IMPROVEMENTS IN THE CONSTRUCTION OF INCLINED TRAMWAYS AND LIFTS, AND IN APPLIANCES CONNECTED THEREWITH
Year: 1881

page_text: LETTERS PATENT to Henry Percy Holt, of 15, Park Row, Leeds, in the
County of York, Civil Engineer, for an Invention of "IMPROVEMENTS IN
THE CONSTRUCTION OF INCLINED TRAMWAYS AND LIFTS, AND IN APPLIANCES
CONNECTED THEREWITH."
PROVISIONAL SPECIFICATION left by the said Henry Percy Holt at the
Office of the Commissioners of Patents on the 21st March 1881.
HENRY PERCY HOLT, of 15, Park Row, Leeds, in the County of York, Civil
Engineer. "IMPROVEMENTS IN THE CONSTRUCTION OF INCLINED TRAMWAYS AND
LIFTS, AND IN APPLIANCES CONNECTED THEREWITH.”
.
My Invention relates to inclined tramways or vertical lifts which are worked by
water counter-balance tanks fixed on the cars or cages, and consists in arranging
hydrants of large bore fitted with gear, so that the water is quickly admitted
automatically to the tanks on either car arriving at the proper position when
required under control of the conductor or brakesman; this may be effected by
inclined cams fixed on the cars which come in contact with rollers on the levers
which open the hydrant valves. The position of these rollers can be controlled by
the conductor or brakesman, so that they do not come in contact with. the cams,
The hydrant valve is usually arranged in an open vertical pipe, so that it may be
lifted out to be examined without breaking any joints. This pipe is also useful
as a stand pipe to pump into, so that the delivery can be seen. The hydrant is
fitted with a nozzle which is set automatically into position to deliver into either
tank as it arrives. I also arrange brake blocks opposite one another to grip the
rope wheel rim (which has a projecting flange) both internally and externally,
these blocks being fixed on hangers slung usually on the same fixed pin. The
brake hangers have screwed nuts fixed to each of them which form bearings for
a screw, which has preferentially threads of different pitch or right and left hand
working in each nut. This screw is provided at one end with a hand wheel, by
means of which the brake-blocks may be made to grip the brake wheel between
them or otherwise. The hand wheel may be fitted with a groove near or around
its circumference in which a cord is lapped, and conducted over a pulley, and
provided with a weight at the end of it to put on the brake automatically, and
counter-balance the weight of the brake-wheel. This arrangement permits the
brake wheel to be somewhat out of truth without materially varying the retarding

page_text: power of the blocks in any part of its revolution. Cavities may be made in the
blocks for the circulation of water where required. In some cases I provide a
double set of brake tackle in case one should get out of order. I prefer to carry
the brake wheel on a fixed stud, the end of which carries the wheel on an
adjustable cap or foot step.
To avoid standing long at the stations I prefer to have platforms at each end
of the cars, and the station platforms so arranged that the exit of passengers can
take place at one end of the car during the time that other passengers are entering
at the opposite end, separate inlet and outlet passages and turnstiles being provided.
Where double lines of rails are used, and the passengers pay fares only at one
station, a bridge over or passage under the line has to be used in order to bring the
incoming and outgoing passengers through turnstiles at one pay office.
To reduce the number of attendants required I provide shafts and levers to work
the station and car doors from one position.
In some places it is advisable to have only a single line of rails, in which case
I provide only one car with platforms at each end, which is counterbalanced by a
weight equal to that of the car and its full load, running on rails between the main
line or at a lower level between girders which carry the permanent way. This
weight is connected to the car by ropes running over a pulley at the top and
returning to the car. I provide a brake handle and shaft on each of these
platforms which operate blocks on wheels of one of the car axles, usually the
lower one on the incline, as the wheels on this can conveniently be made larger
than on the upper axle.
I generally provide rope grooves of suitable form at the back of the flange of
each of these wheels round which a "taut" wire rope is passed once, and the ends
anchored at the top and bottom of the incline.
In this arrangement the conductor rides on the car and has control over its
starting, running speed, and stopping, and also the admission to and outflow of
water from the counterbalance tank at the terminal or intermediate stations (for
which suitable levers, hydrants, valves, and shoots are provided), the supervision
of the entrance and exit of passengers, and taking fares.
Valves and levers are provided under control of the conductor so that water may
be lifted or lowered in the car tanks by the counterbalance weight from one station
to another, and left there for future use in order to economise pumping power and
reduce loss due to the application of brakes.
To facilitate the above double tanks are provided at each station, one arranged
at such a level that water can flow from it to the car tank, and the second so
that it can receive water from the same. The lower tank is provided with an
elevator worked by water pressure from the rising main to lift water from the
lower to the upper tank under control of a float worked by the water level in the
lower tank.
A rising main is provided to conduct the water from pumps fixed at the bottom
station to the high level tank at the top station with back clacks, branches, and
connections to the upper tanks at the bottom and intermediate stations. Valvos
having a discharged capacity greater than that of the rising main under the control
of floats so arranged in each tank that when the water falls below a given level
water is admitted from the rising main until the former level is restored, the back
clacks supporting the column in the main, so that the pumps have only to overcome
the resistance due to the height of the tank into which they are pumping for the
time being.
I provide a ram or piston working in a cylinder subjected to the pressure in the
rising main, so that when the pressure becomes excessive owing to the valves in
the tanks being closed, the pumps are thrown out of gear with the engine on any
of the valves reopening the pumps are again thrown into gear.

page_text: SPECIFICATION in pursuance of the conditions of the Lotters Patent filed
by the said Henry Percy Holt in the Great Seal Patent Office on the
21st September 1881.
HENRY PERCY HOLT, of 15, Park Row, Leeds, in the County of York, Civil
Engineer. "IMPROVEMENTS IN THE CONSTRUCTION OF INCLINED TRAMWAYS AND
LIFTS, AND IN APPLIANCES CONNECTED THEREWITH."
My Invention relates to inclined tramways or vertical lifts which are worked by
water counter-balance tanks fixed on the cars or cages, and consists in arranging
hydrants of large bore fitted with gear so that the water is quickly admitted
automatically to the tanks on either car, arriving at the proper position, when
required, under control of the conductor or brakesman, this may be effected by
inclined cams fixed on the cars which come in contact with rollers on the levers
which open the hydrant valves. The position of these rollers can be controlled by
the conductor or brakesman so that they do not come in contact with the cams on
the cars or cages. The hydrant valve is usually arranged in an open vertical pipe
so that it may be lifted out to be examined without breaking any joints. This
pipe is also useful as a stand pipe to pump into so that the delivery can be seen.
The hydrant is fitted with a nozzle which is set automatically into position to
deliver into the tank of either car as it arrives at the station, I also arrange brake
blocks opposite one another to grip the rope wheel rim (which has a projecting
flange) both internally and externally; these blocks being fixed on hangers slung
usually on the same fixed pin. The brake hangers have screwed nuts fixed to each
of them which form bearings for a screw, which has preferentially threads of
different pitch or right and left hand working in each nut, this screw is provided
at one end with a hand wheel, by means of which the brake blocks may be made
to grip the brake wheel between them or otherwise. The hand wheel may be
fitted with a groove near or around its circumference, in which a cord is lapped
and conducted over a pulley, and provided with a weight at the end of it to put
on the brake automatically and counter-balance the weight of the brake wheel.
This arrangement permits the brake wheel to be somewhat out of truth without
materially varying the retarding power of the blocks in any part of its revolution;
cavities may be made in the blocks for the circulation of water whero required.
In some cases I provide a double set of brake tackle in case one should get out of
order. I prefer to carry the brake wheel on a fixed stud, the end of which carries
the wheel on an adjustable cap or foot step. To avoid standing long at the stations
I prefer to have platforms at each end of the cars, and the station platforms so
arranged that the exit of passengers can take place at one end of the car during
the time that other passengers are entering at the opposite end; separate inlet and
outlet passages and turnstiles being provided.
Where double lines of rails are used and the passengers pay fares only at one
station, a bridge over or passage under the line has to be used in order to bring
the incoming and outgoing passengers through turnstiles at one pay office.
To reduce the number of attendants required, I provide shafts and levers to work
the station and car doors from one position.
In some places it is advisable to have only a single line of rails, in which case I
provide only one car with platforms at each end, which is counterbalanced by a
weight greater than that of the car, and its full load running on rails between the
main line or at a lower level between girders which carry the permanent way. This
weight is connected to the car by ropes running over a pulley or pullies at the top
station, and returning to the car I provide a brake handle and shaft on each of
these platforms, which operate blocks on the wheels of one of the car axles or

page_text: drums mounted loose on the same, usually the lower one on the incline as the
wheels on this can conveniently be made larger than on the upper, axle. I
generally provide rope grooves of suitable form at the back of the flange of each of
these wheels or on the drums before named, round which a taut wire rope is passed
once, and the ends anchored at the top and bottom of the incline.
In this arrangement the conductor rides on the car and has control over its
starting, running, speed, and stopping, and also the admission to, and outflow of
water from the counterbalance tank at the terminal or intermediate stations, for
which suitable levers, hydrants, valves, and shoots.are provided the supervision of
the entrance and exit of passengers and taking fares.
Valves and levers are provided under control of the conductor so that water may
be lifted or lowered in the car tanks by the counterbalance weight from one station
to another, and left there for future use in order to economise pumping power and
reduce loss due to the application of brakes.
To facilitate the above, double tanks are provided at each station; one arranged
at such a level that water can flow from it to the car tank; and the second so that
it can receive water from the same. The lower tank is provided with an elevator
worked by water pressure from the rising main to lift water from the lower to the
upper tank under control of a float worked by the water level in the lower tank.
A rising main is provided to conduct the water from pumps fixed at the bottom
station, to the high level tank at the top station with back clacks, branches, and
connections to the upper tanks at the bottom and intermediate stations. Valves
having a discharge capacity greater than that of the rising main under the control
of floats, so arranged in each tank that when the water falls below a given level
water is admitted from the rising main until the former level is restored, the back
clacks supporting the column in the main, so that the pumps have only to over-
come the resistance due to the height of the tank into which they are pumping for
the time being.
I provide a ram or piston working in a cylinder subjected to the pressure in the
rising main, so that when the pressure becomes excessive, owing to the valves in
the tanks being closed, the pumps are thrown out of gear with the engine; on any
of the valves reopening the pumps are again thrown into gear.
It is obvious that the anchored ropes and which may be used in connection
with power on the car or cage in lieu of the balance tanks, as described.
The arrangements shewn on the Drawings refer to inclined tramways, but
the same are also applicable to vertical lifts or hoists substantially in the same

page_text: the receiving trough for water d³ and the counter balance water tank ď³, which is
provided with outlet valve and lever d', d', and the road wheels are d³, d³.
e, e, e, e, are the balance supply, water main, stop valve, valve chamber, and stand
pipe and water trunk, which latter is provided with swing nozzle and balance lever
with rollers e¹, e¹. The hydrant valve is shewn at e³, and is provided with con-
necting rod es to levers e, e, et, and which in turn are furnished with swing lifting
rods es, es, which are connected by rods e, eo, to levers e, e, and further by rocking
shaft and leveres and e respectively to rod and pedal elo, so that when the said
pedal el is depressed by the brakesman or attendant the swing rods e³, e" are
carried into a vertical position and forward towards the car frame in such a manner
that the rollers or projections e", e¹¹, on the said swing rods are lifted by the forward
and upward motion of the said car frame by means by means of the projecting
bracket or cam e¹; thus by means of the parts aforesaid raising the bydrant
valve e, and allowing water to flow to the balance tank d³ on the aforesaid under-
carriage. By the recession of the car frame in the working of the car the said
hydrant valve may be closed, which result may also be affected by the releasing of
the pedal lever aforesaid by the brakesmen or attendants.
The rollers on balanced lever of swing nozzle e¹ are lifted by projection e¹³ on the
said undercarriage frame on the rising of the said frame in its upward motion for
the purpose of tilting the said swing nozzle over the receiving trough d³.
fis the rising main for supplying the storage tank f¹ from pumps at bottom
station of incline.
g are platforms on car, and g', g³, g¹, the landing platforms of station.
Sheets 4, 5, 6, and 7 have reference to the second part of my Invention, which
consists of a single working line arrangement.
b
Sheet 4, with Figs 5 and 6, are a side elevation and plan of a diagram of the
principle of the second part of my Invention, and in which a represents a car and
under frame somewhat similar to that in the first part of my Invention, but in
addition to balance tanks and gear, is provided with rope and brake wheels on the
lower axle, round which anchored ropes 6 are passed, and also with balance ropes c,
which are secured to a counter balance truck c. In working the car down hill
water for ballast is taken from the hydrants d, d, d, which are supplied from tanks
into the car tank aforesaid in sufficient quantity to overcome the resistance
of the counter balance truck c¹ and the friction of the apparatus, and in working
the car up hill water is discharged from a valve on the car tank into the receiver
and tank fff, in sufficient quantity to allow the balance truck c¹ to overcome the
resistance of the said car and also working friction. Brake apparatus is provided
on the car for regulating the speed of its running and the precision of its stopping
at the stations.
e, e, e,
For the purpose of supplying the upper tanks with ballast water a suitable
pump gl and engine g³ power motor is provided contiguous to the lowermost tank
for forcing the said water up the rising main h, which is provided at each station
with a back valve and branch pipe h' for supplying each tank e, e, e, as required,
the said supply being regulated by apparatus hereinafter described; and in order
to economise the use of the water deposited in the lower tanks f, f, f, I utilize the
high pressure in the said rising main for working jet pumps or ejectors h³, h³, which
lift the water in the tanks f, ff, into the tanks e, e, e, in a manner and by means
shewn in detail on Sheet 5.
Sheet 5, Fig. 7, represents the said apparatus for supplying the said tanks e, e, e,
(Sheet 4) with water from the rising main h (Sheet 4).
h is the said rising main, and h³ is a valve casing and cylinder; h* is a valve for
admitting water to tank e, and is connected and actuated by a piston h³, which
piston is provided with a small passage or vent hole ho, and the chamber h.
is in connection at h³ with a large ball valve h. It is obvious that if the water
in the tank e sinks so far as to allow the ball valve h³ to be opened, water will.
flow through it from the chamber h³ quicker than it can be supplied by the vent
hole hs, and the piston h³ being much larger in area than the supply valve h* when

page_text: the pressure in the chamber h has been lowered sufficiently by the ball valvo hº,
the valve will be lifted by the pressure of the water main acting on the under-
side of the piston h³, and the valve h' will remain open and allow water to flow
into the tank e until such time as the ball valve is closed by the rising of the water
in the tank, and the pressure in the chamber h' accumulating through the vent
hole ho the valve h will be closed by the water pressure on its inner surface, the
pressure on each side of the said piston being thus equilibrated, and having no
further power to maintain the opening of the said valve.
i is a pressure pipe proceeding from the rising main h¹ to a ball valve i¹ placed in
the tank e at a higher level than the ball valve h. On the opening of the ball valve ²
by the fall of the level of water in tank e pressure will be admitted to pipe i³,
which proceeds and carries the same to a jet pump or ejector h³ which is placed in
the lower tank f, and thus at all times when a sufficient quantity of water remains
in the tank to supply the wants of the tank e. The same will be automatically
raised before any water is taken from the rising main h.
Fig. 8 shows the back valve h¹ (Sheet 4) in detail, and is provided for the
purpose of maintaing the column of water standing above the point at which the
supply of water for the intermediate stations on a line is taken from the rising
main h.
h, h, is the rising main h³, h¹, are the valve and branch pipe to tank.
Fig. 9 represents an arrangement of cylinder piston and spring or weight and
belt guide or other suitable gear, and is provided for the purpose of stopping the
action of the pump g' (Sheet 4) at such time as the top tank on the rising main is
sufficiently filled with water.
Pressure is admitted from rising main by pipe g³ to cylinder 9 behind piston g³,
and compresses spring go, which moves rod and belt guide or clutch or otherwise g
according to head of water in rising main h.
gs are driving pullies and shaft of pump g¹ (Sheet 4).
Sheet 6, Figs. 10, 11, and 12, are a front elevation, cross section, and plan of
intermediate station tanks and apparatus before described, and the letters refer to
the parts and details, as in Sheets 4 and 5.
Fig. 13 is the car supply valve, and is placed in tanks e, e, e (Sheet 4); and d is
the valve casing or hydrant; d is the supply valve, which is lifted by link d³,
which is in turn actuated by bell crank d³ and link and lever d' and do, which lever
is moved by an apparatus placed on the before mentioned car frame.
Sheet 7, Figs. 14, 15, 16, and 17, represent a detail of the said undercarriage,
balance tanks, balance ropes, balance truck, brake ropes, brake wheel and general
working gear.
3
a is the car and undercarriage; a², the balance tank; a³, the receiving trough of
same; a³, connecting syphons of the fore and aft cavities of tank a¹; a¹ and a
connecting pipes from receiving trough to balance tanks; a is the outlet valve
from the balance tank; a' is the outlet nozzle; as is the connecting rod, which by
means of rocking shaft levers and links a, a, a, connects the said valve to the
lever ao, by means of which the driver of the car may lighten the balance tanks, as
may be necessary; all is a long loop lever provided for opening the hydrant valve 4
before mentioned (Sheet 6, Fig. 13), and is carried on shaft a", which is actuated
by gear a¹³ from a shaft a", which runs from end to end of car, and which is in
turn actuated from either end of car platform by gear spindle and wheel a¹, a
•
Anchored ropes b are passed twice round rope and brake wheels 6¹, and brake
straps b³ are fixed to car frame and brake levers 63, which are tightened or slackened 5
on the brake wheels b', 6', by means of powerful nuts and screws 64, and which in
turn are worked by spindle and sweep handle 6, and in order to allow of said
brakes being worked from either end of car a shaft 66 and gear are provided to
carry power from spindle and handle 67.
The balancing and moving up the incline of the car and load is accomplished by 5
the weight of the balance truck c¹, which is transmitted to car frame by balance

page_text: ropes c, which pass over suitable pullies c² at the head of the incline, and which
ropes are secured to car frame, and may be adjusted by rods and nuts c³.
The balance truck rails are generally placed under the car rails a¹6.
Having now set forth and particularly ascertained and shewn the nature of my
Invention, and how it may be carried into effect, I now proceed to say that what
I claim is,
First. The general arrangement of brake wheel, rope wheel, brake gear, hydrant,
shoots, troughs, tanks, valves, and working gear, substantially as described and
shewn, for tramways or lifts having two passenger cars or cages.
Second. The general arrangement of stations and car platforms, as shewn and
described for facilitating the economical and expeditious working of the said
tramways or lifts.
Third. The employment of a counter balance of greater weight than the loaded
car or cage in combination with a tank in the car or cage, to or from which water
can be admitted or let out in order to adjust its weight to the requirements of
working, as described.
Fourth. The arrangement of counter-balance, balance or adjusting tank or
otherwise, and working gear, and any or all, in combination or separately, for
single passenger lines of tramway or lift, as shewn and described.
Fifth. The arrangement of brake drum in connection with rope wheels, formed
and geared substantially as shewn, on the car or cage for the purpose of controlling
the velocity of the same.
Sixth. The arrangement of supply and waste receiving tanks at stations for
charging and discharging fluid to or from balance tanks of tramway cars or cages,
and the means of economically utilizing waste ballast at intermediate stations,
substantially as shewn and described.
Seventh. The arrangement of check or back valve in rising main for economizing
pumping power whilst charging tanks at lower stations.
Eighth. The arrangement of plunger and weight or spring in connection with
pressure in rising main for throwing pumps out of gear when not required.
In witness whereof, I, the said Henry Percy Holt, have hereunto set my
hand and seal, this Twentieth day of September, in the year of our Lord
One thousand eight hundred and eighty one.
TENDY DEDOV HAL T