshing toothed sectors formed upon the
inner ends of the said trucks. When in the forward movement of the vehicle the
pole or draw-bar is swerved laterally in one direction or the other, the contiguous
truck is turned upon its king-bolt, and being connected, as described, with the
other truck communicates a corresponding movement thereto but in an opposite

page_text: direction, so that the lateral turning of the pole or draw bar in rounding a curve in
the line of rails brings the two trucks with their attached axles into positions,
radial to the curve, thereby enabling the vehicle to pass around the corner of the
street or other sharp curve readily and easily without any appreciable proportion
of the grinding of its wheels upon the rails which inevitably occurs whenever the
axles are held rigidly parallel in turning such curves. In those cases where it is
desired that the adjustinent of the trucks and their axles to the radial position just
described should be under the manual control of the driver of the vehicle instead of
dependent upon the lateral movement of the draught-pole, I employ the following
arrangement of parts, that is to say:-A lever is pivotted to each dash board or
platform of the vehicle, and connects at its lower end with the outer end of the
adjacent draught-pole or bar by a stiff link, so that by moving the said lever in
one direction or the other a corresponding lateral movement inay be given to the
adjacent draught pole to actuate the trucks, as described. In order that after
passing a curve the trucks may return quickly to their normal position on a
straight line of rails, springs of sufficient strength are applied at opposite sides of
one of the trucks, the said springs yielding to the necessary lateral movement of
the truck, but serving to retain the latter in substantially its normal position when
not subjected to a laterally actuating force, as hereinbefore set forth.
When the said Invention is applied to carriages for steam-railways or other
vehicles in which the draught-power is applied, not to the trucks but direct or
substantially so to the body of the vehicle, it is requisite that the trucks should be
actuated by the shifting position of the said body on the main trucks to bring the
supplemental trucks to the desired radial positions in rounding a curve. For this
purpose the supplemental trucks, instead of being pivotted directly to the body of
the carriage or vehicle by the king-bolt, are pivotted to a main truck, which in its
turn is pivotted to the body of the carriage or vehicle by a king-bolt, there being two
main trucks to each carriage, one at each end thereof. The inner ends of each pair
of the single swivelling or supplemental trucks are connected in the same manner
as that above described, that is to say, by a link or by intermeshing sectors, or
in any other suitable manner, but inasmuch as it is only necessary that the two
supplemental trucks of each pair be actuated in unison with each other. their direct
mechanical connection may, when desired, be obviated by actuating each separately
as regards mechanism, but in connection or unison as regards movement with each
other, as hereinafter more fully explained. Projecting downward from the body of
the carriage or vehicle is a strong pin which is placed outwardly from the king-bolt.
at a suitable distance therefrom, the said pin being, so to speak, excentric to the
king-bolt.
In order to permit the said pin to extend downward, an opening of sufficient
size is provided in the main truck, and the pin itself is passed into a slot in one of
the supplemental trucks. In turning a curve the swing of the main truck on its
axis gives a lateral movement relatively to the vehicle body to the outer end of
the supplemental truck, whereas the inner end of the said supplemental truck is kept
from lateral movement by the aforesaid excentric pin attached to the vehicle-
body as aforesaid, the supplemental truck is thus forced to turn on its axis
on the main truck; thus the axles of the supplemental trucks (the two being
connected as above explained) are brought into a position radial to the curve,
so that by this means the requisite movement of the supplemental trucks
to bring their axles radial to the curvature of the line of rails is quite as effectively
secured as if the said supplemental trucks were actuated by power applied from
without. When preferred, the inner ends of the two supplemental trucks of each
main truck may be formed with broad coincident slots into which is placed an
excentric fitted around the king bolt; this excentric acts simultaneously upon both
of the supplemental trucks when the position of the body of the carriage or vehicle
is shifted relatively to the main truck, as hereinbefore explained. So also when
desired, one of the supplemental trucks may alone be actuated by the pin while
the other is alone actuated by the excentric, the result being the same so long as

page_text: the two supplemental trucks are moved in unison to the requisite radial position
in traversing curves in the line of rails.
In some cases the toothed segment is secured to the vehicle-body and has the
pivotal point or king-bolt for its centre; this segment gears with another segment
which is secured to one of the supplemental trucks. When the main truck turns
on its axis as already described, radial motion is communicated to one supplemental
truck through the said geared segments and thence to the other supplemental truck
by a link or otherwise, as described.
In applying my Invention to a railway carriage or vehicle, I pivot the main
truck centrally to the bottom of the body of the carriage or vehicle, and the
supplemental trucks centrally to the main truck, these supplemental trucks are
connected by crossed links, each pivotted at both ends of the said supplemental
trucks or equivalent mechanical device.
Extending upward from and rigidly secured to one of the supplemental trucks is
an excentric pin. This pin extends up through a long transverse slot in the main
truck into a longitudinal long slot in a rocking socket. This socket has its
bearings longitudinally in the bottom of the vehicle body or in a plate or other
suitable base secured to the said bottom. The object of providing a rocking
slotted socket for the admission of the pin is to prevent undue strain upon the said
pin when a swinging bolster is used, as is the case ordinarily in passenger-
carriages. A modification may be used which consists of an excentric pin rigidly
secured to the bottom, and having its lower end inserted in a slotted rocking shaft
applied to a supplemental truck, this being a mere reversal and consequently an
equivalent of the device just herein before set forth.
In practice when the wheels strike a curve, the rails impart what may be termed
an end movement to the axles causing the main truck to turn on its axis. This
movement by means of the pin which is placed excentrically to or at one side of
the swivelling point of the vehicle body on the main truck, and by means of the
centrally pivotted supplemental trucks provided with the connecting links turns
the supplemental trucks, so that the axles of all the supplemental trucks are on
lines which are radii of the same circles, viz., the circle described by the curved
track.
The aforesaid transverse and longitudinal slots allow the free relative movement
of the excentric pin, and the rocking socket prevents undue strain thereon as
above described.
I also employ equalizing bars. These bars differ from the equalizing bars now
in use which are rigidly secured to the axle-boxes upon which they rest, in that
they are adjustable, the main object being to adapt an equalizing bar to radial
supplemental trucks without injuring the efficiency of either. The said bars are
suspended from the axle-boxes by means of diagonal bangers or stirrups, which
are pivotted to saddles resting upon the said axle-boxes. Guides preferably made
convex upon their inner sides, in order to allow the boxes to turn slightly in the
saddles without binding, are provided for controlling the relative movement of the
saddles and boxes. The saddles are preferably not secured to the boxes otherwise
than as above described in order to allow of a slight sidewise movement. Springs
are placed between the equalizing bar and the main truck.
As the vehicle moves around a curve the outer boxes, that is to say, those nearer
the outer curved rail, move apart thus through the hammers lifting the equalizing
bar on that side and hence through the springs raising that side of the body. At
the same time the opposite equalizing bar is lowered by the inner boxes moving
towards each other, thus bringing the inner hangers to a vertical position, and
Thus it will
lowering the side of the said vehicle-body near the inner curved rail.
be seen that in rounding a curve the outer side of the carriage or vehicle is raised,
and the inner side lowered even when both rails are of the same height, and the
greater the curve the greater is this tilting movement.
Safety straps are provided, extending from the main track around the equalizing
bar. In case one or more stirrups break, the equalizing bar is temporarily

page_text: supported by the straps. They also stiffen and prevent vibration of the bar.
Loops enclosing the bar are sufficiently long to accommodate the vertical play of
the said bar.
Guiding bars attached to the main truck extend between cleats or small guides
on the equalizing bar, thus preventing longitudinal motion in the said equalizing
bar. In practice the safety straps may pass between cleats or guides on the
equalizing bar, by which means the safety straps are made to serve the additional
purpose of guiding straps or bars. In many cases the springs will bear at their
upper ends directly against the main truck, the spring seat alone intervening, but
in some cases the supplemental trucks are of such a shape that the springs are in
the way of their inner corner. To accommodate supplemental trucks of this
description a seat is provided for the upper end of each spring below the
supplemental trucks, but rigidly secured to the main truck.
This seat may
consist of a bar extending across the main truck, having its ends bent up and
secured thereto, and having its horizontal portion below the supplemental truck, thus
allowing it free play; or it may consist of a short bar extending partly across the
supplemental truck, or other mechanical equivalent or modification of the seat,
provided always that such seat is secured rigidly to the main truck, and extends
below the supplemental trucks without interfering with them to form a seat for
the upper end of the springs.
The equalizing bars are below the axles, thus supporting the weight of the
vehicle-body below the axles, keeping the centre of gravity low, and hence
diminishing the rocking or jarring motion, increasing steadiness, and adding to the
comfort of passengers.
The body rests on the main truck, the main truck rests through the springs on
the equalizing bars, the bars through the hangers and saddles are supported by the
boxes, and the supplemental trucks which bear no weight are allowed free
movement with scarcely any friction, their office being to hold the boxes, and
hence the axles, in position, and to guide the movement of the same, not to bear
the weight of the car.
I sometimes employ safety straps having their ends secured to the main truck
or to a rigid connection thereof, and passing down under a portion of the frame of
the supplemental truck, thus securing them in case of accident.
According to a modification of the said Invention the ends of the equalizing bars
are bent up and rest upon the boxes, a curvature being made corresponding to a
circle whose centre is the pivotal point of the supplemental truck nearest to it in
the portion of said bars resting and sliding on the boxes.
It will thus be seen that by means of my said improvements, radial trucks and
equalizing bars are adapted to be used on one and the same carriage or tramway
vehicle without interfering with each other or injuring the efficiency of either.

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
6th January 1882.
,,
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
RAILWAY-VEHICLES."
Southampton Buildings, London. IMPROVEMENTS IN
A. communication from abroad by William Robinson, of Boston, Massachusetts,
United States of America, Gentleman.
This Invention relates partly to the construction of those classes of railway
trucks so termed, in which the axles when on a straight line of rails are
substantially parallel, but which in traversing curves are caused to adjust them-
selves in positions radial to the axis of the curves, in other words, in positions
coincident with the radii of the curves, thereby enabling the carriages or vehicles
to pass round or traverse the curves with the slightest possible friction upon the
wheels and the least strain generally upon the rolling stock. The said Invention
also relates partly to the construction of vehicles for running on those railways now
commonly termed tramways, and is designed to secure for such tramway vehicles
the same advantages as those above indicated as desirable with the trucks of railway
carriages or vehicles.
The object of the said Invention is to secure the aforesaid advantages both in
railway carriages and in tramway vehicles through the agency of mechanism.
possessed of simplicity and strength of construction combined with accuracy and
ease of movement in a higher degree than has hitherto been attained.
In the simpler form of the said Invention, namely, that portion thereof relating
to vehicles for tramways and the like, each of the two axles of the vehicle (each
axle with its pair of wheels) is mounted in a single swivelling truck, that is to
say, a truck capable of being turned into a position radial to the curve of the line
of rails. The two trucks are connected by a link, and each truck is pivotted to
the carriage-body, the relation and connection of the two trucks being. such that
when one truck is turned to a position radial to the curve of the line of rails, it
immediately and simultaneously communicates a like movement to the other truck,
so that on any given curve the axles carried in the two trucks will be equally
radial to the curve. The pole or draught-bar of the vehicle is attached to one or
the other of the trucks in such a manner that the draught-power when caused to
operate laterally will turn the truck to which it is attached, and through this will
also give a corresponding movement to the other truck, as above described, thereby
enabling the vehicle to turn easily around street corners or other sharp curves
without undue grinding of the wheels upon the rails, and indeed with but little
more friction than is incident to the travel of the wheels upon a straight line of
rails, in which latter case the axles are parallel.
In that form of the said Invention relating to railway-trucks, each main truck
is provided with the two swivelling trucks, which in this connection I term
supplemental trucks, the said swivelling or supplemental trucks being pivotted to
the main truck in substantially the same manner as the swivelling trucks are
pivotted to the body of the vehicles for tramways hereinbefore referred to.
A pin
or equivalent device is secured to the under-side of the body of the carriage directly
in front of the king-bolt or pivotal connection by which the main truck is attached
to the vehicle body, the said pin being, so to speak, excentric to the said king-bol
or connection. The said pin passes down through a suitable opening in the main
truck and engages in a slot in one of the supplemental trucks in such a manner
that in turning the curve the swing of the main truck on its axis gives a latera
movement to the outer end of the supplemental truck, whereas the inner end o

page_text: the said supplemental truck is kept from lateral movement by the excentric pin
attached to the vehicle-body as aforesaid, the supplemental truck is thus caused to
turn on its axis on the main truck, whereby the axle becomes radial to the
curves.
The two supplemental trucks being connected by inwardly projecting bars and a
link or equivalent device connecting the inner extremities of the said bars, the
motion communicated to one of the said supplemental trucks is transmitted to the
other to bring the same into a corresponding position radial to the curve of the
line of rails.
Such being in general the principle of operation, of my said Invention, the said
Invention comprises certain novel combinations of parts, including those herein-
before indicated, whereby the advantages desirable in those classes of apparatus
are herein effectually secured.
In the accompanying Drawings,
Figure 1 is an inverted plan of a vehicle for tramways, embracing certain
features of my said Invention.
Figure 2 is a side view of the same.
Figure 3 is a vertical transverse sectional view taken through one of the end
platforms of the vehicle, and
Figures 4 and 5 are views shewing modifications of certain details of the
apparatus.
Figure 6 is an inverted plan of a portion of a carriage embracing certain features
of my said Invention, and shewing the axles thereof in the position occupied by
them on a straight line of rails.
Figure 6a, central vertical longitudinal section of part of a railway carriage
further illustrating features of my Invention shewn in Figure 6.
Figures 7, 8, and 9 are inverted plans of portions of a railway-carriage, and
illustrate certain modifications of my Invention as applied thereto.
Figure 10 is a side elevation, shewing a railway-carriage fitted with my said
Invention, with certain combinations of parts not represented in the last named
Figures.
Figure 11 is a plan or top view of the parts with the carriage-body removed.
Figures 12, 13, 14, and 15, are detached views of certain details of construction.
Figure 16 is a central vertical sectional view of a portion of the apparatus
shewn in Figure 10.
Figure 17 is an inverted plan of a part of the body of the railway-carriage
indicated in Figure 16.
Figures 18 and 19 are respectively a side view and an inverted plan representing
certain modifications in the apparatus.
The
Having reference to Figures 1 and 2, each axle A with its pair of wheels B
is mounted in suitable bearings or boxes in a single swivelling truck C. These
swivelling trucks are placed horizontally one under each end of the vehicle, and
each truck is connected with the body D of the vehicle by a vertical king-bolt E, so
that each truck being thus swivelled on a vertical axis is capable of a lateral
swinging movement around the said axis. The king-bolt should be placed over
the axles of the respective trucks and in the median line of the body D.
inner ends of the two trucks are projected inwardly towards each other, and the
inner end of each truck (by means of a spur G or equivalent device) should project
past the corresponding inner end of the other truck and at a short distance
therefrom, the said two ends being connected by a link F. The outer ends or bars e
of the two trucks C are constructed to receive the inner end of the usual draught-pole
or draw-bar by which the vehicle is to be drawn, and which may be shifted from
one truck to the other according to the direction in which the vehicle is to be
drawn. Instead of connecting the two swivelled trucks by the link F any
equivalent devices may be used, as, for example, two intermeshing toothed sectors
formed upon the inner ends of the said trucks, as shewn in Figure 4. When in the
forward movement of the vehicle the pole or draw-bar is swerved laterally in one

page_text: direction or the other the contiguous truck C is turned upon its king-bolt, and
being connected, as described, with the other truck, communicates a corresponding
movement thereto, but in an opposite direction, so that the lateral turning of the
pole or draw-bar in rounding a curve in the line of rails brings the two trucks with
their attached axles into positions radial to the curve, thereby enabling the vehicle to
pass around the corner of a street or other sharp curve readily and easily without
any appreciable proportion of the grinding of its wheels upon the rails, which
inevitably occurs whenever the axles are held rigidly parallel in turning such
curves. In those cases where it is desired that the adjustment of the trucks and
their axles to the radial position just described should be under the manual control.
of the driver of the vehicle instead of dependent upon the lateral movement of the
draught-pole I employ the arrangement of parts shown in Figure 3. A lever H is
pivotted at o' to each dash-board or platform of the vehicle and connects at its lower
end with the outer end of the adjacent draught-pole or bare by a stiff link a, so that
by moving the said lever in one direction or the other a corresponding lateral
movement may be given to the adjacent draught-pole to actuate the trucks, as
described. In order that after passing a curve the trucks may return quickly to
their normal position on a straight line of rails, springs g, g, of sufficient strength
are applied at opposite sides of one of the trucks, as represented in Figure 5, the
said springs yielding to the necessary lateral movement of the trucks, but serving
to retain the latter in substantially its normal position when not subjected to a
laterally actuating force, as herein before set forth.
When the said Invention is applied to carriages for steam railway or other
vehicles in which the draught power is applied not to the trucks but direct or
substantially so to the body of the vehicle, it is requisite that the trucks should be
actuated by the shifting position of the said body on the main trucks to bring the
supplemental trucks to the desired radial positions in rounding a curve.. Having
reference now to Figures 6, 6, 7, 8, and 9, the trucks C, which in this connection
I term supplemental trucks, instead of being pivoted directly to the body D of
the carriage or vehicle by the king-bolt, are pivotted at B' to a main truck B, which
in its turn is pivotted to the body of the carriage or vehicle by the king-bolt d,
there being two main trucks B to each carriage, one at each end thereof. The
inner ends of each pair of the single swivelling or supplemental trucks are
'connected in the same manner as the inner ends of those above described with
reference to Figures 1 and 2. Thus, for example, by the link F, as represented in
Figure 6, or by the intermeshing sectors of Figure 4, or in any other suitable
manner, but inasmuch as it is only necessary that the two supplemental trucks of
each pair be actuated in unison with each other, their direct mechanical connection
may when desired be obviated by actuating each separately as regards mechanism,
but in connection or unison as regards movement with each other, as hereinafter more
fully explained with reference to Figures 7 and 8. Projecting downward from the
body of the carriage or vehicle is a strong pin K, which is placed outwardly from the
king-bolt dat a suitable distance therefrom, the said pin K being, so to speak, excentric
to the king-bolt. In order to permit the said pin K to extend downward an
opening e¹ of sufficient size is provided in the main truck B, and the pin itself is
passed into a slot fin one of the supplemental trucks, as shewn in Figures 6, 64,
and 8. In turning a curve the swing of the main truck B on its axis d gives a
lateral movement relatively to the vehicle body to the outer end of the supple-
mental truck C, whereas the inner end of the said supplemental truck is kept from
lateral movement by the excentric pin K attached to the vehicle-body, as afore-
said; the supplemental truck is thus forced to turn on its axis B¹ on the main
truck. Thus the axles of the supplemental trucks (the two being connected as
above explained) are brought into a position radial to the curve, so that by this
means the requisite movement of the supplemental trucks to bring their axles
radial to the curvature of the line of rails is quite as effectively secured as if the
said supplemental trucks were actuated by power applied from without. When
preferred the inner ends of the two supplemental trucks of each main truck may

page_text: be formed with broad coincident slots g¹, into which is placed an excentric / fitted
around the king-bolt, as shewn in Figure 7; the said excentric acting simul-
taneously upon both of the supplemental trucks when the position of the body of
the carriage or vehicle is shifted relatively to the main truck, as herein before
explained. So also, when desired, one of the supplemental trucks may alone be
actuated by the pin K, while the other is alone actuated by the excentric h, as
represented in Figure 8, the result being the same so long as the two supplemental
trucks are moved in unison to the requisite radial position in traversing curves in
the line of rails.
In Figure 9 the toothed segment is secured to the vehicle-body, and has the
pivotal point or king-bolt d for its centre; this segment & gears with the segment,
which is secured to one of the supplemental trucks C. When the main truck turns
on its axis, as already described, radial motion is communicated to one supplemental
truck through the said geared segments, and thence to the other supplemental truck
by a link or otherwise, as also described.
Having reference to Figures 10 to 19 inclusively, A represents the body of the
carriage or vehicle; B, the main truck centrally pivoted at A¹ to the bottom of the
body of the carriage or vehicle; and C the supplemental trucks centrally pivoted
at B¹ to the main truck B, and connected by the crossed links C¹, each of which
is pivotted at both ends to the said supplemental trucks C or equivalent mechanical
device.
Extending upward from and rigidly secured to one of the supplemental trucks
is the excentric pin D¹. This pin extends up through the long transverse slot B¹¹
in the main truck into the long longitudinal slot E' in the rocking socket E (see
Figures 11, 16, and 17). This socket has its bearings E" longitudinally in the
bottom of the vehicle-body A, or in a plate A¹, or other suitable base secured to
the said bottom (see Figure 17). The object of providing a rocking slotted socket
for the admission of the pin is to prevent undue strain upon the said pin when a
swinging bolster is used, as is ordinarily the case in passenger-carriages. A modi-
fication may be used, which consists of an excentric pin rigidly secured to the said
bottom, and having its lower end inserted in a slotted rocking socket applied to a
supplemental truck; this being a mere reversal, and consequently an equivalent of
the device just herein before set forth.
In practice, when the wheels strike a curve the rails impart what may be termed
an end movement to the axles F, causing the main truck B to turn on its axis.
This movement by means of the pin D', which is placed excentrically to or at one
side of the swivelling point A' of the vehicle-body on the main truck B, and by
means of the centrally pivoted supplemental trucks C provided with the connecting
links C¹ turns the supplemental trucks, so that the axles of all the said supplemental
trucks are on lines which are radii of the same circle, viz., the circle described by
the curved line of rails.
The two slots B" and E allow the free relative movement of the pin D2, and
the rocking socket E prevents undue strain thereon, as above described.
G, G, are equalizing bars. These bars differ from the equalizing bars now in
use, which are rigidly secured to the axle-boxes upon which they rest, in that they
are adjustable, the main object being to adapt an equalizing bar to radial supple-
mental trucks without injuring the efficiency of either.
The said bars G are
suspended from the axle-boxes F¹ by means of the diagonal hangers or stirrups H',
which are pivoted to the saddles H resting upon the said axle-boxes F¹.
The shape
of the stirrups is shown in Figures 10 and 13, and of the saddles in Figures 10
and 14. Guides H, preferably made convex upon their inner sides, as shown in
Figure 15, in order to allow the boxes to turn slightly in the saddles without
binding are provided for controlling the relative movement of the saddles and
boxes. The saddles are preferably not secured to the boxes otherwise than as
above described in order to allow of a slight sidewise movement; I, I, are springs
placed between the equalizing bar and the main truck. As the vehicle moves
around a curve the outer boxes, that is to say, those nearer the outer curved rail

page_text: move apart, thus through the hangers H¹ lifting the equalizing bar G on that side,
and hence through the springs I, I, raising that side of the body A. At the same
time the opposite equalizing bar is lowered by the inner boxes moving towards
each other, thus bringing the inner hangers H' to a vertical position and lowering
the side of the said vehicle-body near the inner curved rail. Thus it will be seen
that in rounding a curve the outer side of the carriage or vehicle is raised and the
inner side lowered, even when both rails are of the same height, and the greater
the curve the greater is this tilting movement.
Safety straps J, J, are provided extending from the main truck around the
equalizing bar. In case one or more stirrups H' break, the equalizing bar is
temporarily supported by the said straps J, which also stiffen and prevent
vibration of the said bar. The loops J₁ enclosing the bar are sufficiently long to
accommodate the vertical play of the said bar.
Guiding bars M attached to the main truck extend between the cleats or small
guides M¹ on the equalizing bar, thus preventing the longitudinal motion of the
said equalizing bar. In practice the safety straps J may pass between the cleats
or guides J, J, on the equalizing bar, by which means the safety-straps are made
to serve the additional purpose of guiding straps or bars. In many cases the
springs I will bear at their upper ends directly against the main truck B, as shewn
in Figure 10, the spring-seat alone intervening, but in some cases the supplemental
trucks are of such a shape that the springs are in the way of their inner corner.
To accommodate supplemental trucks of this description a seat is provided for the
upper end of each spring below the supplemental trucks C, but rigidly secured to
the main truck. This spring-seat may consist of a bar K, as shown in Figures 18
and 19, extending across the main truck, having its ends bent up and secured
thereto, and having its horizontal portion below the supplemental truck, thus
allowing it free play; or it may consist of a short bar extending partly across the
supplemental truck, or other mechanical equivalent or modification of the seat K,
provided always that such seat is secured rigidly to the main truck and extends
below the supplemental trucks without interfering with them to form a seat for
the upper end of the springs I.
It will be noticed that the equalizing bars G are below the axles, thus supporting
the weight of the vehicle-body below the said axles, keeping the centre of gravity
low, and hence diminishing the rocking or jarring motion, increasing steadiness,
and adding to the comfort of passengers.
It will be understood that the body A rests on the main truck B, the main truck
rests, through the springs I, on the equalizing bars; the bars through the hangers
and saddles are supported by the boxes, and the supplemental trucks, which bear
no weight, are allowed free movement, with scarcely any friction, their office being
to hold the boxes, and hence the axles, in position, and to guide the movement of
the same and not to bear the weight of the car.
L, L, (see Figure 11) are safety-straps having their ends secured to the main
truck or to a rigid connection L' thereof, and passing down under a portion of
the frame of the supplemental truck, thus securing them in case of accident.
In Figures 18 and 19 a modification is shown in which the ends of the equalizing
bars are bent up and rest upon the boxes, a curvature being made corresponding
to a circle whose centre is the pivotal point of the supplemental truck nearest to it
in the portion G" of the said bars resting and sliding on the boxes (see
Figure 19).
It will thus be seen that by means of my said improvements radial trucks and
equalizing bars are adapted to be used on one and the same carriage or tramway-
vehicle without interfering with each other or injuring the efficiency of either.
Having thius 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 claim,
First. In a four-wheeled tramway-vehicle the combination with single swivelling
trucks, that is to say, trucks, each of which carries two wheels only of the bars e, e, or

page_text: other connecting devices rigidly secured at their inner ends to the said trucks
and adapted to be swung horizontally by the draw-bars, which are intégral with
the said trucks or connected with their outer ends, the said trucks being connected
'with each other in such a manner that the radiation of one truck communicates
an exactly similar radiation to the other, truck, the radiation of the trucks being
caused by power applied to the said rigid connections, substantially as and for the
purpose set forth.
Second. In combination with the bar e or other connecting device rigidly applied
to the truck C, and extending to the forward end of the vehicle, substantially as
shown, the lever H pivoted at o' and having its lower end connected directly or
indirectly with the said bar, and adapted to swing it horizontally, thus radiating
the trucks, substantially as above set forth.
Third. In combination with the trucks C and the vehicle-body the springs g, g,
applied to the said vehicle-body, or to any rigid connection of the same, and bearing
against the trucks or any rigid connection thereof, substantially as and for the
purposes specified.
Fourth. In a railway-truck the combination with the main truck, and the two
supplemental trucks pivoted to the said main truck of an excentric pin or device
secured to the vehicle-body, excentrically to the swivelling or pivotal point of the
said vehicle-body on the main truck, the said pin being adapted to engage directly
or indirectly one or both supplemental trucks for the purpose of radiating the
same, substantially as above set forth.
Fifth. In a railway-truck the combination of the main truck B pivoted at d to
the vehicle-body, the supplemental trucks C, C, pivoted at B', B₁ to the main
truck, and provided with suitable connecting devices and the excentric pin K,
adapted to radiate the trucks, substantially as above set forth.
Sixth. In a railway-vehicle the combination with the body of the same, the
main truck, the radial supplemental trucks, and the excentric pin D₁ of a rocking
socket adapted to engage the said excentric pin for the purpose of providing for
the necessary relative movement of the pin without danger of injury thereto
during the radiation of the trucks, substantially as above set forth.
Seventh. In a radial railway-truck consisting of the main truck B and the supple-
mental trucks C, the combination of the following elements, namely, an adjustable
equalizing bar suspended below the axles, box-pedestals secured to the supplemental
trucks and embracing the boxes in the usual manner, and the independent saddles H
sustaining the said equalizing bar by means of the stirrups H', substantially as
and for the purpose described.
Eighth. The combination of the stirrups constructed as shewn to embrace the
equalizing bar with the said bar, and the axle-boxes F" provided with means
for sustaining the said stirrups, substantially as and for the purpose set forth.
Ninth. In combination with the axle-boxes the hangers or stirrups and the
equalizing bar, the saddles H, adapted substantially as shown, to allow lateral and
rotary movement upon the said axle-boxes, but to prevent longitudinal movement
thereon, for the purpose specified.
Tenth. In combination with the main truck and the equalizing bar the safety
straps J, constructed substantially as above set forth.
Eleventh. In combination with the main truck and the equalizing bar the
guiding-bar M, said bar being independent of the spring-seat and adapted to
prevent longitudinal movement in the said equalizing bar, substantially as above
set forth.
Twelfth. The combination with the main truck, the supplemental trucks, the
equalizing bar, and the spring I of the spring-seats K, or their mechanical
equivalent, the said seats being constructed and adapted to receive the upper ends
of the springs below the frames of the supplemental trucks without interfering
with their movement, thus allowing the said frames to freely radiate between the
spring-seats and the main truck, substantially as above set forth.
Thirteenth. The combination with the main truck and a supplemental truck of

page_text: one or more safety-straps L secured to one truck, and extending around a
portion of the other truck, substantially as and for the purpose set forth.
In witness whereof, I, the said William Robert Lake, have hereunto set my
hand and seal, this Sixth day of January, in the year of our Lord One
thousand eight hundred and eighty two.
W“. KUB“. LAKE. (L.S.)