IMPROVEMENTS IN LOCOMOTIVE Tramway CarriaGES, AND IN THE LOCOMOTIVES IN CONNECTION WITH Tram- WAY CARRIAGES.
Year: 1875

page_text: LETTERS PATENT to Gustavus Palmer Harding, of 8, Old Jewry,
London, E.C., for the Invention of "IMPROVEMENTS IN LOCOMOTIVE
Tramway CarriaGES, AND IN THE LOCOMOTIVES IN CONNECTION WITH Tram-
WAY CARRIAGES.'
"
Sealed the 17th March 1876, and dated the 27th September 1875.
PROVISIONAL SPECIFICATION left by the said Gustavus Palmer
Harding at the Office of the Commissioners of Patents, with his
Petition, on the 27th September 1875.
I, Gustavus PalMER HARDING, of 8, Old Jewry, London, E.O., do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
LOCOMOTIVE TRAMWAY CARRIAGES, AND IN THE LOCOMOTIVES IN CONNECTION WITH
TRAMWAY CARRIAGES," to be as follows:-
•
This Invention of improvements in locomotive tramway carriages,
and in the locomotives in connection with tramway carriages consists,―
Firstly. In improvements in disposing of the products of combustion,
waste steam, and vapour passing off from the furnace and engine,

page_text: whether such furnace and engine forms part of the carriage conveying
the passengers, or is arranged in a separate carriage from the passenger
carriages. With this object the chimney is led off at a certain height
horizontally, either below the seats of the carriage or along the roof, and
where the chimney starts from the centre of the carriage it leads into a
horizontal chimney in the direction of the length of the carriages, either
at the middle or towards one end. I prefer to have one end of this tube
open, facing the direction in which the carriage is travelling; and when
the passenger carriago is attached to the engine carriage I extend tho
horizontal chimney along such passenger carriage or carriages. I also
in some cases fit to the end of such chimney facing the direction the
carriage is travelling the well-known blow pipe cowl for the purpose of
creating a draft. It is obvious that all these arrangements can be
adopted to comply with the necessary change of direction in the engine
or cars in any suitable manner. In place of the blow pipe I may also
use at the reverse end a rotating fan for drawing away the products of
combustion, &c., and dispersing them in the wake of the car, the object
of these several arrangements being to prevent annoyance to the
passengers.
Secondly. To provide in such locomotives and carriages or locomotives
for such carriages a means of more easily overcoming the obstacles of
steep gradients on the tramways, which I do by a pair of supplemental
wheels geared or coupled to the driving wheels, either at the same rate
of speed or at a lower rate of speed to gain additional power. In this
latter case I provide for lifting up the driving wheels and throwing the
extra wheels on to the rails, or I provide if at the same rate of speed
that the supplemental wheels shall be brought down upon the rails or
upon the road, in which case I gain greater adhesion, which I still
further increase by coating or covering these extra wheels with india-
rubber, wood, or other substance.
I also arrange either that these extra wheels may be kept revolving
when not in use or brought down upon the road, or to be geared or
ungeared to the engine as required.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Gustavus Palmer Harding in the Great Seal
Patent Office on the 27th March 1876.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, Gustavus
PALMER HARDING, of 8, Old Jewry, London, E.C., send greeting..
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-seventh day of September, in the
year of our Lord One thousand eight hundred and seventy-five, in the
thirty-ninth year of Her reign, did for Herself, Her heirs and suc-
cessors, give and grant unto me, the said Gustavus Palmer Harding, Her
special license that I, the said Gustavus Palmer Harding, my executors,
administrators, and assigns, or such others as I, the said Gustavus
Palmer Harding, 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 “IMPROVEMENTS IN LOCOMOTIVE TRAMWAY CARRIAGES, AND IN THE
LOCOMOTIVES IN CONNECTION WITH TRAMWAY CARRIAGES," upon the condition
(amongst others) that I, the said Gustavus Palmer Harding, my exe-
cutors 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 immediately after the date
of the said Letters Patent.
NOW KNOW YE, that I, the said Gustavus Palmer Harding, do hereby
declare the nature of the said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, that is to say :—
In order that my improvements be clearly understood and readily put
into practical operation, I will proceed to describe them in detail, con-
jointly with the fifteen Figures of the three accompanying Drawings, in
which,-
Figure 1 is a plan of an independent locomotive; and Figure 2, a
lateral elevation of the same,

page_text: Figure 3 a plan and Figure 4 a lateral elevation of a passenger
carriage.
Figure 5, a detail, Figure 6 a plan, and Figure 7 a lateral elevation
of a passenger carriage with its engine fitted in a central compart-
ment, which first seven Figures serve to illustrate my first improve-
ment.
Figure 8, a plan showing the underneath gearing of a locomotive.
Figure 9, a plan also showing a second description of underneath
gearing partly in section; Figure 10, a lateral clevation of the same in
section through A, A, Figure 9; Figure 11, a front elevation of the
said mechanism partly in section; Figure 12, a similar elevation in
section through B, B, Figure 9.
Figure 13, a plan, Figure 14 a lateral elevation in section through C, O,
Figures 13 and 15, and Figure 15 a front clevation of a third description
of underneath gearing.
These last eight Figures conjointly with the Figures 2 and 8 serve to
illustrate my second improvement.
First improvement, Figures 1 to 7 inclusively.-In order to dispose
of the products of combustion, wasto steam and vapor passing off from
the furnace and engine, whether such furnace and engine forms part of
the carriage conveying the passengers, or are arranged in a separate
carriage from the passengers' carriages, I adapt (in the case of an inde-
pendent locomotive) on the boiler 1, Figures 1 and 2, a vertical
chimney 2 rising to a height corresponding approximatively to that of the
roof of the passenger carriages; at that height by means of an elbow 3
I give it a horizontal direction through the axis of the carriages, and
on the roof of the latter I place a horizontal tube 4, Figures 3 and 4,
running the entire length, with its open ends or extremities on the
same level as the elbow 3 on the locomotive, but on the vehicles being
connected these pipes do not come in contact, and I then unite their
extremities by means of a sleeve fitted to one or the other extremity,
and by sliding which I advance it forward so as to cover the extremity
opposite. In this matter the products of combustion or the steam aro
directed entirely to the rear of the passenger carriages, for this system of
connection can be readily and speedily adapted to a train of carriages,
and also disconnected as regards the said pipe by simply sliding back

page_text: the sleeve. I also adapt this system of piping on the sides of the
carriages underneath the overhanging edge of the roof, as shown in
dotted lines, Figures 1 and 3, or under the platforms or frames, pre-
ferably in the axis of the same, as shown in dotted lines, Figures 2
and 4. As in most cases locomotives have to run in both directions I
arrange the elbow 3 on the boiler 1 so that it can be readily and
rapidly turned round in both directions.
In order to augment automatically the draft in this system of piping,
I make use of preferably at the place where two pipes join of a funnel
sleeve 5, one end of which is cylindrical and slides freely on one of the
pipes, whilst the other is conical and receives the extremity of the
second pipe with however a considerable amount of play in which
the air is driven by the progression of the vehicles, and thus stimulates
considerably and automatically the draft. With the same end in view
3 augmenting the draft I also adapt if desired to this system of piping a
fan 7 shewn in elevation at Figure 2, and in plan Figure 6, to which I
impart the required rotary motion by means of a cord 8 driven by a
pulley mounted on the driving shaft. This apparatus may work
conjointly with the conical sleeves, although I have shewn it adapted to
O the elbow 8; on account of the reversing of the engine it is preferable to
adapt it on the chimney 2, so that when the direction of the locomotive
is changed it is merely necessary to open the driving belt instead of
crossing it; on the other hand the connection with the pipe on the
carriage next to the engine is made by reversing the elbow 3 as it
5 has been explained above; Figures 6 and 7 are intended to indicate
specially the application of my above-mentioned first improvement to
composite vehicles, that is to say, vehicles provided with an engine and
also carrying passengers.
Second Improvement, Figures 2, 8, 9, 10, 11, 12, 13, 14, and 15.-In
‣ order to overcome more easily the obstacles of steep gradients on tram-
ways I have contrived four different systems of mechanism which I
will describe successively.
r
The First System, Figure 8.-According to this arrangement I reduce
the rate of progression of the locomotive without changing the speed of
3 the engine; 9 is the driving shaft actuating under ordinary circumstances

page_text: of the driving wheel is provided with a gear 14 of a larger diameter ;
when a gradient has to be overcome I actuate the driving wheels by
micans of the gears 13 and 14 by sliding the sleeve 15, by means of an
appropriate levor on the driving shaft 9, until these two wheels gear
together; in so doing the wheels 11 and 12 are ungeared; the relativo
proportions of those wheels will naturally vary according to the
difficulties of the line to which this system is applied.
Second System, Figure 2.-According to this arrangement I make use
of supplementary driving wheels running either on the rails or on the road
between the rails with a view of augmenting the adhesive force of the
engine; 9 is the driving shaft on which is keyed a gear of a smaller
diameter than the driving wheel, say one with less; a pinion 13 gears
into the wheel, and a third wheel koyed on the shaft 16 is also in gear
with the pinion. The shaft 16 is provided with two driving wheels 17
of smaller diameter than the main driving wheels on the axle 9, but if
a larger diameter than the gear afore-mentioned is keyed on the same
shaft 16 and gearing in the pinion 13; 18 is a lever, one end of which is
swung on the driving shaft 9; on it is mounted the immediate pinion 13,
and its other extremity is passed over the supplementary shaft 16.
These parts 18, 13, and 17, as well the two wheels above mentioned
gearing with 13 are in duplicate, that is to say, one set of such organs
are placed internally on each side of the driving wheels. The inner
extremities of the levers 18 are united to a screw 19, so as to be raised
or lowered by the rotation of the hand wheel 20. When the locomotive
has to run up an incline the wheels 17 are lowered by means of the
screw until they rest either on the rails or on the road between the rails,
when longitudinal sleepers may be laid for them to run on. This
depression of the supplementary wheels 17 cants the locomotive
sufficiently for its front driving wheels to cease to be in contact with the
rails, aud under these circumstances the rate of progression is diminished
in the proportion that the diameter of the supplementary driving wheel
bears to the ordinary driving, whilst its tractive power will be augmented
in the same proportion. In order to prevent lateral deviation, if the
supplementary wheels run on the rails, they may be provided with an
ordinary flange. If they are made to run on the road I can adapt on ¦
either extremity of their shaft 16, plain circular discs which on the
wheels being lowered run in the groove of each rail.
Third System, Figures 9, 10, 11, and 12.-According to this arrange.

page_text: ment I make use of a supplementary pair of wheels receiving rotary
motion from the driving shaft by means of gears, and running at the
same circumferential speed as the driving wheels when required to
augment the adhesion of the locomotive; these wheels are lowered on
the road and raised in a similar manner, when their assistance is no
longer required. In these Figures 9 is the driving shaft on which is
mounted a gear 21 loose on the shaft, but which can at any time be
made fast with the same by sliding in the frictional clutch 22 by means
of the levers 23, 24, rod 25, screw 26, and hand wheel 27, since 22 slides
on a feather 28; 29 is an intermediate gear mounted on an intermediate
shaft 30 and 31, a pinion keyed on the supplementary shaft 82, on which
is also keyed a pair of supplementary wheels 88, 33; at its centre this
shaft is supported in the double bearings of the fork 34 attached to the
lower extremity of a vertical screw 35, which can be raised and lowered
by rotating the hand wheel 36, and fixed in its place by the set wheel 87';
externally it is supported in the bearings 38, the upper parts of which
consists in stout vertical pins, and which can rise and fall in equally
vertical holes made in the parts 39 not shewn in the Drawings. The
above-named Figures represent the wheels in position when lowered on
the road for assisting the locomotive to mount a gradient'; when the
action of these supplementary wheels is no longer requisite they are
raised from the road by simply rotating the hand wheel 36 in the proper
direction, and in order that they do not rotate when thus raised the
friction clutch 22 is withdrawn from the gear 21 by means of the hand 27,
and concomitant parts above mentioned. The teeth of the gears 21
and 29 shewn respectively as convex and concave in Figures 9, 11, and
12 can with advantage be made straight. As a modification of this
third system I replace the gears 21 and 32 by a stout chain and two
chain wheels, see Figure 10.
Fourth System, Figures 13, 14, and 15.-According to this arrange-
ment I replace the gears or the chain for transmitting rotary motion
from the driving shaft of the supplementary pair of wheels by a con-
necting rod constructed of two parts, so that when the supplementary
wheels are raised out of action the two parts of the connecting rod can
bo rapidly disconnected; in these Figures 9 is the driving shaft cranked
at its centre, on which is adapted the connecting rod 40, 40*32, tho
supplementary shaft equally cranked at its centre bearing the two
supplementary wheels 33, 33, and running in the fork 34 and enter
bearings 38, 38.

page_text: The above-mentioned Figures represent the different parts in position
when the supplementary wheels are acting to assist the traction of the
locomotive; when they are no longer required for this purpose they are
raised, as stated with reference to the third system; and in order at the
same time to prevent the rotative motion of the said wheels the key 41
is withdrawn from the connecting rod, and then the stang on the half 40
of the rod slides simply backwards and forwards in the hole bored in the
half 40*.
I have shewn at Figures 9, 10, and 11 a mechanical arrangement of
parts for swivelling the supplementary rollers or wheels 33, 33, whereby
means are afforded for many useful purposes besides assisting the
traction, such as facilitating the passage of curves, imparting the
necessary direction of the locomotive on meeting the points, assisting in
bringing the engine on the rails in cases of accident, etc.; this arrange-
ment of parts consists in mounting the bearings 39, 39, in double V
circular guide pieces 42 attached to the under face of the framing 43 on
which the shaft 32 and rollers 33 can be moved round with the fork 34,
the stem 35 of which acting as the centre, any required angle of deviation
can be imparted to these parts by means of the screwed rod 44, the
worm wheel 45, and the screw 46, actuated by the rod 47 and hand
wheel 48.
With a view of also applying this swivelling motion to the supple-
mentary roller axle driven by a connecting rod when such rod is discon-
nected, I enlarge slightly the hole in the half 40* at its outer extremity
in such a manner that such slight deviation as is required does not affect
the easy sliding of the stem of 40 in the hole made in 40*, and further-
more by making both crank pins of a partially spherical shapo whilst
such connecting rod is at work, imparting motion to the axle of the
supplementary wheels; the said axle may also be deviated to the extent
required in most cases without materially affecting the proper mechanical
action of these parts, and in this manner such supplementary wheels
are made available simultaneously for increasing adhesion and for
guiding.
Having thus explained the nature of my improvements, as well as the
best means that I am acquainted with for carrying the same into
practical operation, I claim as my Invention,—
Firstly. The means or their mechanical equivalents above described

page_text: and illustrated in Figures 1 to 7 inclusively for disposing of the products
of combustion.
Secondly. The means or their mechanical equivalents above described
and illustrated in the same Figures for cultivating the draft by means of
the sliding funnel-shaped sleeve.
Thirdly. The means above described and illustrated in the same
Figures or their mechanical equivalents for activating the draft by
means of a fan.
Fourthly. The means above described and illustrated in Figure 8 for
augmenting the adhesion of a locomotive.
Fifthly. The means above described and illustrated in the Figure 2
for a similar purpose.
Sixthly. The means above described and illustrated in the Figures
9, 10, 11, and 12 for a similar purpose.
Seventhly. The means above described and illustrated in the Figures
13, 14, 15, for the same purpose.
Eighthly. The means above described and partially illustrated in the
Figures 9, 10, and 11 for guiding or imparting horizontal direction to a
locomotive.
In witness whereof, I, the said Gustavus Palmer Harding, have
hereunto set my hand and seal, this Twenty-fifth day of March,
in the year of our Lord One thousand eight hundred and seventy-
six.