WAGGON
Year: 1890

page_text: (c). WHEN THE
BALLAST
IS
TO BE TIPPED TO EITHER SIDE OF
WAGGON.
THE
The inner coupling device of one leaf and the outer one of the other leaf are
connected to one outer and one inner nut, respectively. When the screw is rotated,
both leaves will be tipped to the same hand or side, parallelly with each other, one
tipping on to the other side of the road-bed direct, and the other on to a line
between the side and the centre of the bed. And to give the desired direction to
the ballast being discharged through the opening formed between the two
leaves, I have a moveable diaphragm fixed under the waggon at a proper slope.
I do not confine myself to the exact disposition and use of the links described, as
the same may be varied. For instance, to tip the load to both sides and down the
middle of the road-bed, the outer coupling devices may be linked to the outer nuts,
the latter being at the outer ends of their respective screws.
The links may be made to push at the leaves instead of to pull at them, in
which case the hands of the threads and the points of connection would be
reversed.
Each pair of links may be replaced by a pair of toothed quadrants adapted to be
engaged by the respective threads. These threads may be cut upon sleeves adapted
to be moved along the transverse shaft.
These quadrants are hinged to the leaves near the outer edges thereof, so that
those which are to be put out of gear may be held out of the way. I provide
suitable guides to keep the quadrants in gear with the worms. Instead of four
quadrants and that number of worms, I may use two toothed fixed (i.e., not
hinged) semi-circles, and four worms cut upon sleeves, which latter are adapted to
be moved in and out of operative position as the exigencies of the tipping-work
may require.
Instead of the link-and-screw gears described above, I may use cylinders and
rams to be operated by fluid pressure of any suitable kind from any suitable point.
The sides of the truck are hinged from frames standing upon the outer edges of
the leaves, and suitable automatic or other type of detents are supplied for
alternately holding and freeing the sides.
This system of floor and means of operating it all as above described may be
adapted for use with covered cars for carrying grain, coal, or other loose material
required to be protected from the weather."
In adapting my invention to waggons for the carriage of grain and other loose
stuff, I may modify it as follows. I slope the bottom of the waggon from the sides
towards the centre, and pivot the leaves either to the bottom edges of the respective
slopes, or along the centre line of the waggon.
I wish to point out further, that instead of making the bottom of two principal
leaves pivotted along their centres or nearly on those lines, I may use four half
leaves each pivotted along their edges. All the leaves would be operated by any
of the types of mechanism above described and on the principles hereinbefore set
forth.
Moreover, any or all of the mechanisms hereinbefore described as for the purpose
of tipping the leaves of the waggon may be applied to a waggon adapted to be
tipped bodily. Such a waggon will have an undivided bottom incapable of motion
independently of the sides and ends. The body of the waggon will be suspended
from or mounted upon suitable pivots. The tipping mechanism will be upon the
waggon-frame which will, or may, be modified for the purpose of providing efficient
independent bases of operation. The points of attachment to the waggon-body
will be along lines right and left of, or on either side only of, the pivotal line.
Dated this 20th day of November 1890.

page_text: COMPLETE SPECIFICATION.
Improvements in Tip Waggons.
I, GEORGE ANDERSON, M. Inst. C.E., of Madras in the Empire of India,
District Engineer to the District Board of Malabar, 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 :-
My invention relates to improvements in the construction of, and means for
operating tip-waggons; and is particularly applicable to tip-waggons adapted for
use in the construction of the road-bed of any road or railway, as well as to waggons
for coal, ore, and other similar loose material which requires to be carried, or
handled, in the way of transit, or delivery, under any conditions.
Tip-waggons as hitherto used in the construction and ballasting of common and
railroads, have been generally made so as to tip only to one or both sides, or along
the centre line of the road-bed. This method of tipping has consequently entailed
a considerable outlay both in time and money for the subsequent distribution of,
perhaps, the major portion of the ballast by manual labour over the particular parts
of the road-bed where it was wanted.
Now, and in consequence of the present invention, it is placed within the power
of the foreman of the job, to tip the ballast to either or both sides, or down the
centre line, or in any one or more of the said three directions, as the condition of
the work at any given point or time may demand, by changing the levels of the
waggon-bottom, which, for that purpose is made in two principal leaves, with which
may be combined a corresponding number of subsidiary leaves.
Moreover, whereas it has been the practice to tip each waggon individually and
by hand, my invention provides for all the waggons to be tipped, simultaneously,
by gearing driven from the locomotive, or some special motor, whether the waggons
are on the straight, or on a curve; and, in consequence of a prior adjustment
of the tipping mechanism of each waggon, each in the desired direction or
directions.
Further, any or all of the tipping mechanisms described or illustrated in this
Specification may be applied to a waggon adapted to be tipped bodily.
In order that my invention, and the means by which it is to be carried into
practical effect, may be thoroughly understood, I will now describe it and them in
detail, referring in so doing to the accompanying figures which are to be taken as
part of this Specification and read therewith.
Like parts are marked throughout the figures with the same reference letter.
Fig. I is a transverse sectional elevation of a three-direction four-leaf tip-waggon
shown closed and set to tip along the centre and both sides simultaneously. The
subsidiary leaves are shown as held in the same plancs as their respective
principals.
Fig. 2 is a detail of the automatic waggon-side catch.
Fig. 3 is a transverse sectional elevation of a three-direction two-leaf tip-waggon
shown as closed and set to tip along the centre only.
Fig. 4 is a transverse sectional elevation of a three-direction four-leaf tip-
waggon shown as closed, and set to tip along the centre and both sides,
simultaneously.
Fig. 5 is a transverse sectional clevation of a three-direction four-leaf tip-
waggon shown as set to and tipping along the centre only.
Fig. 6 is a plan of a four-leaf tip-waggon.
Fig. 7 is a side elevation corresponding with Fig. 6, but having a longitudinal
tipping-mechanism actuating-shaft dotted in.
Fig. 8 is a transverse elevation of a three-direction two-leaf tip-waggon shown by
the full lines as set and tipping to the right, and by the dotted lines, as set to and
tipping along the left side.

page_text: Date of Application, 20th Nov., 1890
Complete Specification Left, 21st May, 1891-Accepted, 22nd Aug., 1891
PROVISIONAL SPECIFICATION.
Improvements in Tip-waggons.
I, GEORGE ANDERSON, M. Inst. C.E., of Madras, in the Empire of India,
District Engineer to the District Board of Malabar, do hereby declare the nature
of this invention to be as follows:-
My invention relates to improvements in the construction of, and means for
operating, tip waggons, and is particularly applicable to tip-waggons adapted for
use in the construction of the road-bed of any road or railway, as well as to
waggons for coal, ore, and other similar loose material to be carried or handled
under any conditions.
Tip-waggons as hitherto used in the construction and ballasting of common roads
and railways have been generally made so as to tip only to one or both sides, or
only along the centre line of the road-bed. This method of tipping has conse-
quently entailed a considerable outlay both in time and money for the subsequent
distribution of, perhaps, the major portion of the ballast by manual labour over the
particular parts of the road-bed where it has been wanted.
Now, according to the present invention, it is placed within the power of the
foreinan of the job to tip the ballast to either or both sides, or down the centre
line, or in any one or more of the said three directions, as the condition of the work
at any given point or time may demand, by changing the levels of the waggon-
bottom which, for that purpose is made in two principal leaves.
Moreover, whereas it has been the practice to tip each waggon separately by
land, my invention provides for all the waggons to be tipped simultaneously by
gearing driven from the locomotive, or some special motor, whether the trucks are
on the straight, or on a curve, and, by a prior adjustment of the tipping mechanism
of carh waggon, each in the desired direction or directions.
The following description of the various ways in which my invention is carried
into effect is equally applicable to waggons for carrying all kinds of loose stuff.
Its operation is described with reference to ballast waggons.
In carrying it into effect, I make the bottom of a waggon in two leaves meeting
along the longitudinal centre line of the waggon. Each leaf is pivotted
longitudinally upon pivots carried by the frame of the waggon and supported in
suitable bearings.
For the purpose of increasing the tip-delivery along the centre, and also to
release the pressure in a downward direction through the central gap, which
pressure is exerted upon the upper strata of the load by the inwardly moving outer
halves of the principal leaves, otherwise the compression might arrest the motion
of the leaves, each leaf may have its edge adjacent to the other one formed as a
subsidiary leaf hinged to its principal. Suitable devices are provided for the
purpose of holding the subsidiary leaves to the principal ones, and proper apparatus
is fitted to each truck by means of which the subsidiary leaves may be kept in the
planes of the respective principal leaves, released and returned to the said planes
as the exigencies of the tipping may require. For instance, if it be desired to tip
to both sides and along the centre, or only along the centre of the road-bed, the
subsidiary leaves would be released so as to make a wide central gap or tipping
slot, and as the principal leaves were returned, their subsidiary leaves would
engage with, or be engaged by, the above mentioned proper apparatus, so as to
be returned to the same planes. I provide a suitable number of transverse
shafts. These shafts rotate only in their bearings-they do not travel either to or

page_text: fro. Each shaft has two pairs of right and left hand screws or worms, those of
one pair being outside the central pair, or, in other words, the four threads are
placed alternately. Each screw is provided with a travelling nut; and to each
nut a link is connected by an eye-and-pin or equivalent disengageable device.
The function of each nut is to pull down one half of the lenf to which it is con-
nected by its link, through an arc proportionate to the travel of the nut, (or it
may be to push the leaf up according to the hand of the screw).
On each leaf I fix a pair of coupling devices, e.g., eyes, one on one side and one
on the other of the pivotal line. The outer ends of the links are made so that
they can be easily connected to or disengaged from the coupling devices, as by such
eye-and-pin devices as mentioned above.
The motion of the transverse screws is regular in one direction for tipping, and
in the opposite for closing the floor of the waggon; and this motion may be
imparted by hand through winch handles or hand wheels directly or through mitre
gearing; or (what is preferable) through a rope-and-pulley gear common to all the
waggons of the train. For the latter method of working the tipping screws all
the latter are prolonged beyond the waggon frame for a suitable length and pro-
vided with whipping pulleys. A rope from a winding drum is taken a few turns
round each pulley so as to give it bite, and then returned to the drum. It is to be
noted that prefer that a rope should be used, because its pliability allows of the
power of the drum to be applied from waggon to waggon without any semi-rigid
gearing such as metal rods engaging by means of mitre gears or universal joints of
any type, although the latter type of gearing may be employed.
The links above mentioned may be permanently connected to either the nuts, or
to the coupling devices. Whichever arrangement be adopted, it will, of course, be
necessary to provide suitable devices for keeping the links not in use out of the
way of the then operative parts of the tipping mechanism.
The three junctions of the screws or worns on the transverse shaft are
vertically under the junction line of the two leaves and their pivotal lines
respectively.
A waggon constructed as above described is, according to the requisitions of
varying circumstances, tipped as follows. It is to be understood that, for the
purpose of this Specification, the links are supposed to be permanently connected
to their respective travelling nuts, and that all the screws, nuts, and links of the
train are treated in the same way.
(a). WHEN THE BALLAST IS TO BE TIPPED TO BOTH SIDES AND ALONG
THE CENTRE OF THE ROAD-BED.
The outer coupling devices are, respectively, linked to the inner nuts, the links
then crossing the pivotal lines of the respective leaves, and motion is then given to
the transverse screw according to the pitch of the threads thereon. The inner
threads being differentiated, i.e., one right-handed and the other left, both meeting
under the central line of the waggon-bottom, and their travelling nuts being then
at the outer ends of the screws, it follows that the said muts will be drawn together
and the leaves tipped towards the waggon side. At the same tinie that the leaves
are being tipped sidewise and outwards, their inner edges will be moved away from
each other, and a central gap or tipping slot, of a constantly increasing width, be
formed over the centre line of the road bed.
(b). WHEN THE BALLAST IS TO BE TIPPED ALONG THE CENTRE OF THE
ROAD-BED.
The inner coupling devices are, respectively, connected to the outer nuts, which
latter are then close up to the outer thread-junctions, and motion is then given to
the screw.
Both leaves will then be tipped towards the centre forming a tipping
slot or mouth of a constantly increasing width.

page_text: Fig. 10 is a detail side elevation.
Fig. 11 is a detail transverse elevation partly in section.
Fig. 12 is a detail side elevation.
Fig. 13 is a detail transverse elevation.
Fig. 14 is a transverse sectional elevation of a three-direction two-leaf tip-
waggon shown by the full lines as closed and set to tip along the bottom, and by
the dotted lines as so tipping.
Fig. 15 is a side elevation corresponding with Fig. 14, the outside links being
connected to the rams.
Fig. 16 is a transverse sectional elevation of a hopper-side flat-bottom single-
direction two-lenf waggon shown by the full lines as closed and set to tip along the
centre, and by the dotted lines as so tipping.
Fig. 17 is a transverse sectional clevation of a hopper-bottom three-direction
four-leaf waggon.
Fig. 17 is a transverse sectional elevation of a modification of the leaf-action
and tipping apparatus illustrated in Fig. 17.
Fig. 17 is a part side elevation corresponding with Fig. 174 and, further,
illustrates the construction of the modification to which the said Fig. 17 refers.
Fig. 18 is a transverse sectional elevation of a hopper-bottom single-direction
two-leaf waggon shown by the full lines as set to and tipping along the centre only.
The dotted lines shew the bottom closed.
Fig. 19 is a transverse elevation partly in section illustrating the application of
my invention to a waggon to be tipped bodily, i.e., through either side only.
Fig. 20 is a transverse sectional clevation of a modification of the three-direction
four-leaf tip-waggon illustrated in Fig. 1. It is shown closed and set to tip along
the centre. The subsidiary leaves are shown as held in the same planes as their
respective principals.
Fig. 21 is a side elevation corresponding therewith.
Fig. 22 is a detail part plan of the waggon bottom.
The combination of principal and subsidiary leaves of my invention is illustrated
in Figs. 1, 4, 5, 6 and 22.
Various types of the duplex right- and left-handed screw-nut-and-link tipping-
mechanism of my invention are illustrated in Figs. 1, 3, 4, 5, 6, 7, 8, 16, 17, 17ª, 17B,
18, 20 and 21.
Means for operating the tipping-mechanism by hand are shewn in Figs. 1, 3, 4,
5, 8, 10, 11, and 18.
The worm-and-worm-wheel gear for operating the tipping mechanism by hand is
shewn in Figs. 7 and 16 and 17.
The rope-and-pulley gear common to all the waggons of the train for operating
their respective tipping-mechanisms simultaneously is illustrated in Figs. 1, 4, 5, 6,
7, 9, 11, 12, 13, 20 and 21.
The screwed sleeve-and-duplex-quadrant tipping-mechanism of my invention is
illustrated in Figs. 9 (left half), 10 and 11.
The screwed sleeve and toothed semi-circle tipping-mechanism of my invention is
illustrated in Figs. 9 (right balf), 12 and 13.
The ram tipping-mechanism of my invention is illustrated in Figs. 14 and 15.
The method of applying my invention to tipping a car bodily, as well as of
adapting the links to push instead of to pull, and also a variant position for the
rope and pulley gear, are illustrated in Fig. 19. The said variant position is also
illustrated in Fig. 1.
Figs. 3, 4, 5, 6, 7, 8, 9, 14, 15, 16, 17, 18, 20 and 21 are drawn to the same scale,
viz. inch to the foot.
Figs. 1, 2, 17ª, 17, and 19 are drawn to a double scale, viz. :-1 inch to

page_text: Figs. 10, 11, 12, and 13 are drawn to a quadruple scale, viz.:-2 inches to
the foot.
The figures illustrate my invention as in use on an ordinary railroad. A is the
road-bed; B, the permanent way; and C, C, the two bogies upon which a tip-
waggon body constructed according to my invention, is carried.
The under frame of a waggon consists of a pair of side beams D, D, and cross
beams E, E.
F, F, are two pairs of girders fast upon the cross beams E. E. G, G, are pairs
of pillow blocks standing thereupon, and in the tops of which are formed the hearings
for the axes g, g, of the leaves of the waggon-bottom. In the hopper-bottom 1
trucks illustrated in Figs. 16 and 18, both girders and pillow blocks may be
dispensed with, and the bearings for the axes of the leaves be fixed to the bottom
Referring to Figs. 1, 4, 5 and 6, H, H are the two principal leaves, having their
axes g, g, in the bearings in the tops of the pillow-blocks G, Cr, already described.
h, are the subsidiary leaves, respectively hinged at i, i along and to the adjacent
edges of the principal leaves H, H. The two principal leaves with their subsidiary
leaves form the bottom of the waggon.
jjare bolts fixed under the principal leaves respectively. They are provided
for the purpose of holding the subsidiary leaves h, in the same planes as their
respective principal leaves, as well as of releasing them when it is desired that they
should be free to turn upon their hinges i, i.
j, j are the bolt sockets fixed on the undersides of the respective subsidiary
leaves.
K, K are transverse and horizontal rods, one at each end of the waggon,
adapted to be turned in suitable bearings by means of either of two winch
handles k, k., are four raising plates, one for each subsidiary leaf. They are
fast upon the rods K, K, a pair upon cach, immediately under the subsidiary leaves,
respectively, and are shown in Fig. 1 as hanging in their inoperative position.
They are provided for the purpose of returning the subsidiary leaves to the planes
of their respective main leaves, which they will do as the waggon-bottom comes
back to its closed position, if they have been previously turned up through a
quarter of a circle into the horizontal plane. A ratchet-and-pawl device k is
provided near each winch-handle for the purpose of holding the plates k³, k³ in the
said plane.
If the principal leaves and the subsidiary leaves are to be tipped upwards from
the centre line of the waggon, as in Fig. 1, the bolt is locked, if desired, main-
taining the subsidiary leaf in the plane of the main leaf, but if it is desired to
increase the central opening 4, the bolt j is withdrawn, and the subsidiary leaf
released, as in Fig. 4.
The bolts j, transverse bars K, winch handle k, raising plates ³, and ratchet and
pawl devices constitute proper apparatus for holding the subsidiary leaves in the
same planes as their respective principals, releasing them therefrom, and returning
them thereto, respectively, but any suitable equivalents may be adopted.
The special objects and functions of the subsidiary leaves h are, (a) to prevent
the two principals from jamming against each other when they are to be tipped
towards the centre of the road-bed, and, (b) to increase the tip delivery along the
centre line.
(a). With reference to the prevention of the two principal leaves H jamming
against each other, it will be observed that, as they travel at an equal rate and
their axes y are in a plane beneath them, they would jam against each other as soon
as it should be attempted to tip them downwards to the centre of the road. So,
the subsidiary leaves h are provided. They swing downwards away from each

page_text: other, so that the front edges of the said principals can move without impeding
each other.
The jamming above referred to may also be prevented by providing for one
principal leaf being moved faster than the other. This differentiation in rate of
motion would be accomplished by making one portion of the threads on the
transverse shaft, of a quicker pitch than the other. A third method, characterised
by the absence of the subsidiary leaves, is illustrated in Fig. 3, where the principals
are not too wide to move without jamming, the necessary central space being made
up by the base of a, preferably, longitudinal beam ³.
(6). With reference to increasing the tip-delivery along the centre line, it must
be borne in mind that when a waggon is to be tipped along the centre of the road-
bed, as illustrated in Fig. 5, the upper portions of the load will be compressed
between the approaching waggon-sides and principal leaves H, and that such
compression will, so far as it exists, tend to directly retard the process of tipping.
But inasmuch as, according to my invention, the area of the central gap 7 is, by the
drop of the subsidiary leaves under the operation of the bars q' being regularly
widened, it follows that any such compression as that above mentioned will be
prevented from establishing itself.
Referring to Figs. 17, 174, and 17, z, are pairs of transverse beams. These
are pivotted in the same plane as are the leaves H, H, but clear right and left of
them. The length of each beam is equivalent to the widths of two leaves.
The links 7, 9 (or their equivalents, the toothed quadrants or semi-circles
illustrated in Figs. 9 to 13 and described therewith) are connected to the said
leaves in the manner and for the purpose hereinafter specified. Holding
devices, of any suitable type, are provided for the purpose of connecting the
beams to their respective leaves for the purpose of imparting the motion of the
leaves to the beams. For instance, if the outer or inner leaves are to be, relatively,
tipped up and down into the same inclined plane, then will the connections between
the leaves, links, and travelling nuts, be arranged and provided for on the principles
and according to the method already specified, and illustrated. The frames of the
truck-sides are carried upon the outer extremities of the beams, 2, so the carrying
capacity of the waggon will not be diminished by the swing of the waggon-sides
towards the centre line. The sides M. may be fixed as in Fig. 17 or hinged so as
to swing as in Figs. 17 and 17" as may be preferred.
It is evident that when the two pairs of leaves H, H, are tipped up into planes
converging in a line beneath the centre line of the waggon, some provision must be
made for the prevention of the formation of longitudinal spaces between the
waggon-sides and the rising, or raised, edges of the outer leaves H, H. Accordingly,
1 provide for this prevention the following way.
A. horizontal flap w' is hinged; or applied in any suitable way; to and along the
inner face of each waggon-side. It is of such a width as suffices to make up the
distance from the waggon-side to the adjacent edge of the relative flap and to
overlap the same.
It is evident that when the leaves H, H, are both tipped downwards as illustrated
in Fig. 17, there will be produced a gap just above the line which passes through
all the axes y excepting only where are the operative parts of the pivots. It,
therefore, becomes necessary to make a practical provision for the automatic closure
of the said gap under all the circumstances under which it will be produced.
Such provision is illustrated in Fig. 174 which shews two devices either of which
will meet the requirements of my invention.
Referring to the device illustrated on the left hand side of the figure, a is a
curved plate. The arc is struck from the centre g about which the leaves H, H,
swing, and the radius of the plate is such that its periphery is always in contact
with the opposite faces of the leaves H, H. The plate is illustrated as fixed to
one of the leaves H, but it may be supported in its operative position by any
convenient means.

page_text: The device illustrated in the right hand half of the said figure differs from the
one last described, to the extent of its being a flat plate 10 hinged to one of the
leaves and lying upon the other. Either of the devices just described is capable of
modification and my invention includes any such modification, the essence of the
device now under specification being that it should automatically effect the closure
of the gap between the leaves H, H, of a pair, under any circumstances.
Referring to Figs. 20 21 and 22 the modification in respect of the bottom of the
truck consists in making the subsidiary leaves shorter than their principals H. at
cach end, and continuing the ends of the principals outside of the ends of
the subsidiary leaves, so that they meet in the centre line of the truck. The con-
sequent modifications of the tipping mechanism are described in detail in Sections 3
and 6

page_text: (a). WHEN THE BALLAST IS TO BE TIPPED TO BOTH SIDES AND ALONG
Soc Fig. 1.
THE CENTRE OF THE ROAD B.ED.
The outer coupling devices are, respectively, linked by the links 7, 73 to the
inner nuts p, p, the said links then crossing the pivot-lines of the respective
principal leaves H, H; and motion is then given to the transverse shaft N according
to the operative directions of the respective pitches of the threads o, o', o² and o
thereon. The inner threads o', o' being differentiated, i.e., one right handed and
= the
the other left, both meeting under the central line of the waggon bottom,
central line of the tipping space l, and their travelling nuts p', p being then at the
outer ends of the threads, it follows, that the said respective nuts p', p² will be
drawn together and the leaves HH tipped towards the waggon-sides. At the same
time that the leaves are being tipped sideways and outwards, their inner edges
will be moved away from each other and a central gap or tipping slot, of a
constantly increasing width, be formed over the centre line of the road-bed, the
subsidiary leaves being controlled in respect of their tipping function by the control
exerted upon them by the bolts j.
גז

page_text: 4. TOOTHED QUADRANT TIPPING MECHANISM.
Referring to Figs. 9 (left hand), 10 and 11, the transverse shaft N is fitted with
two worms n³, n³, of opposite hands, each one fast upon the shaft in the respective
positions illustrated, i.e., one in gear with one quadrant t, and the other quadrant t¹
out of gear with its worm.
This quadrant mechanism is applicable only to a two-principal-leaf construction
of waggon-bottom, inasmuch as it does not afford means for moving a principal and
subsidiary leaf at a time.
It should be borne in mind that, inasmuch as the motion of the toothed edge of
the quadrant is one through an arc of a circle, the respective worm must be, or at
any rate is preferably, made non-parallel, that is to say, from the axis of the leaf
as a centre; the pitch lines of the teeth on the quadrants t, t, and the threads on
the worms n', n³ are therefore portions of two concentric arcs.
It will be noted that each principal leaf H. is provided with a pair of quadrants
and two worms. I prefer to use a pair of quadrants, each one provided with a stop t²,
so that the maximum distance through which each quadrant can tip its leaf is only
through an arc of 90°. The quadrants are pivotted to the leaf H at equal distances
from its axis g., are two pairs of holding links, each of which is used for
holding its respective quadrant in the vertical and its operative plane.
Provision is made for holding the non-operative quadrant out of work by hooks t
pendant from the pillow-block and adapted for that purpose.

page_text: Each shaft N may be rotated per se through a hand wheel U fast upon the outer
end of the shaft. For the purpose of providing access to the shaft actuating
mechanism from either side of the train I may fix a hand wheel on each end of the
shaft. The hand-wheel-and-pulley gear may be amalgamated as shewn in some
of the figures. A further modification of the shaft-actuating-mechanism is
illustrated in Figs. 16 and 17. This modification consists of a longitudinal shaft
and worn-gear and worm-wheel r, the latter on the transverse shaft. This gear
is particularly applicable for actuating the tipping mechanism of a multiple
transverse screw waggon.
Now my invention goes beyond the above mentioned per se actuation of the
shafts, to the extent of providing for all the shafts of the waggons constituting the
train being worked together. For this purpose I fit a plain or grooved pulley u
upon an extension of each shaft. A rope worked from the engine of the train,
or any other suitable motor, is led round all the pulleys so that they shall all be
worked together. The pulley u is not necessarily upon an extension of the shaft,
but may be keyed upon the centre of the shaft, as illustrated in Figs. 1 and 19.
It may sometimes be necessary to tip a single waggon of a loaded train inde-
pendently of the others. For this purpose I provide a worm a upon a shaft
adapted to be rotated by a hand-wheel U. The worm gears into a wheel a on
(preferably) the back of the pulley-see Figs. 1 and 7.
The modification illustrated in Figs. 20 and 21 shews the rope pulley u³ keyed
upon the centre of the shaft which carries a worm-wheel upon its outer end. The
wheel gears with a worm upon a shaft, the motion of which is imparted to
the transverse screw shafts through worm and worm-wheel gears, z. Or, two sets
of the screw and link or the quadrant or semi-circular tipping devices described in
sections 3, 4, 5 and 6, or the ram worked by any kind of fluid-pressure-tipping
gearing described in section 7, may be adopted at the ends of the waggon as shown
in Fig. 21.
Motion may be imparted to all of these devices through a vertical rod fixed at
the ends of the platforms and connected by means of spur-wheel or screw-and-worm
gearing with the shafts or a shewn in Figs. 7 and 21 and operated by hand or
other suitable power.

page_text: 7. RAM APPARATUS TIPPING GEAR.
This is illustrated in Figs. 14 and 15. v, are the pneumatic cylinders; v³, ², the
rams, their supply pipes independent of each other; and , o, their cross-
heads. The dotted lines show the position of the leaves at the end of the tip. The
leaves F, F, it will be noticed are not fitted with subsidiary leaves h, neither are
they separated by a fixed bar, so that the special method already described must
be adopted to prevent them jamming. One ram is put into action before its fellow,
or if they are started together, one may be made to travel faster than the other.
As many pairs of rams may be used as may be necessary.
With reference to Fig. 19, it is to be noted that it illustrates the application of
my invention to the tipping of a waggon bodily, by the application of a modified
screw-nut-and-link gear. As there are no leaves in the waggon-bottom, there is
only one axis (which is a central one), one pair of screws (which are at the
respective onter ends of the transverse shaft), one pair of travelling nuts, and one
pair of links.
I wish it to be distinctly understood that my invention does not in any respect
confine me as to the number of sets of tip incchanisms, of any of the types herein-
before described, to one waggon; and that they may be operated by any agencies
hereinbefore described and illustrated; and with reference to the worm-wheel-and-
gear mechanisms, they may be operated through vertical rods and suitable
connecting gears, which vertical rods themselves would be driven through a suitable
agency extending along the tops of the waggons, or by hand power on cach
waggon.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is,
1. The combination of two horizontal leaves adapted to together form the bottom
of the waggon, each pivotted upon a more or less central axis, one or more transverse
shafts carrying four differentially handed screws, four respectively formed travelling
nuts and links adapted to effect changeable and operative connections between said
screws (through their nuts) and the respectively desiderated leaves as set forth
with reference to the accompanying drawings.
2. The combination of two horizontal leaves adapted to together form the bottom
of the waggon each pivotted upon a more or less central axis one or more transverse
shafts carrying four differentially handed screws, four respectively formed travelling
nuts and links adapted to effect changeable and operative connections between said
screws (through their nuts) the respectively desiderated leaves and waggon sides,
the latter adapted by being pivotted along lines in their tops to be swung outwards
during the act of tipping by the pressure of the load against the retaining power of
automatic operating devices as set forth.
3. The combination in a tip-waggon bottom, of four leaves two principal and
two subsidiary, the latter respectively pivotted along the adjacent edges of the
former and screw nut and link devices, by which the said leaves can be tipped right
or left below the horizontal axes of the leaves as set forth.
4. The combination in respect of a tip-waggon bottom, of four leaves-two
principal and two subsidiary-and bolting devices adapted to hold each subsidiary
leaf in the same plane as its principal one or to release it therefrom, as
set forth.
5. The combination in respect of a tip-waggon bottom, of four leaves-two
principal and two subsidiary-bolting devices adapted to hold each subsidiary leaf
in the same plane as its principal one, or to release it therefrom, and raising plates
adapted to be operated from the side of the waggon as set forth.

page_text: 6. The combination of pivotted principal leaf, a pair of toothed quadrants aud
worms on the transverse shaft, as set forth.
7. The combination of pivotted principal leaf a pair of toothed semi-circles and
worms on the transverse shaft, as set forth.
8. The combination with a transverse shaft of hand wheel or screw-and-worm
gear by which the operative screws on the said shaft can be rotated in either
direction, as set forth.
9. The combination of transverse tipping-screws, travelling nut-and-link gear
and rope pulley with the like upon cach tip waggon of a train, and an endless
driving cord, adapted to be driven from any source, passing round all the pulleys
of the train, as set forth.
10. The combination in a tip-waggon, of sides adapted to swing outwards, when
it is tipped, against the pressure of the load, bottom consisting of four leaves-two
principal and two subsidiary-centrally pivotted, pair of rams, and links connecting
the respective edges of each link to the cross-head of the respective ram as set
forth.
11. The combination of screw tipping gear, pivotted leaves and hopper sides
and bottom with a pair of rams, as set forth with reference to Figs. 16, 17 and 18.
12. The combination of screw tipping gear, pivotted leaves and hopper bottom,
as set forth with reference to Figs. 16, 17 or 18.
13. The combination of a tip-waggon having sides adapted to swing outwards,
when it is tipped, against the pressure of the load, with any of the tipping gears
hereinbefore described and illustrated, as set forth.
Dated him 51-4 dan
1001
PHILLIPS & LEIGH,
22, Southampton Buildings, Chancery Lane, W.C.,
Agents for the Applicant.