Improvements relating to Elevated Railways.
Year: 1892

page_text: Date of Application, 20th Dec., 1892-Accepted, 18th Mar., 1893
COMPLETE SPECIFICATION.
[Communicated from abroad by JAMES L. MEIGS, of 55, West Brookline Street,
Boston, Massachusetts, United States of America, Civil Engineer.]
Improvements relating to Elevated Railways.
1, HENRY HARRIS LAKE, of the firm of Haseltine Lake & Co., Patent Agents,
45 Southampton Buildings in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed to be
particularly described and ascertained in and by the following statement :-
This improvement relates to certain details in the construction of the posts and
supports for the girders, the connection of the girders with each other and the
attachment of rails thereto, and will be fully understood by the description below
given.
In the drawings
Figure 1 represents a side elevation of the post partly in section, showing a
portion of two girders as they are joined near the top of the post.
Figure 2 is a cross section of the structure showing the post and the means for
supporting the girders in elevation, parts being broken away and shown in section
on line wwo of Figure 7, for the purpose of indicating their construction.
Figure 3 is a plan. showing a portion of the track and the means for connecting
it to the structure, a portion of the structure being in horizontal section taken on
linex of Figure 1.
Figure 4 shows in side and end elevation the friction plates on which the ends
of the girders are to rest.
Figures 5 and, 6.show in plan and elevation the clamps for clamping the track
in place.
Figure 7 is a cross section showing the construction of the post at line
Figure 2 and
8 is a corresponding section at line of Figure 2.
Y, Y
of
Figure
A is the post consisting of au I beam of ordinary construction, the flanges of
which are strengthened for a portion of its height by the addition of a channel
bar B riveted to each edge thereof as shown. This post is mounted in the ground
in a bed of concrete or held up in any desired way. C is a plate connected to the
bottom of the post A by angle irons c, to assist in holding the post in the ground.
Near the upper end. of the post A, two channel: bars D are attached at right
angles to it, forming cross bars for the purpose of supporting the girders and the
track to be laid thereon. These cross bars are connected to the post by means
of angle irons D' which lie between the cross bars and are riveted both to the
post and to the cross bars, as shown, two angle irons being used to support each
cross bar. Short lengths of channel bar iron D2 are used to connect the adjacent
ends of the cross bars D together and form cross braces.
Two friction plates E are mounted on these channel bars, one on each side of
the post A. Each is adapted to support the two adjacent ends of two girders F.
The peculiarity of these friction plates lies in the fact that each has a depression e
extending across the middle of it. Each projecting part e', e' is curved as shown
so that the ends of the girders resting upon it will ride freely when a train is in
motion over an adjacent portion of the structure.
While the load is, for example, upon say the middle of the girder F, it will tend
to depress the middle of the girder and elevate slightly the extreme end which
rests upon the post, and as the load reaches the end of the girder and is about to
leave it, the end will become horizontal again. If the plates E had a square corner
instead of being rounded as shown, there would be a constant tendency to wear

page_text: the sharp edge of each friction plate, and also to cut the end of the girder. The-
friction plate above described obviates this trouble and allows the girder to rock
over it as described.
Each pair of girders is held together parallel and in line with the next pair in
the following manner. Between the side of the end of each girder and the side
of the top of the post A, is a block G of wood or other material capable of taking
up vibrations, and wide enough to fit easily between the girders and post. Two
of these blocks attached to the adjacent ends of two girders are preferably bolted
together and to the angle irons b, or instead of two blocks, a single block may be
used overlapping the joint between said adjacent ends. Bolts g pass across from
one girder to the other as shown, thereby clamping the blocks and the girders
which lie side by side, together and to the post.
Angle irons lie on each side of each end of each girder and serve to hold the
blocks G in place as well as to strengthen the ends of the girders and prevent them
from being crushed when holding the load. The bolts d may be used either to
hold each block of wood to the angle iron which lies against it, or may pass through
a pair of blocks and two angle irons as shown, but in this latter case each bolt
must be loose enough to allow for the end play of the girders while the load is
passing over the track.
By this means the girders are fastened securely in place together and against the
post A but are allowed all the freedom and motion necessary, and moreover much
of the vibration which helps to shorten the life of such a structure is prevented.
Grooves are provided in friction plate E in order to allow the rivet heads
which attach the channel bars to the I beams forming the girder F to slide easily.
Upon the girders F are placed the ties J and along the edge of the ties are
placed guard beams K. Guard rails L may be used in addition to the ordinary
rails L, and as a matter of convenience in attaching these to the ties, a double
clamp M is used, one end of which m is shaped to hold one rail in place, while
the other end m¹ holds the second rail in place. This clamp, used in connection
with other clamps N (see Figures 5 and 6) and an occasional brace P, serve to
hold the track securely in place.
One advantage of the construction above described, is in its lightness and its
corresponding economy. The structure is designed particularly for use with single
electric cars whether supplied with storage batteries or with trollies, and it is
intended more particularly for use in those places in which it is desirable to remove
the cars from the streets so as to allow the streets to be used for teaming only. The
structure is capable of very general use where it is desirable to run frequent trains
of small cars. For example, in the country, the road may be elevated but a short
distance above ground, say a few feet, and so prevent any chance of the interrup
tion of travel through the blocking of the road by snow, and also do away with
the expense of grading.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, as communicated to me
by my foreign correspondent I declare that what I claim is
1st. In an elevated railroad construction, an I beam A in combination with
channel bars D and angle irons D¹, said angle irons lying parallel with said
I beam A, and said channel bars D lying at right angles thereto and being riveted
to said angle irons D', the whole furnishing a support for the girders and track, as
set forth.
2nd. In an elevated railroad structure, in combination with girders of the doubly
curved friction plates E suitably supported and each carrying the adjoining ends
of two girders, the end of each girder being supported by one of the curved
surfaces on said friction plates and being in lineal contact therewith, the line of
contact being crosswise of said girder, all as and for the purposes set forth.
3rd. In an elevated railroad structure, the posts marked A and girders F
supported by said posts and lying parallel, in combination with blocks G of the

page_text: kind described, each block lying between a post and the side of a girder, all as set
forth.
4th. In an elevated railroad structure, in combination, two girders lying end to
end, and two wooden blocks G, each attached to one of said girders, the two being
attached together all substantially as described.
5th. In a railroad structure, the friction plates E curved as described and
grooved in a line that right angles to the axis of said curvature, all as and for the
purposes set forth.
Dated thin 20th day of Danauhau 1900.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.