IMPROVEMENTS IN TRAMWAYS AND APPLIANCES FOR ENABLING WHEELED VEHICLES TO RUN UPON TRAMWAYS
Year: 1878

page_text: · LETTERS PATENT to Henri Ciotti, of Bois Colombes, of No. 9, Rue Ferrand,
near Paris, Engineer, for the Invention of "IMPROVEMENTS IN TRAMWAYS
AND APPLIANCES FOR ENABLING WHEELED VEHICLES TO RUN UPON
TRAMWAYS."
Sealed the 27th May 1879, and dated the 6th December 1878.
PROVISIONAL SPECIFICATION left by the said Henri Ciotti at the Office
of the Commissioners of Patents on the 6th December 1878.
HENRI CIOTTI, of Bois Colombes, of No. 9, Rue Ferrand, near Paris, Engineer.
IMPROVEMENTS IN TRAMWAYS AND APPLIANCES FOR ENABLING WHEELED
VEHICLES TO RUN UPON TRAMWAYS."
This Invention has for its object to enable all kinds of wheeled vehicles to run
at will either on the tram rails or on the ordinary roadway and to pass on to and
off the rails without stopping.
For this purpose the wheels of vehicles are furnished with a tyre of ordinary form
suitable for running upon a roadway, whilst the tram rails are formed in the manner
hereinafter described, or if it is desired to utilize the grooved tram rails now in use,
I furnish vehicles which are required at times to run upon the tram rails with appli-
ances hereinafter described. I propose to place along streets and roadways, rails
preferably in the form of a slightly concave gutter, the width and exact form of
which will depend upon the use to be made of them; I prefer to make them of a
width sufficient to allow of a slight variation of the distance between the wheel's
of vehicles, but this is not essential. The rails are formed of iron or of granite or
asphalte or other suitable material, and are embedded in the ground upon a solid
foundation with adequate provision for maintaining a proper distance between the
lines of rail. Readways have now commonly laid along them flat smooth granite
ways, but it is better to form them hollow, to ensure the guiding of the vehicles.

page_text: Brooms or scrapers may be placed in front of the vehicles to clean the rails. When
also it is desired more completely to ensure the guiding of the vehicles they may be
provided with a system of horizontal rollers entering into the hollow of the rail.
The brooms or scrapers and rollers are carried in such a manner that they can be
lowered by the conductor or driver when the carriage is on the rails and be raised
when the carriage is on the ordinary roadway. When it is required to make use
of the ordinary grooved tram rails now laid along several roadways, it is only
necessary to provide vehicles with the following system of guidance to enable them
to run on the tram rails or on the roadway at pleasure. At the side of the road
wheels provided with ordinary tyres I mount rollers placed vertically and suitably
formed that their edge may run in the groove of the rails. These rollers are
mounted in such a manner that they can be raised or lowered quickly and easily
by apparatus worked by the driver. When they are lowered and engage in the
groove of the rails they guide the carriage whilst the road wheels run and are kept
upon the flat of the rails. When the driver raises the rollers the carriage can freely
pass from the rails on to the roadway. The apparatus for raising and lowering the
wheels is mounted in such a manner as not to interfere with the free pivoting of the
fore carriage of the vehicle whilst at the same time it remains under control so that
it can be raised or lowered, and these movements may be effected instantaneously
both for the fore carriage and hind carriage of the vehicle. In addition it is
arranged not to carry the weight of the vehicle and not to be affected by its oscilla-
tions. The number of guiding rollers required may be reduced, for example, by
applying them only to the fore carriage or only to the hind carriage. It will at
once be seen that wheeled vehicles of all sorts provided with this system of
guidance can at will run either upon the roadway or upon the rails, and pass on to
and off the rails at pleasure and without any difficulty.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Henri Ciotti in the Great Seal Patent Office on the 5th June
1879.
"
HENRY CIOTTI, of Bois Colombes, of No. 9, Rue Ferrand, near Paris, Engineer.
'IMPROVEMENTS IN TRAMWAYS AND APPLIANCES FOR ENABLING WHEELED VEHI-
CLES TO RUN UPON TRAMWAYS."
My Invention consists in a system of rails and of wheels permitting carriages and
vehicles of all sorts to run at will either upon the rail or upon the roadway, and
allowing passage to and from without obstacle or stopping.
For this purpose I simply furnish the wheels with ordinary tires, suitable for the
common road, and I employ the novel rails hereinafter described; but in case it
be desired to utilize the grooved rails now in use upon tram ways, I provide in con-
junction with the ordinary tires accessories hereinafter described, which render them
applicable.
In the first case I lay in the carriage ways and in the streets rails, by preference
of a flat forin, or better, having a gutter like section or other suitable hollow
section. In Sheet 1 Figures 1, 2, 3, and 4, show four different sections of the rails
described above. With these rails the carriage is perfectly guided and it can run on
and off easily and promptly. Figure 1 bis shows a rail provided with a rib to
preserve the parallelism of the two rails without ties. The passage to and from the
hollowed rails may be further facilitated by providing flat rails at suitable distances
led up to by inclined planes.
On sharp curves rails having a plane face may be used, such rails being made to
range with the hollowed rails.
When hollowed rails of the forms represented in the Figures 1, 2, 3, and 4 are
employed it is preferred to arrange in front of the fore wheels of the carriage brooms,
scrapers, or rubbers of caoutchouc or other material to clean the rails. When the
carriage is travelling upon the rails the brooms should be lowered, but when
travelling upon the roadway the brooms should be raised. To lower and raise the
brooms I employ by preference the arrangements represented upon plate 2 by the
Figures 8 and 9. Upon the axis a are fixed two arms b, b, carrying two sockets
m, m, in which slide two stems t, t, and these carry at their lower extremities the
two brooms or rubbers g, g. The two stems t, t, are connected together by a cross
bar 8, 8. To prevent foreign matters finding their way between the sockets m and
the stems t, it is advisable to provide envelopes of caoutchouc tied at one end to the
lower part of the socket and at the other end to the stem.
To lower and raise the two stems I employ the apparatus following:- A square
guide tube e is fixed in front of the carriage; in this square tube a square stem c
slides; it carries at its lower end a fork f embracing the cross bar 8. The upper end
of the square stem c is formed into a head with which the fork h of the lever i
engages. This lever pivots upon a fulcrum k, and it terminates at its other end in
a fork by which a collar upon the screw V is embraced.
It is clear that on turning the screw V the brooms are raised by the lever i, or
on turning in the opposite direction the brooms are lowered into contact with the
rails to clean them. If a more absolute control of the vehicle be required it may
be obtained by locking the fore carriage by means of a locking bolt operated from
the coachman's seat, and which when lowered engages with the fore carriage, and
when raised sets the fore carriage free. Or the same end may be attained by the
application of small rollers parallel to the rails and entering into their hollow; by
lowering these rollers the vehicle is completely controlled, and when they are raised
it will leave the rails easily.
This method of guiding is represented on Sheet 1 by the Figures 5, 6, and 7;
Figure 6 shows the fore part of the vehicle with its guiding apparatus in elevation;
Figure 5 is a back view of the same parts. In Figures 5 and 6 a, a, is the axle of

page_text: the fore carriage carrying the two wheels 7, r. Upon the axle a are fixed two arms
b, b, which carry two sockets m, m, in which slide two stems t, t, carrying at
their lower ends two small rollers g, g, horizontal to the rails and entering into their
hollows. The two stems t, t are connected together by a cross piece s. When the
two rollers g, g, are engaged in the hollows of the rails the carriage is thoroughly
guided; when the rollers are removed from the rails the carriage can disengage
itself easily. To raise and lower the two rollers I make use of an arrangement
similar to that employed for the brooms described above, and of which the parts åre
indicated by corresponding letters upon the Drawing.
In place of employing two rollers one only may be used which will be
sufficient.
In case the carriage is mounted upon springs it will be convenient to make a
slight modification which is represented in Figure 7 in respect to the stems which
support the rollers.
The rollers g, g, will in this case be connected to a sleeve l, which will slide upon
the stem t. There may be arranged within the sleeve a small spiral spring b.
Brooms or scrapers may be attached to the stems t, t, to be raised and lowered with
the rollers.
In the second case in which the ordinary grooved rails now in use on tram ways
are utilized, I proceed in the following manner :-
At the side of the road wheels provided with ordinary tires I mount rollers
placed vertically and suitably formed that their ends may run in the grooves of
the rails. These rollers are mounted in such a manner that they can be raised and
lowered quickly and easily by apparatus worked by the driver. When they are
lowered and engage in the grooves of the rails they guide the vehicle whilst the
road wheels run and are kept upon the flat of the rails. When the driver raises
the rollers the carriage can run freely from the rails on to the road way.
The essential and indispensable conditions for the success of this arrangement
are,-
1. That the guiding rollers be without flanges and do not touch the bottom of
the rail, they should only touch the rail laterally.
2. That the action of lowering and raising the guiding apparatus be accomplished
instantaneously and at the will of the driver and simultaneously for the fore and
after carriage.
3. That the guiding apparatus of the fore carriage shall not hinder it from pivoting
and turning freely whilst it remains in connection with the controlling apparatus at
the disposal of the coachman.
4. That the oscillations of the carriage upon its springs shall not be communicated
to the guiding apparatus, and that at the same time the guiding apparatus shall
remain constantly connected with the fixed gear upon the body of the vehicle at the
disposal of the coachman. I insist in particular on these several essential conditions
to the success of iny Invention, which appear to me to solve the question in a very
satisfactory manner.
The Drawings hereinafter referred to will aid the description which follows:-
In the Sheets 3 and 4, the Figures 10, 11, 12, 13, Figure 10 shows a carriage
with four wheels provided with guiding apparatus on my system. The guiding
apparatus at the front of the carriage is shown on Sheet 4, Figure 11. An
axle x is solidly fixed to the platform of the carriage and behind the fore
carriage.
This axle is enclosed in a sleeve m, m, to which the stems t, t, are firmly fixed,
these at their free ends are traversed by an axis b, which carries two small wheels 9.
It is clear that if by an alternating movement the sleeve m is made to describe the
are of a circle, the whole of the guiding apparatus will be made to rock and the two
small wheels g, g, can thus be lowered and raised at will. When the two small
wheels are lowered they engage in the grooves of the rails 1, r, and guide the vehicle
effectually. When they are raised the vehicle is free to pass on to the common
roadway. I produce this swinging movement in the following manner (see Sheet 3,

page_text: Figure 10): The sleeve m which envelopes the axle x carries a tongue l which is
received into the closed fork f attached to the rod t sliding in the guides m³, m².
Near the end of the rod t a head is applied and a lever i which pivots upon a
centre n carries at its ends two forks, of which one, b, engages with the head of the
rod t and the other, c, with a collar upon the screw v. It is clear that on turning
the screw so as to press outwards the upper end of the lever i the four
small wheels will be lowered and made to engage in the groove of the rails so as
to guide the vehicle, whilst when the screw is turned in the opposite direction the
rod t is pulled and the four small wheels are raised so as to permit the carriage to
pass on to the common roadway. To control the hind carriage of the vehicle I
apply to the axle a, a, of the hind carriage (sec Sheet 4, Figure 12) the same guiding
apparatus as is applied to the axle x of the fore carriage, that is to say, the sleeve m,
the rods t, t, axis b, and small wheels g,g. A connecting rod b (Sheet 3, Figure 10)
is jointed at the centres of the two axes b, b, (Sheet 4, Figures 11 and 12) of the
guiding apparatus of the hind carriage and of the fore carriage, so that the two
guiding apparatus connected by the connecting rod b form a jointed parallelogram,
by the action of which all the movements given to the guiding apparatus of the fore
carriage are communicated at the same time to the guiding apparatus of the hind
carriage and the two apparatus remain parallel in all their positions. In place of
the four small wheels two only may be employed, one for the fore and the other for
the hind carriage of the vehicle, alternating them. To prevent the oscillations of
the carriage being communicated to the guiding apparatus I form at the free ends
of the rods t (Sheet 4, Figure 13) an oval hole which serves to allow the axis b to
slide. A small coiled spring bears upon the axis and holds it, in its place.
To simplify the apparatus it may be advisable to guide the fore carriage only and
to concentrate the guiding system upon the axle of the fore carriage (see Sheet 5,
Figures 14 and 15). Figure 14 shows a back view of the apparatus; and Figure 15
a side view. The axle is enclosed in a sleeve m to which are firmly fixed the two
armst, t; these at their free ends are traversed by an axis b carrying two small
wheels g,g. They are furnished in front with scrapers r, r, for cleaning the rail.
A cross bar c connects the two arms t. A fork is firmly fixed to the sleeve m and
the end of the screw engages in the fork. The screw has a flattened head and
is supported by the bridge p firmly fixed upon the axle a. It is evident that when
the screw is turned the sleeve m will also turn upon the axle a and rock the
whole system so that the two small wheels g, g, may thus be raised, and then the
carriage can pass freely on to the common road; or if the screw be turned in the
other direction, and the two wheels g, g, lowered they will engage with the grooves
of the rails and guide the carriage. The screw cannot be lengthened to bring it
within reach of the coachman to work the apparatus because such a prolongation
would hinder the fore carriage from pivoting about its centre.
To enable the coachman to work the apparatus I place in the fixed part of the
vehicle a screw x which terminates at its lower part in a fork which embraces tho
head plate of the screw v. By screwing and unscrewing the screw x similar move-
ment is given to the screw v, and so the apparatus is operated. It is necessary that
the two screws should be in the position indicated in Figure 14, in order that the
fore carriage should be free to pivot and the head of the screw to traverse in the
fork, but when the two screws are in the position opposite to that indicated in,
Figure 14 the fore carriage is no longer able to pivot.
The oscillations of the carriage cannot operate upon the guiding apparatus becauso
the fork of the screw x does not touch the head plate of the screw v, and because
a suitable space can be provided between the fork of the screw x and the head of
the screw v. The axle of the fore carriage is connected with the vehicle by the
central part P which turns upon a pivot. This manner of connecting the fore
carriage with the vehicle renders it necessary to divide the sleeve m into two parts,
but when the fore carriage is connected in the ordinary manner, that is to say, by
two supports or two lateral springs then the sleeve m may be of a single piece
which gives greater solidity to the apparatus. In this case the mechanism provided

page_text: for the coachman to lower and raise the guiding apparatus may be central and not
at the side, as I will describe further on in respect to guiding apparatus having
rectilinear movement.
In the Figures above described when the fore carriage pivots the head plate of
the screw leaves the fork of the screw x, so that if the fork of the screw x and
the head of the screw should not accord a shock and breakage may take place.
To obviate this inconvenience I arrange matters in the manner following:
Sheet 6, Figures 16, 17, and 18, I prolong the fork n, giving to it a circular
form to the head e of the screw v, I give the form of a segment of a circle, so that
when the fore carriage pivots the segment of the circle e (which forms the head of
the screw v) never leaves the fork end of the screw x. A stop limits the movement
of the fore carriage. Figure 16 shows the fork of the screw x, and the head of the
screw vin side view. Figure 17 shows it in plan, and Figure 18 in front.
If it be wished at the same time to guide the fore and the hind carriage it can be
done in the following manner :-A sleeve similar to the sleeve m (Sheet 5, Figures
14 and 15), which envelopes the axle a of the fore carriage will encircle the axle A
(Sheet 6, Figure 19) of the hind carriage. Two parallel arms t are firmly fixed to
this sleeve, and the two arms at their free extremities are traversed by an axis b
which carries small wheels g, g. The two axes b, b, of the fore carriage and of the
hind carriage are coupled by a connecting rod 1, which on one side is jointed to the
inner end of the axis 6 of the fore carriage, and on the other side is jointed to the
centre of the axis b of the hind carriage; the after end of the connecting rod / can
turn around the centre of the axle b of the fore carriage, whilst at the same time it
allows the fore carriage to pivot.
It is evident that on screwing and unscrewing the screw by means of the
screw both the guiding apparatus of the fore carriage and the guiding apparatus
of the hind carriage are put in motion simultaneously through the connecting rod l.
The connecting rod 7 may be more curved, as it is indicated by the dotted lines, and
it will then be less visible.
There is another way in which the guiding apparatus of the hind carriage may
be put in motion at the same time as the guiding apparatus of the fore carriage (see
Sheet 6, Figure 20). The rod t of the guiding apparatus of the hind carriage is
prolonged on the upper side of the sleeve m. At the lower part of the screw x,
Figure 21, and before reaching the fork n an eccentric x, y, is introduced; a rod h
at its hinder end terminates in a closed fork f which receives the head of the arm t,
and at its forward end it terminates in a ring u which envelopes the eccentric x, y;
a support 8 guides the ring and keeps it in its place.
It is clear that on turning the eccentric x, y, the movement is transmitted to the
guiding apparatus of the hind carriage through the connecting rod h. Figure 21
shows the eccentric and the ring u in plan.
The oscillations of the carriage will not be communicated to the guiding apparatus
of the fore carriage for the reasons already given, nor to the guiding apparatus of
the hind carriage for the eccentric x, y, at the same time that it turns has power to
slide in the ring u which is smooth on the inside, and it is free there to move to and fro
in a vertical direction. If the axle of the fore carriage should not be beneath the
feet of the coachman, but some distance in rear of the said axle the working gear
operated by the coachman may communicate with the guiding apparatus of the fore
carriage by means of pinions fixed one on the hand wheel, and the other upon the
guiding apparatus, the two pinions being coupled by a chain, or by other means.
To the part of the screw which engages in the fork / some amount of play should
be given, for the following reason:-When the coachman is on the common road
and wishes to enter upon the rails he should prepare to do so by turning the hand
wheel which commands the screw x through a small arc, the rollers g, g, then touch
the ground. But when the rollers g correspond with the hollows of the rails they
will descend a little. An index will warn the coachman of the movement, and then
he may turn the screw a rapidly.
In the arrangements described so far I have caused the guiding apparatus to rock

page_text: by employing sleeves enveloping the axle and the movement of the guiding wheels
has been curvilinear. I will now describe a guiding apparatus in which the move-
ment is rectilinear.
Sheet 7, Figure 22, represents a four wheeled vehicle; it is seen in side view
together with the guiding apparatus at Figure 23.
The following description applies to the fore carriage: -The two rollers g, g, are
connected to an axis x which turns in two bearings 8, 8, which are connected together
by a cross piece 1. Two forks ff, in the form of an inverted U (they are seen to a
larger scale in Figures 24 and 25) are solidly fixed upon the axle a; upon the cross
piece there are fixed two grooved guides d, d, in which slide the two forks f. f. It
is evident that in raising the cross piece the rollers g are caused to leave the
grooves of the rails, and that on lowering the cross piece they are made to enter.
I produce this rectilinear movement in the following manner:-
7"
In order the better to be understood I shall commence by describing the pivot
which connects the fore carriage to the vehicle. This pivot is hollow; it consists in
a tube or socket m (Figures 23 and 26), solidly fixed to the platform t of the vehicle.
The socket m passes through a wooden block e on which are the metallic pieces pl
The socket m is furnished at its lower part and on the exterior with a screw thread
in which the screw u lodged in the block e works. Thus the block e is connected
with the carriage t, and it turns upon the hollow pivot or socket m. Two springs r,r
supporting the cross piece v connect the axle a to the block e.
A stem E enters and slides in the socket m; the stem E consists of three parts;
an upper part h, square; a middle part o, round; and a lower part, x, furnished with
a screw thread. The stein E has at its lower part a head y which enters the axle a
(Figure 27) where it is retained by a plate; thus the stem E is not able to move in
a rectilinear direction; it can only rotate, being let into the axle a without being
fixed in it. A frame k (Figures 23 and 27) embracing the axle a is connected with
the cross piece ; the frame k is screw threaded at its upper part; the screw x of
the stem E screws into the threaded part of the frame . It is evident that by
turning the stem E with its terminal screw x to the right or to the left the frame k
will be lowered or raised, and with it the cross piece and the two rollers g, g. It
is thus clear that the rotation of the stem E is independent of the turning of the
fore carriage.
To impart this alternate rotary motion to the stem E I place upon its squared
upper end (Figures 23 and 26) a toothed wheel B, which, although compelling the
stem E to turn with it, is able to slide along the stem. A second toothed wheel C
(Figures 23 and 28) is fixed at the lower end of the stem t, which turns in a
support . The stem t carries at its upper end a small wheel u.
A chain F con-
nects the two toothed wheels B, C. It is evident that on turning the wheel uits
movement is communicated to the stem E by means of the two toothed wheels and
the chain.
It should be observed (see Sheet 7, Figures 23 and 27) that in the connection of
the frame k with the part 7, some amount of play is purposely allowed, and this
for the following reason:-When the coachman intends to enter upon the rails he
should, whilst still upon the common roadway, turn the wheel u through a small
are of a circle. This movement will produce a slight lowering of the guiding
apparatus; the rollers g, y, come in contact with the ground, and will be raised
with the bar V, which plays in the attachment with the frame k. When the
rollers g coincide with the hollow of the rails they descend by their own weight,
and an index advises the driver of this movement of the rollers; then he may
complete rapidly the rotation of the wheel u, being sure that the rollers are in the
hollows of the rails.
So far I have spoken only of appliances for the guiding the fore carriage; I
will now describe those of the hind carriage, and the manner in which this guiding
apparatus is connected with the guiding apparatus of the fore carriage and the gear
which operates it.
(See Sheet 7, Figures 22, 29, and 30). A frame carries at its upper part a

page_text: head h, at its lower part there is a fork t, in which the roller g is carried. A small
coiled spring is mounted upon the axis of the roller g. The frame k slides in
grooves in a piece d, solidly fixed upon the axle a. A lever, which turns about
a centre, terminates at its ends in two forks; the posterior fork embraces the head
of the frame k; the anterior fork embraces the lower part of the screw D, which is
formed with a neck; the screw D turns in a nut m.
It is evident that in screwing and unscrewing the screw D the guiding apparatus
of the bind carriage is raised or lowered by means of the lever L. In the upper
part of the screw Da notch is formed, into which enters a prolongation of the
stem t, which is flattened at its lower part and serves to turn the screw.
It is clear that on turning the wheel u and the stem t to the right or to the left
the screw D is screwed in or out, and the guiding apparatus of the rear carriage is
lowered or raised. Thus by means of the wheel u the guiding apparatus of the fore
carriage and of the hind carriage are operated simultaneously. It is evident that
the oscillations of the carriage will not be communicated to the guiding apparatus
of the fore carriage for the hollow pivot m which connects the body of the vehicle
with the axle of the fore carriage does not form part of the stem E (Figures 23
and 26) which controls the guiding apparatus, but slides along the stem c, as has
been explained above.
The oscillations of the vehicle will not be communicated either to the guiding
apparatus of the hind carriage, for the point on which the lever pivots (Figures 22
and 31) is of oval form, and the axis of the small roller g of the hind carriage
(Figure 29) is held in a slide furnished with a coiled spring."
It should be added that I have employed slides to control the guiding_apparatus
of the fore carriage. It would perhaps be more simple and solid if I had used
sleeves or sockets fixed vertically to the axle a, in which sleeves the stems would
slide. A Drawing of this arrangement is seen on Sheet 2, Figures 8 and 9.
In the Figure which I was describing (Figure 22) the lever falls outside of the
wheel of the fore carriage; on Sheet 8, Figure 32, there is seen an arrangement in
which the lever I falls within the wheel of the fore carriage so that the gear with
which the coachman operates it approaches the centre of rotation of the fore
carriage. This slight modification facilitates the locking at pleasure of the fore
carriage or rendering it free to turn. For this it is only necessary to prolong the
screw D beyond the neck and to form a hole z in the bar V. It is clear that when
the screw D has penetrated into the hole z that the fore carriage cannot pivot, and
that when the screw D is raised that the fore carriage will be free to turn.
same effect may be obtained by means of a fork connected with the screw D. In
the same Figure the whole of the guiding apparatus is seen enclosed in a flat box
of sheet iron E to prevent mud and dust from obtaining access to it. The box E is
made in two parts which fit the one to the other, and which can, with great facility,
be removed and replaced. The guiding apparatus in general can be easily removed
from the carriage to get it out of the way in case of breakage.
The
The vehicles represented in the Figures described above are straight sided car-
riages. My system of guiding can also be adapted to carriages of which the side
or body is made to any curve. Sheet 8, Figure 33, represents a coupé furnished
with my guiding apparatus and gear for actuating it, the parts of which have
already been sufficiently described. There is no change except in the lever or
rocking bar which connects the guiding apparatus of the fore carriage with the
guiding apparatus of the hind carriage, and which causes the two apparatus to move
simultaneously. The inspection of the Drawing shows that the lever / follows all
the curves of the body of the coupé, and being jointed at a centre of rotation o
transmits exactly the movements of the guiding apparatus of the fore carriage to
that of the hind carriage. Sheet 8, Figure 34, represents a three wheeled veloci-
pede furnished with my guiding apparatus.
The arrangements above described are applicable to all sorts of vehicles for
passengers and goods, omnibuses, landaus, velocipedes, and so forth, which will
thus be able to take the tramway when they find it in their course, and to enter

page_text: and leave it with facility. The necessary parts have only to be applied to the
vehicle of whatever sort.
-
Having thus described my Invention with the best arrangements for its use in
practice I wish it to be understood that reserving to myself modifications in the
construction and combination of the guiding apparatus beyond those which I have
described, to adapt it to the numerous applications of which it is susceptible,-
Also reserving to myself to modify the details of execution I claim,
First. My plane or gutter like rails having the curve which best suits the situa-
tion, that is to say, rails] on which all vehicles can travel, and which they can
enter and leave promptly and with facility without the ordinary tires of the wheels
being at all altered; also the arrangements for effectually guiding the vehicles
in the said rails, and in combination therewith the means for cleaning the
rails.
Second. In the case where it is required to utilise the grooved rails at present in
use upon tramways I claim the several arrangements specified for the application
and arrangement of my system of guiding to vehicles running upon grooved rails,
more especially in what relates to the mode of protecting the guiding apparatus
from shocks and oscillations of the vehicle, to avoiding obstruction to the pivoting
and movement of the vehicle in a circular course whilst nevertheless allowing the
action of the gear by which the coachman controls the mechanism and the com-
binations intended to ensure the continuous and instantaneous action of the
apparatus and the simultaneous action of the fore carriage and the hind carriage.
In witness whereof, I, the said Henri Ciotti, have hereunto set my hand and
seal, this Twenty eighth day of May, in the year of our Lord One
thousand eight hundred and seventy nine.
HENRI CIOTTI.
(L.S.)