IMPROVED METHODS OP AND APPARATUS FOR STEERING TRAMWAY CARS
Year: 1871

page_text: LETTERS PATENT to Samuel Wills Norman, of Oakley Street, Lambeth,
in the County of Surrey, for the Invention of "IMPROVED METHODS
OP AND APPARATUS FOR STEERING TRAMWAY CARS."
Sealed the 18th July 1871, and dated the 27th January 1871.
PROVISIONAL SPECIFICATION left by the said Samuel Wills Norman
at the Office of the Commissioners of Patents, with his Petition,
on the 27th January 1871.
I, SAMUEL WILLS NORMAN, of Oakley Street, Lambeth, in the County
3 of Surrey, do hereby declare the nature of the said Invention for
"IMPROVED METHODS OF AND APPARATUS FOR STEERING TRAMWAY CARS," to be
as follows:-
This Invention consists in the employment of certain methods and
arrangements of mechanism whereby tramway cars can be readily
steered or guided, and caused to enter upon and traverse any desired
line of tram plates or rails connected by a curve or angle with the much
line.

page_text: One mode of effecting this object is as follows:-A brake consisting of
a block or metal band, which is capable of being pressed in a direct or
slanting direction against the periphery of the wheel, or against the
flange thereof, for the purpose of effecting a reduction of speed, is placed
in connection with each wheel of the car, the same being actuated by
levers or other contrivances adapted for the purpose, as well understood.
Upon its being desired to steer or guide the car on to a line of tram
plates or rails connected with the main line by a curve or angle, the
brake block or band in connection with the leading wheel on that side
of the car which corresponds with the plates or rails forming the inner
side of the curve or angle is applied, the result of the operation being
that the motion of the wheel to which the brake is applied is retarded,
the wheel at the opposite end of the axletree retaining its forward
momentum, and acting upon the axletree as a lever deflects the position
of the car, thus steering or guiding it in the desired direction. The
brakes may be so arranged as to form either an independent system, or
they may be provided with suitable mechanism, as will be well under-
stood, so as to allow the attendant in charge of the apparatus to work
all the brakes simultaneously for the purpose of stopping the car, or
'separately for steering or guiding.
Another modification of this Invention consists in arranging four
horizontal bars or shoes of metal, the same being fixed at the lower ends
of vertical bars or levers which are secured to the framework of the car-
riage, and capable of a vertical and rotating motion, such arrangements
being placed in advance of the front wheels and in the rear of the hind
wheels of the car, so as to be available whichever way the latter may
be proceeding. The vertical bars or levers are capable of being actuated
by the driver or other person in charge of the apparatus by means
of any suitable arrangements, and the horizontal bars or shoes are so
constructed as to be capable of moving freely in the grooves of the
tram plates or rails, and of being lifted out of them if desired when not
in action. Upon its being desired to steer or guide the car in any given
direction it is only necessary to lower or depress the horizontal bars
or shoes in the front of the car until they enter into the grooves of the
plates or rails, and to deflect them in accordance with the direction of
the grooves into which the wheels of the car are to be brought, and
which latter will then enter the same. Or instead of using the hori-
zontal bars or shoes pins may be employed, the same being actuated by

page_text: levers, and moved in a slide so as to take a motion transversal to the car
after having been lowered into the grooves, when they will guide the
car as required.
Another contrivance for effecting the same object, and which is
embraced by this Invention, consists in placing vertical levers in advance
of the wheels, which levers are capable of a lateral motion so as to press
against the sides of the grooves as may be desired, and thus to retard
the motion of the car on one side, whilst the momentum of the wheels
on the other side guides it in the required direction.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Samuel Wills Norman in the Great Seal Patent
Office on the 27th July 1871.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, SAMUEL
WILLS NORMAN, of Oakley Street, Lambeth, in the County of Surrey,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-seventh day of January, in the
year of our Lord One thousand eight hundred and seventy-one, in the
thirty-fourth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said Samuel Wills Norman, Her
special licence that I, the said Samuel Wills Norman, my executors,
administrators, and assigns, or such others as I, the said Samuel Wills
Norman, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times thereafter
during the term therein expressed, should and lawfully might make,
use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
IMPROVED METHODS OF AND APPARATUS FOR STEERING TRAMWAY CARS," upon
the condition (amongst others) that I, the said Samuel Wills Norman,
my executors or administrators, by an instrument in writing under my,
or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner
the same was to be performed, and cause the same to be filed in the
Great Seal Patent Office within six calendar months next and imme-
diately after the date of the said Letters Patent..
68

page_text: NOW KNOW YE that I, the said Samuel Wills Norman, do hereby
declare the nature of my said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained
in and by the following statement, reference being had to the Drawings
hereunto annexed, and to the figures and letters marked thereon, that
is to say:-
My said Invention consists in the employment of certain methods
and arrangements of mechanism whereby tramway cars can be readily
steered or guided and caused to enter upon and traverse any desired
line of tram plates or rails connected by a curve or angle with the main
line.
One mode of effecting this object is as follows:-A brake consisting
of a block or metal band, which is capable of being pressed in a direct
or slanting direction against the periphery of the wheel or against the
flange thereof for the purpose of effecting a reduction of speed, is placed
in connection with each wheel of the car, the same being actuated by
levers or other contrivances adapted for the purpose, as well understood.
Upon its being desired to steer or guide the car on to a line of tram
plates or rails connected with the main line by a curve or angle the
brake block or band in connection with the leading wheel on that side
of the car which corresponds with the plates or rails forming the inner
side of the curve or angle is applied, the result of the operation being
that the motion of the wheel to which the brake is applied is
retarded, the wheel at the opposite end of the axletree retaining its
forward momentum and acting upon the axletree as a lever deflects the
position of the car, thus steering or guiding it in the desired direction.
The brakes may be so arranged as to form either an independant system,
or they may be provided with suitable mechanism, as herein-after men-
tioned, so as to allow the attendant in charge of the apparatus to work
all the brakes simultaneously for the purpose of stopping the car, or
separately for steering or guiding.
Another modification of this Invention consists in arranging four
horizontal bars or shoes of metal, the same being fixed at the lower ends
of vertical bars or levers which are secured to the framework of the
carriage and capable of a vertical and rotating motion, such arrange-
ments being placed in advance of the front wheels and in the rear of
the bind wheels of the car, so as to be available whichever way the
latter may be proceeding. The vertical bars or levers are capable of

page_text: being actuated by the driver or other person in charge of the apparatus
by means of any suitable arrangements, and the horizontal bars or shoes
are so constructed as to be capable of moving freely in the grooves of the
tram plates or rails and of being lifted out of them if desired when not
in action. Upon its being desired to steer or guide the car in any given
direction it is only necessary to lower or depress the horizontal bars or
shoes in the front of the car until they enter into the grooves of the
plates or rails, and to deflect them in accordance with the direction of
the grooves into which the wheels of the car are to be brought, and
which latter will then enter the same; or instead of using the horizontal
bars or shoes pins may be employed, the same being actuated by levers
and moved in a slide so as to take a motion transversal to the car after
having been lowered into the grooves, when they will guide the car, as
required. Instead of the horizontal bars or shoes or pins working in
the set of tram plates or rails in which the wheels work another set of
tram plates or rails may be placed at the side of them for a short distance
on each side of the curve and in which the horizontal bars or shoes may
work as before described.
Another contrivance for effecting the same object, and which is
embraced by this Invention, consists in placing vertical levers in
advance of the wheels, which levers are capable of a lateral motion so
as to press against the sides of the grooves, as may be desired, and thus
to retard the motion of the car on one side whilst the momentum
of the wheels on the other side guides it in the required direction.
I will now proceed to refer to the accompanying Drawings, from
which the nature of my said Invention will be more clearly understood.
Figure 1, Sheet 1, shews a pair of wheels, to one of which is applied
a brake block for the purpose of steering the car as above described.
It makes no difference to the action of the steering apparatus whether
the axletree be made of two pieces or consists of one piece only, but
in these Drawings the axletree is shewn as constructed of one piece
only.
In these Drawings the rails are supposed to be grooved and the
wheels flanged, but the apparatus can be used with rails and wheels of
any description.
Figure 2 shews a carriage provided with rods A carrying on their
lower ends shoes B, which rods A. can be lowered into the grooves of
the rails and the shoes B turned in the direction in which the carriage

page_text: is desired to go. The rods B are carried by suitable supports or brackets
and are supplied with suitable gearing, as well understood, for the
purpose of working them.
Figure 3 shews the arrangement of the apparatus where the auxiliary
rails are used. E, E, and F, F, are the tram plates or rails on which the
carriage runs; E¹, E', and F¹, F¹, are the two rails of a branch line from
same. Between these two tram plates or rails two extra plates or
rails C, C, and D, D, are fixed. The inner rail C, C, is parallel to the
curve E, E¹, and F, F', whilst the other rail D, D, is parallel to the
rail F, F, and E, E. A lever G is suspended from the frame of the
carriage carrying at each end a rod H, at the lower ends of which
pulleys or rollers I are fixed. When the rod H is lowered by means
of the lever G the rollers or pulleys I enter the guide rail. If the roller
is lowered into the straight rail D the carriage must go straight forwards,
but if the other roller is lowered into the curved plate C, C, the carriage
is compelled to follow the curve E', E', F', F¹. The grooves of these
guide plates are not of the same depth throughout their length, but
deepen gradually from the level of the road so that the roller will run
out of the guide plate of its own accord after the carriage has been
guided into the desired direction, after which it can be lifted still higher
by means of the lever G so as to prevent it coming into contact with
obstacles on the road. Each carriage will be provided with one of these
apparatuses at each end thereof.
Figure 3 shews an arrangement by which a guide bolt can be
dropped into a groove formed by placing another rail close to the side
of the present inner metal and near the points. The guide bolt may be
strengthened by fixing a piece of metal to the under side of the car,
and can be lowered when necessary by means of a lever which the driver
can work with his foot, and when not in use can be raised by means of
a spring or other suitable contrivances which are placed beneath the
car on a level with the step.
Figures 4, 5, 6, 7, 8, 11, 12, and 13 shew arrangements by which the
steering is effected by means of a brake band or bands. These bands
may also be used in connection with pulleys or wheels fixed to the
axle of the carriage instead of to the carriage wheels themselves.
In Figure 4 the band K is fastened to a bracket L which is fixed to
the frame of the carriage, the other end of the band K being attached

page_text: .
When it is desired to put the apparatus into action the driver or other
person in charge of the apparatus stands on the foot plate O when the
band K is drawn tight across the periphery of the wheel by means of
the lever N. When desired the foot plate can be secured as herein-after
mentioned when not in use, so that passengers may walk over it without
putting on the brake band. In Figure 5 the brake band is shewn as
applied by means of the lever N and the rod M, and worked by means
of the hand wheel O and screw P. In Figure 6 the brake band is
attached to a chain M or to a chain and rod, which chain passes over
or under a pulley O. The band is actuated by pulling the lever N.
In Figure 7 the brake band is attached to a chain or rope P which can
be wound upon a pulley Q, which is turned by means of the screw
wheel R and screw S, and which screw wheel and screw are actuated
by the hand wheel T. The rod U which carries the screw S is here
shewn at an angle, but it may be placed vertically or in any other suitable
position. In Figure 8 one end of the band is shewn fixed to the
bracket L, the other end being attached to a short lever M, N, which is
connected with the hand lever P by means of the connecting rod O.
The lever M, N, may be made either in one piece or may be in two
separate parts connected by means of the pin S. In Figure 11 one end
of the brake band H is fastened to a bracket L, the other end being
attached to the rod or chain G which is connected to the lever F. In
Figure 12 the brake band K. is attached at one end to the bracket L
and at the other end to the lever M, N, which is connected by means
of the chain or cord O to the hand lever P. In Figure 13 the brake
band R is fixed at one end to the bracket S and at the other end to the
lever T which is pivoted to the bracket W.
apply the brake band the driver or other
apparatus stands on the foot plate V, which is connected to the lever T
by means of the connecting rod U, thereby depressing the lever T and
tightening the brake band.
On its being desired to
person in charge of the
Figure 9 shews an arrangement in which the friction against the
wheel is produced by means of a roller S which is mounted on an axis
which slides in the inclined slots Q in the block R. The lower surface

page_text: from the frame of the carriage and can be moved forwards or backwards
by means of the hand lever V and the connecting rod U.
The action of this arrangement is as follows:-When the lever is
pulled the block R approaches the wheel, carrying with it the roller S
until the latter comes into contact with the wheel, which imparts to it
a rotary motion; the roller being wedged between the incline of the
block R and the wheel forms a brake against the latter. By pushing
back the block R the roller is at once released and the wheel is free.
In Figure 10 the brake block A. is suspended above the wheel and
carried by the lever B. This lever can be depressed by means of the
lever D and connecting rod C, thus forcing the block A against the
wheel; or it can receive the depressing motion from a spring E or from
a weight, the hand lever in this case serving to bring the block back
again to its original place.
Figure 14, Sheet 2, shews an arrangement by which the ordinary brake
block is used both for applying the brake to all four wheels of the
carriage at once, and thereby stopping it, and also for applying the brake
to any one wheel separately for the purpose of steering the carriage.
A is a brake bar, which is pressed against the rims of the wheels by
means of chains and levers or any other suitable contrivance, and which
bar carries a brake block B at each of its ends. The blocks B are made
to slide upon the bars A in a direction parallel to the length of the
carriage. A second bar D is carried by a vertical bracket E, and is
capable of being turned round the pin F by means of the chains G and
lever H. This bar is attached to the moveable blocks B by means of
pins and slots in such a way that it can press either of the blocks against
its corresponding wheel independently of the other block. The slots are
for the purpose of allowing the bar A to bring both the blocks against
the wheels without interfering with the bar D. The same arrangement
is provided for each end of the carriage.
Figure 15 shews a similar arrangement, in which the brake bar A is
perforated at each end, through which perforations pins I carrying the
brake blocks B pass. The pins I are provided with clongated eyes K, at
one end thereof, into which the levers L, which are connected with the
hand lever N by the rod M, engage. When it is desired to apply any a
one of the brake blocks the block B is made to move away from the
bar A, and is pressed against the wheel by means of the action of the
levers N and E causing the pin I to slide through the hole in the

page_text: The
brake bar A, thus bringing the block B against the wheel.
elongated eyes K allow the brake blocks B to be worked simultaneously
in the ordinary way by means of the bar A and any suitable gearing.
Figure 16 shews a brake block and brake bars on a larger scale.
A is the bar which works both brake blocks B together, whilst the
bar C is for the purpose of working them separately. The block B
which slides over the bar A is fixed to the bar C, which is connected
with suitable gearing for the purpose of working the blocks. If desired
a spring can be provided for the purpose of always keeping the block
in a certain position when the brake is not in action.
In Figure 17 the brake block D is carried by the lever E, which is
placed above the wheel Z. The lever E is attached to a foot plate F
on which the driver or other person in charge of the apparatus stands
when it is desired to apply the brake, and which foot plate is provided
with a catch H, which when it is in position prevents the foot plate
from being worked by passengers treading on it when it is not desired
that the brake should be applied, and which catch H is released when
it is desired to apply the brake by means of the handle I. A spring G
is provided to keep the lever E in its normal position.
In Figure 18 the brake block is arranged in the same manner as in
Figure 17, but is worked by means of the screw K and nut E, as will be
well understood by persons conversant with similar contrivances.
In Figure 19 the lever P is suspended between the brake block Q and
the vertical rod O, on which is formed a screw thread which works in a
nut on the hand wheel N.
Figure 20 shews an arrangement by means of which the brakes can be
either applied to all four wheels at once for the purpose of stopping, or
to only one of the wheels for the purpose of steering the carriage. The
brake blocks are pivoted at B and C to the horizontal bar A, and are
provided with metal plates M, which are placed at the back thereof and
in such a position as to overlap the joint B or C so as only to allow the
brake blocks to be turned towards the wheels. The brake bars.A, A, are
connected to the lever O by means of chains or rods N in such a manner
as to allow all the brakes to be applied at once, the lever O being worked
by the chain or rod P. The brake blocks themselves are connected by
means of the chains D which run over the pulleys E to the levers F, by
means of which either of the brake blocks can be applied separately and
independently to the others. The right-hand half of this Figure shews a

page_text: modification of the same arrangement in which the block is applied by
means of the hand lever G and connecting rod H. K shews the block
as it appears when applied to the periphery of the wheel. The springs M'
are for the purpose of returning the blocks to their original position.
Figure 21 shews a pair of brake bars A and B, which are attached at
their centres K to the bracket M, and which carry the brake blocks
C, D, E, and F at their ends. The brake bars A and B have attached to
them at their centres the connecting rods G and H, which are fixed to
the lever I, which latter is capable of being turned upon its centre by
means of the chains P, P, so as to apply all four brakes simultaneously.
The brake bars A and B are also attached to the chains R, which are in
connection with the toothed pulley T, the teeth of which take into the
links of the chain, so that when the pulley is turned one of the chains is
pulled, thus causing the bar A to turn on its centre K, one only of the
blocks being thus applied. Or the bars A, B, can be connected by
means of the chain S to the lever U, which is turned by the handle V,
the result being the same as when the toothed pulley is used. The
springs W are for the purpose of returning the bars to their normal
position when they are not in action. The brackets M are provided with
two slots O, through which the pins K work, so that the bars A, B,
can be worked backwards and forwards without losing their centres.
In Figure 22 the brake apparatus for stopping the car is supposed to
be between the wheels. Another brake bar A is provided for each axle,
and is made to carry extra brake blocks C and D. The bar A is pivoted
at its centre by a pin B, on which it can be turned by means of the
chain F, G, and the levers H, which are worked by the handle I.
Figure 23 shews a modification of the same arrangement in which
the stopping brake is outside the wheels instead of between them, as in
the previous Figure. The brake bar A is worked by the chains F, G,
which are fastened to pulleys K or levers which can be worked by the
handle I.
Figures 24 and 25 shew an arrangement in which a strong spring A is
used to give the blocks the necessary pressure against the wheels.
These springs are held back by chains B and the levers D. The action
of this arrangement will be well understood by persons conversant with
mechanical operations.

page_text: In Figure 26 the block A is connected to the lever B, which is acted
upon by the foot plate D and is retained in position when not in action
by the catch F on the lever G.
Figures 27 and 28 shew the brake blocks A suspended from the
brackets C by means of the pin B, a chain D being attached to them,
which chain is worked by the lever E.
In Figure 29 the levers E are shewn as placed horizontally, and carry
the blocks A at one end. At their other ends C are attached the
chains D, which are fastened to a pulley M, or to projecting parts on the
lower end of the shaft which carries this pulley, which latter is worked
by the handle N.
Instead of applying the brake bands or blocks to the wheels themselves,
as herein-before described, extra wheels or pulleys may be fixed to the
axle, against which wheels the brakes can be applied.
Having thus described and ascertained the nature of my said
Invention, and in what manner the same is to be performed, I would
observe in conclusion that what I consider novel and original, and
therefore claim as constituting the Invention secured to me by the said
herein-before in part recited Letters Patent is, the combination and
arrangement of parts and mechanism substantially as and for the
purposes herein-before set forth and described, or any mere modifications
thereof.
In witness whereof, I, the said Samuel Wills Norman, have hereunto
set my hand and seal, this Twenty-sixth day of July, in the year