IMPROVEMENTS IN THE CONSTRUCTION OF TRAMWAYS, AND IN ENGINES AND CARRIAGES EMPLOYED THEREON
Year: 1870

page_text: PROVISIONAL SPECIFICATION left by Edward Ellis Allen at the
Office of the Commissioners of Patents, with his Petition, on the
21st May 1870.
I, EDWARD ELLIS ALLEN, of 33, Pelham Place, Brompton, in the
County of Middlesex, Engineer, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN THE CONSTRUCTION OF TRAMWAYS, AND
IN ENGINES AND CARRIAGES EMPLOYED THEREON," to be as follows:-
The first part applies to the rails, which I form of a Z shape, so as to
be reversible either in one piece or of two angle irons thickened at the
angles. When these angles are large, so as to rest on the ballast without
sleepers, I serate or roughen so much of the horizontal portion of the
angles as lies beyond the thickened edges upon which the wheels run.
The groove for flanges of wheels is formed by a light angle iron attached
to the timber or other sleeper or lower angle rail. On steep inclines I
employ an additional rail in the centre of the track, the upper surface of
which may be level with the road. It is attached to cross sleepers or
independently supported. This central track I form either of one or a
series of V shaped grooves, or as an ordinary rack, into which a wheel
drops and works when desired, as hereafter explained. Instead of

page_text: V grooves or teeth, as above described, the surface of the central rail
may be serated or roughened only. To prevent the entrance of stones
or other matters into the grooves in which the flanges of the wheels
work I sometimes place a hollow tube of vulcanized india-rubber in it,
covered or not by a thin metal strip; or instead of india-rubber springs
may be placed under a band of steel, which is depressed into the groove
as the wheels pass, but which rises to the surface as the said wheels
travel along.
The second part applies to the engines, and consists in attaching an
extra driving wheel or wheels which are raised and lowered as desired so
as to work upon the central track along the line, as already described.
This extra driving wheel (where one only is employed) has its surface
formed so as to suitably work upon the central track, whether this be
grooved, serated, or in form of ordinary rack. To insure freedom from
undue wear or breakages I prefer forming the surface of the extra
driving wheel or wheels separately from the central portion, introducing
strong springs between the parts, so that the outer ring may under
very heavy strains turn upon the central portion as a friction brake.
Where the surface of the extra driver is adapted for working over a
simply roughened track or the ordinary roadway I form the surface
of the driver of wooden blocks end. grain or rings of india-rubber
between metal rings, or of metal alone roughened.
The next part of my improvements as regards the engines is that
of forming surface condensers of short tubes in tanks placed along
the sides or at ends of the boiler, such tubes being placed in commu-
nication with the ash-pit of the furnace, the draft of which will
cause a constant current of air through the condenser tubes; these
tubes when placed horizontally and in front of engine may have funnel-
shaped mouths.
Another improvement in the engines is the addition of frictional or
spur gearing, so proportioned as to allow the piston speed being
maintained, although the engine or train may be progressing slowly.
To accomplish this the connecting rods work an independent shaft,
which carries gearing working into corresponding gearing on the axle,
upon which the driving wheels are fixed. From this axle or from the
wheel bosses all the other drivers are worked by. ordinary side rods.
Another improvement in the engines consists in the employment of
divisions in the boiler so as to separate the water space into two, three,

page_text: or more portions, each being suitably fed. When ascending steep and
long inclines these divisions will cause the surface of the water to
preserve a mean level, and so prevent exposure of ends of tubes or top
of furnace.
The last part of my improvements in engines is that of forming the
cylinders of different diameters, the small one being mostly in commu-
nication with the boiler, and the large one taking its steam from the
small one, or rather from a cylinder by which it is surrounded. This
outer cylinder I prefer to make of the same size as the larger cylinder,
and it forms a reservoir into which the steam from the small cylinder is
discharged. The cranks are fitted at right angles as usual. At starting,
or when necessary, steam from the boiler may be admitted into the
annular or outer cylinder, so that both steam cylinders may be supplied
for a time with steam direct from the boiler.
Instead of dividing the boiler, as above described, by divisions to
regulate the level of the water, I sometimes prefer to hang the boiler
so that it may assume a horizontal position when ascending steep
inclines. In this case the smoke box end (by preference) may be raised
or lowered by means of an hydraulic cylinder, from which water may be
discharged at pleasure. It may be filled by a pump worked by the
engines.
The third part of the Invention relates to the carriages, and consists in
placing the bodies low down, so that no platforms are required, the
wheels being arranged to come under the seats, and also in adjusting
the level of the carriages or seats when travelling over steep inclines.
I either swing the carriages, as described with reference to the boiler of
engine, or swing each seat so that it remains horizontal.
Lastly, I arrange the seats of cars or carriages so that the back of one
scat projects over or slopes towards the seat behind it, the passengers
not facing each other, but looking towards the doors and central line of
the cars; these seats, or when arranged in the ordinary way, are made
to retain their horizontality as above described by means of ordinary
grinble or pendulum arrangement.