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1981

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'--Ti

WAS ELL'S

RAIL TRUSSES

»"OH

BRIDGES AND ROOFS

ANJ>

IMPROVED TRUSSED GIRDER BRIDGE.

LONDON, ONTARIO, CANADA

1875.

m mMKUtmuum t m i n iiii w i n —

%-c

\\askli;s Kail Tkm' ssi

1'.iI('IiI(mI !)'"l'rl)>' In'):).

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"cr

"Bsr

o IS

^-j ^^

Elevation. I'i^.l

i' [:>L

Half Plan or Lower Chord. '^v<£ Half Plan ofUpper Cho

Elevation. Fic». -.

Elevation. Fi6 'V

iMruovKD Tki;sski)

Patented \S^ Oct^

Elevation of Side

. TlxM'SSMS

A)> In}.').

.F Plan orLlppER Chord.

\iiii-

KiC». -

End

B Lower Otorrf.

C fhs'/ or Jirffrf

D 7h roff.

E Cfhs'/hff/.

r ifou. '

C Shoe.

H hWt jainf.

TkITSSKI) HlHDKR BhIDGIv

■M- --■■Hi- -

Hi f nil .
Elevation of Side Truss. Fi^. 4.

\Vaskli:s

r. I lent

^ WASELL'S

RAIL TRUSSES

BRIDGES AND ROOFS

IMPROVED TRUSSED GIRDER BRIDGE.

LONDON, ONTAEtO, CANADA

1875.

WASELL'S RAIL TRUSSES

■♦-*-

LONDON, ONTARIO, CANADA.

Gentlemen :

I have the honour to bring to yom notice my " Rail Trusses " for
Bridges and Roofs, patented for the Dominion of Canada, 9th
February, 1875.

It haa long been considered desirable that our railway and road
bridges should be built of iron instead of wood, but the item of first
cost has prevented the adoption of iron to any large extent in their
construction. 'V[y " Rail Trusses," julapted to bridges, puts within
our reach the meaur. whereby iron bridges can be built as cheaplj as
wooden ones ; and in the neighbourhood of railways, where olu rails
can be conveniently got, the cost Avill lie less. When the durability
is considered, these * Rail Trusses " must commend themselves to all
railway, i-oad and munici|)jil corjwration.t who may need to build new
bridges or restore the old ones.

The Committee of Investigation of the G. W. Ry. of Canada, in
1874, reports that there are '* 18,000 tons of old rails lying rusting
alongside their track," (pp. 7 and 25 of Report,) and judging that
other railways are similarly situated in this respect, I would draw
your attention to the immense amount of material, otherwise almost
useless, that is now available for yom use ; and that as long as railfl
are subject to be worn out by the locomotive the supply will
continue.

I would also draw your attention to n bridge of a very superior
d««cription, my "Improved Trussed Girder Bridge," patented 15th
October, 1874, and illustrated by figure 4 of accompanying drawings.

Greneral descriptions and drawings are herewith attached, so t' ,at
engineers of railways, counties, a)\d the different municipalities, and
all mechanics may erect my " Rail Trusses," at pleasure, by first pur-
chasing the right to do so from ire.

Detailed descriptions, plans, working drawings, <fec., with the strains
marked upon the various members of any of these Trupses, adapted
to bridges of any span, can be got from me at very moderate charges.

As my object in designing those " Rail Trusses " has been to use
up a large quantity of otherwise nearly useless material, combined
'-^th the greatest simplicity of construction, putting within the reach
of all the means of erecting good, substantial iron bridges without
the aid of skilled labour where it is difficult to obtain. And believing
that the Dominion Government has granted these patents to me, as
much in the interests of the various classes concerned as for my own
benefit, I trust that any infringement of my patents will be reported
to me, and the party or parties so doing will receive one half of the
damages that may be recovered in an action at law f jr *he said
irfringement, up to the amount of t vo hundred dollars, as a reward
for their trouble.

I am, Gentlemen,

Yours very faithfully,

EDWARD WASELL.

WASELL'S RAIL TRUSSES.

PATENTED 9ih FEBRUARY, 1875.

DEScmi^Tioisr, &o

OBJECT OF THE INVENTION.

The object of the mv(jntion is to apply the common iron or steel
rails in use upon, and forming part of, the superstructure or tract of
railways, and also utilizing thft worn-out rails now lying rusting in
thousands of tons along the sides of railways, in such a manner that
strong, durable and efficient trusses for bridges and roofs may be
built therefrom.

RAILWAY A.ND ROAD BRIDGES.

When these Trusses are used for bridges, the iron work must be
so proportioned that the greatest rolling or travelling loads, in addi-
tion to the weight of the structures themselves, must not strain ;;he
iron rails more than 7,000 lbs., nor the steel raUs more than 10,000
lbs. of tensile or shearing strain. The bolts and tension roads may
be strained to 10,000 lbs. per square inch of teneile, and 7,500 lbs.
of shearing strain, and all compressive otrains must be in proportion
to the mtio of the length to diameter, or least radius of gyration,
as by Mr. Lewis Gordon's formula, deduced from Mr. Hodgkin-
son'8 experiments. (See pp. 237, 522 and 523, Rankine's Civil
Engineering.)

USE OF OLD BAILS.

All compression members, such as the upper chords or booms
posts and struts, may be built entirely of old rails; as, what is termed
the " crystallization of wrought iron," which goes on where iron is
subject to repeated vibrations or concussions, such as the rails under
the wheels of a locomotive, does not impair the resisting power of
the metal, in any great degree, to compression.

Where these Trusses are used for railway bridges, the lower chords
or booms ought always to be built of new iron or steel rails.

CASTINGS, &c.

The castings form an essential part of these " Rail Trusses." They
must be of such a shape as to give an even bearing to the posts,
struts and washei-s of the tie-rods, as well as to bind the different
raUs, forming the chords or booms together, both vertically and
transversely.

LENGTH OP SPAN, &o.

All bridges for railways, up to one hundred feet span, and for
public roads up to one hundred and fifty feet span, may have both
chords of iron or steel rails. For longer spans the lower chords
should be of die-forged links with pin connections, and the upper
chords and posts of steel rails.

lilESTLES. •

Where trestlework is used for carrying the railway across shallow
^ reams or low marshy ground, a foundation of hard burnt bricks or
stones will be necessary upon which to rest the cast iron shoes or
sockets into which the posts, formed of one or many rails, may fit,
which posts will form piers upon which to rest the Trusses carrying
the railway, dec.

BOOFS.

Where these " Rail Trusses " are used for roofs cf large freight
houses or bams, and similar buildings, a modification of the " King "
or " Queen Post Trusses " will be suitable, the tie-beam being com-
posed cf rails joined by the common fish joint, &c.

JOINTS.

The joints, especially those in the lower chords or booms, form a
very essential part of these " Rail Trusses." The necessary amount
of beariny area of the bolts upon the stems of the rails can ba
attained by rufficient length of fish-plate, so as <-o allow of the
necessary number of holes being drilled for a number of bolts whose
diameters multiplied by the thickness of the stem of the rail ehall
give, in the aggregate, sufficient beaxing area.

EDWARD WASELL, C. E.

LoKDOK, Ontario.

TABLE

Showing compa/rative cost of " WaseU's Bail Trusses," adapted to

Bridges for Railways and Roads, with equally strong wooden

''■ Howe Truss Bridges " of the same span.

The following estimate has been made at the undermentioned prices, including
both Labour and Materials, viz : New iron rails at $50 per ton, old
iron rails at $25 per ton, wrought iron for bolts and tension rods at
7 cents per lb., cast iron at 5 cent* per lb., timber at $30 per thousand
F. B. M., including erection, &c., complete.

FOR

RAILWAYS.

Spam.

KsTniATEU VOUT OF

Wasell's
Rail Trussed BRtDoes.

EsTiMATSD Cost
OF Equally Strong

Wooden
Howii Truss Bridges.

Remarki.

30 feet.

50 "

75 "

100 "

125 "

$ c.

310 00

650 00

1,320 00

2,410 00

3,950 00

$ c.

400 00

900 00

1,650 00

2,800 00

4,150 00

Maximum load not to strain
tension rods more than
10,000 lbs. per square iucli
of net section, nor iron
rails more than 7,000 lbs.
ditto.

FOR PUBLIC ROADS OF OOMMON TRAVEL.

Span.

Estimated Cost of

Wasell's

Kail Trussed Bridges.

Estimated Cost
of Equally Strong

Wooden
Howe Truss Bridges.

11 E M A R K S .

$ c.

30 feet.
60 "

280 00
550 00

350 00
800 00

Timber not to be strained
more than 800 lbs. per
pqunre. inch of net section.

75 "
100 "

1,050 00
1,800 00

1,300 00
2,200 00

All compression members
to be strained in propor-
tion to the ratio of the

126 "

2,500 00

3,000 00

length to diameter.

Note. —The prices at which the materials for the above estimate have been
taken are given to enable any one to compute the cost of these bridges in his
own locality, by ,idding or subtracting the p«r centage of difference.

IMPROVED

TRUSSED GIRDER BRIDGE.

PATENTED 15th OCTOBER, 1874.
By Edward Waseli-, C. B.

SEE ILLUSTRATION OF SIDE TRUSS IN FIG. 4.

FIGUBE OF THE BBIDGE, &c.

The figure of the bridge, as seen in elevation, is a combination of
the direct and invei-ted catenary, with a chord dividing the two arcs,
so that the horizontal thrust of one is equal to the horizontal tension
of the other.

IMFBOVEMENTS, &o.

1st. The combination of rectangular arched tubes, or trussed curved
ribs, with suspension chains.

2nd. The equilibrium of the forces or strains resulting from or
caused by the arches, chords and chains being hinged to a large
cylindrical pin, running through a truck upon rollers standing upon
either pier.

ABCHES.

The arches 'forming the upper chords of the bridge to be rectan-
gular in section, (the rectangular form being stronger than any other,
as shewn by Hodgkinson's and Fairbaim's experiments,) and built of
rolled platei ot rails, as bent girdan or curved ribs. The chords of

the curved ribs to be connected together by zigzag or triangulated
bracing, or by thin plates in the intervening space, and bolted or
rivetted together so that the whole frame of each arch shall act as
one piece, and possess sufficient stiffness in itself to enable it to main-
tain its form under a passing load.

CHAINS, CHOBDS, &o.

The chains forming the lower chords of the bridge to consist of flat
links connected together by the common eye-bar and pin-joints,
(wire cables may be used where convenient.) The chords dividing
the two arcs to possess sufficient strength and stiffness to enable them
to carry th& rolling load, and assist the chains in resisting the thrust
of the arches.

SHEABING FINS, TBUCKS, &o.

The arches, chains and chords to be hinged to a large cylindrical
pin running through eyes made in a truck upon rollers standing upon
either pier, so as to give flexibility to the bridge and evenly distii-
bute the strains and concussions arising from rolling loads or from
fluctuations in temperature, and also to cause either chord of the bent
girders or curved ribs to bear its due proportion of strain ; because
an arch with both cords of the rib resting against the truck would
probably receive the whole reaction of the chains through either rib,
and at the crown the horizontal strain might be borne by one rib
only. This arrangement completely eliminates all unequal or undue
■trains.

RAISING THE BBIDQE, &o.

After the chains are stretched across the river or chasm to be bridged
over — ^the piers having been first erected — ^they should be fixed in
position and temporarily anchored to the ground on either shore by
backstays. After the arches and other parts of the bridge are oom-
pleted, and the ohaiDB, arches and chorda properly secured to the pin

in the truck upon either pier, these false anchorages could be out
away, and the bridge would be completed.

ADVANTAGES, &o

The advantages of this bridge would be greatest where the ravine
or chasm to be bridged over was of great depth, or where the cur-
rent of the river was too rapid to admit of inexpensive false works
being erected.

This design is a modification and an improvement upon the Royal
Albert Bridge, built by Bminel across the Tamar, at Saltash, in Corn-
wall, England. It is confidently recommended to the attention of
engineers. Those who may have the time at their disposal to enter
into the calculation of the various strains that can come upon a
bridge, will find this design superior to any other. Bridges of long
span with parallel chords involve a very great waste of material. This
combination of a direct and inverted bowstring girder, will be equally
strong with about one half the amount of metal as any of the par-
allel chord systems of bridges, when the spans are equal.

EDWARD WASELL, C, E.