IMPROVEMENTS IN APPARATUS FOR REGISTERING THE NUMBER OF PERSONS TRAVELLING BY TRAMWAY CARS AND OMNIBUSES, OR ENTERING EXHIBITIONS, OR OTHER PLACES." PROVISIONAL SPECIFICATION
Year: 1877

page_text: LETTERS PATENT to Thomas Sturgeon, of Leeds, in the County of York,
Engineer, for the Invention of "IMPROVEMENTS IN APPARATUS FOR REGISTERING
THE NUMBER OF PERSONS TRAVELLING BY TRAMWAY CARS AND OMNIBUSES, OR
ENTERING EXHIBITIONS, OR OTHER PLACES."
PROVISIONAL SPECIFICATION left by the said Thomas Sturgeon at the Office
of the Commissioners of Patents on the 2nd April 1877.
THOMAS STURGEON, of Leeds, in the County of York, Engineer. "IMPROVE-
MENTS IN APPARATUS FOR REGISTERING THE NUMBER OF PERSONS TRAVELLING BY
TRAMWAY CARS AND OMNIBUSES, OR ENTERING EXHIBITIONS, OR OTHER PLACES."
The first of my improvements consists in an apparatus particularly applicable for
tramway cars and omnibuses, and may be described as follows:-The passage or
entrance is commanded by two arins which work in separato vertical planes, the
distance between the vertical planes in which these arms work being such as to
admit only one person at a time. The arms are connected together in such a
manner that when one of them is in the position which closes the passage, the other
is open, but the opening of the one always closes the other. Each of these arms is
made to act on a separate indicator or counter, but they are so arranged that each
arm acts upon its indicator or counter only on the arm being pushed into its open
position, and each arm may be brought back into its closed position without acting
on its indicator.
The indicators or counters are not always in gear with the arms, but are thrown
into gear only when a person is passing through the apparatus. This is accomplished
as follows:-A tread plate or foot board is placed in the space between the two
vertical planes, in which the arms move in such a manner that it is necessary for a
person to tread on this tread plate on his way to or from the omnibus or car. This
weight causes a slight downward movement of the tread plate, and this is made to
1079

page_text: act on levers or other mechanism in such a manner as to throw the indicators into
gear with the arms.
A. spring or weight causes the tread plate to return to its original position when
the person steps off. It will thus be seen that so long as no person is on tread
plate or foot board the arms may be moved backwards and forwards without acting
on the indicators.
The action of the apparatus is therefore as follows:-Suppose two people wish
to enter the car and the arms are in such a position as to allow a person to stand on
the tread plate, and thereby throw the indicators into gear. Before he can be
admitted the arm in front of him has to be moved into its open position, in doing
which it counts or marks 1 on its own indicator, that is to say, one admitted; at the
same time the other arm is brought into its closed position without acting on its
indicator, and closes the passage against the person following. The first person now
steps into the car and the arms are then brought into position to admit the second
on to the tread plate, no action taking place on the indicators, at this moment there
being no one on the tread plate, and the indicators being consequently out of gear.
The second person now steps on to the tread plate, throwing the indicators into gear,
moves the armn in front of him into its open position, the indicator belonging to
that arm being thereby caused to count 2, that is to say 2 admitted. A similar
action takes place on any one getting out, but the counting is then done on the
other indicator, and thus by having an indicator for counting the entrances and
another for exits, it can be seen at any moment by referring to the indicators how
many have got in and how many have got out.
0029
In the next place my Invention relates to an improved method of taking the
record of the indicators, which is as follows:-I provide the indicators with raised
figures or other means of marking the results on to paper or cards which may be
pressed upon their surfaces. These papers or cards should be introduced through a
slit which is provided for the purpose, and the action is somewhat similar to that
used for stamping a ticket with the date of issue at a railway booking office; this
is particularly applicable where the fares vary according to distance. In such cases I
should have a person at each point where the fares alter, who should be provided
with a number of cards, and whenever a car or omnibus arrives at his station his
duty should be to put one of his cards into the slits of the two indicators, and
cause them to mark thereon the figures at which they stand. Thus suppose him
stationed at Charing Cross and an omnibus arrives there he slips a card into the slit
of the indicator, which counts the admissions and causes it to mark its numbers
thereon, and on the same card he in a similar way takes the numbers indicated by
the exit indicator, and he marks the number of the omnibus and the time on the
card. The card might be similar to the annexed diagram. The
slits in the indicators should be so arranged that the admission
indicator will only admit the card far enough to mark its
numbers in the first half-inch like the "29," that of the exit
indicator should admit the card far enough to mark it in the
second half-inch like the "13." Similar cards would have
to be used at other stations, and all these cards would of
course have to be delivered up at the office, and when put
together would form a complete record of the number of passengers and the
lengths of the stages travelled by them, and thus be a completo check on the fares
received by the conductor, while the system of making the indicators mark their
own records would prevent any possibility of there being collusion between the
conductor and the person whose duty it was to take the record. This system of
making the indicators mark their own records may be applied to indicators for
ordinary turnstiles, for exhibitions, and other similar purposes, or for cars and
omnibuses should they be applied thereto, but a great objection to applying
ordinary turnstiles to cars and omnibuses is that the turnstiles occupy so much
space as to make it very inconvenient to place them where the space is only
limited.
90013
CHARING +
No. of Bus.
22 from Bank.
TIME 11.30 A.31.

page_text: When a car or omnibus is arranged to carry outside passengers, I place the
apparatus in such a position that the passengers for the outside will have to pass
through the apparatus before they can reach their seats.
An apparatus such as that described as the first of my improvements may be
applied to exhibitions and other places where it is only necessary to count the
persons entering. In such cases the apparatus need only be supplied with an
admission indicator, the exit indicator being dispensed with. This would also be the
case when the apparatus is applied to a tram car or omnibus in which there is only
one fare throughout the journey.
In some cases it may be desirable to have two apparatuses, one for entrance, and
the other for exit. In such cases I use a foot board or tread plate connected with
the moving arms, by means of a catch and ratchet or other convenient gear for
locking the arms in such a manner that the weight of a person standing upon the
foot board or tread plate will cause the gear to be thrown in or out as the case may
be. In this manner the apparatus may be so constructed that any person would
be prevented from entering by an apparatus meant only for exit, or leaving by an
apparatus meant only for entrance.
In the next place iny improvements consist in constructing a turnstile somewhat
similar to an ordinary turnstile, but instead of having four fixed arms, I use only
two arms which are constructed to slide through the spindle, and these arms being
Instead of the arms
at right angles to each other do the duty of four fixed arms.
being simply slid back through a hole in the spindle they may be on centres so as
to be turned over from one side to the other. A stop is provided which prevents
the arms being slid back or turned over until they have reached the proper
position.
The spindles of turnstiles so constructed may be connected to indicators in the
ordinary manner, or the arms may be made to act on the indicator on being slid
back or turned over. In this manner turnstiles may be constructed so as to occupy
much less space than an ordinary turnstile, and thus be applicable to places where
from want of space an ordinary turnstile could not be applied.
In the next place my Invention consists in constructing an apparatus, which may
be described as follows:-The person entering finds the passage blocked by a semi-
circular arm, or by an arm which is rather more than half of a circle, he slides the
arm back, and it passes round behind him, blocking the passage to anyone following,
Before another person can
but leaving it open before him so that he can pass on.
enter this apparatus must be turned into its original position. The arm may be
suitably connected to an indicator and may be constructed with tread plates and
locking gear, such as already described, arranged so that an apparatus intended for
entrance cannot be used for exit, and an apparatus intended for exit cannot be used
for entrance.
In the next place my improvements consist in making a turnstile with only two
fixed arms on a vertical spindle, arranged at right angles to each other. After a
person has entered by a turnstile of this kind it must be turned back again into its
original position before another person can enter.
I use in conjunction with this turnstile tread plates for throwing the indicators
into gear, so that a turnstile may be constructed on this plan which will do both for
entrances and exits, and may be arranged to count entrances only, or entrances and
exits both, and which will not count when the arms are only turned back to get
them into position without a person passing through.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Thomas Sturgeon in the Great Seal Patent Office on the 2nd October
1877.
THOMAS STURGEON, of Leeds, in the County of York, Engineer. "IMPROVE-
MENTS IN APPARATUS FOR REGISTERING THE NUMBER OF PERSONS TRAVELLING BY
TRAMWAY CARS AND OMNIBUSES, ON ENTERING EXHIBITIONS, AND OTHER PLACES."
The first of my improvements consists of an apparatus particularly applicable
to tramway cars and omnibuses, and inay be described as follows:-The passage or
entrance is commanded by two arms which work in separate vertical planes, the
distance between the vertical planes in which these arms work being such as to
admit only one person at a time. The arms are connected together in such a manner
that when one of them is in the position which closes the passage the other is open,
but the opening of the one always closes the other.
Figs. 1 and 2 in the accompanying Drawings shew a portion of the back part of
a tramway car, with an apparatus constructed in accordance with the first part of
my Invention applied thereto. The apparatus is shown in the position it would
occupy on the small platform or stage at the back of the car; the other end of this
stage or platform may be permanently blocked up, as shewn at C, or it may if
desirable be furnished with another apparatus. A and B are the two arms which
in this case are both fastened on to the same spindle, which passes through the
casing D. The arms are fixed at right angles to each other, so that when the
arm A is raised from the position which it occupies in Fig. 1, into that shewn in
Fig. 2 (in order to allow a person to pass into the car) the arm B will simultaneously
be brought from the position which it occupies in Fig. 1 to that shown in Fig. 2,
and so block the passage against any one following until the arms are again brought
into their original position. Each of these arms is made to act upon a separato
indicator or counter, but they are so arranged that each arm acts upon its indicator
or counter only on the arm being pushed into its open position, and each arm inay
be brought back to its closed position without acting on its indicator; this will be
better understood on reference to Figs. 3, 4, and 5, which are various sections
shewing the best method that 1 am at present acquainted with for putting this part
of my Invention into practice, Fig. 6 being a general view. In these Figs. the same
letters refer to the same parts. A, A¹, are the indicators or counters, which may be
of any suitable construction, but I prefer to use indicators in which the figures are
put on the edge and not on the flat of the disc, such, for instance, as the counter
which is described in the Specification of a Patent granted to "Fenner Ballon
Taylor," and Nod, 937, and dated 29th March, 1869, or such as are used in numbering
or paging machines. The arns B and C are rigidly connected to the horizontal
spindle D, which, like the arms, may be formed of a piece of hollow tube, as shewn
in the cross sections. Upon this spindle are also rigidly fixed the two bosses E, E',
each of which is furnished with a small bracket or projecting bearing F, FL, carrying
the ratchet catches C, G; these ratchet catchics or pawls take into the teeth of the
wheels H, H, these wheels being so arranged that the teeth of one are reversed to
those of the other; these ratchet wheels work loose on the horizontal spindle D,
but are respectively in one piece or rigidly connected to the spur wheels I, I, and
the squares or flats J, J. The spur wheels I, I, work into the necessary inter-
mediate gear K, K¹, for working the indicators, which gear is so proportioned that a
movement of a quarter of a revolution of the wheel I or I¹ will produce a movement
of a tenth of a revolution on the indicator disc, the arm being moved a quarter of
a revolution each time a person passes, and there being ten figures round the edge of
the disc. The springs L, L, press the cross pieces M, MI, up against the flats of the
squares J, J, so that even should the arın not be raised or lowered to its full extent
the spur wheels I, I, and consequently the indicator discs, will be brought to and
retained in their true position. It will thus be seen that if one of the arms is
pushed into its open position when the ratchet catches are free, and therefore caused
to take into the teeth of the ratchet wheels by the springs S, S¹, the ratchet catch

page_text: or pawl corresponding to that arm will act upon its ratchet wheel, turning it round,
and with it the corresponding spur wheel and square, the springs yielding sufficiently
to let the corners of the squares pass, and in the meantime the other ratchet and
wheel being in the reverse position the catch glides over the teeth of the ratchet
wheel without acting on it, so that that arm only which is pushed into its open
position will act upon its indicator.
The indicators or counters are not always in gear with the arins, but are thrown
into gear only when a person is passing through the apparatus. This is accomplished
as follows:-A tread plate or foot board is placed in the space between the two
vertical planes, in which the arms move in such a manner that it is necessary for a
person to tread on this troad plate on his way to or from the omnibus or car.
weight causes a slight downward movement of the tread plate, and this is mado
to act on levers or other mechanism is such a manner as to throw the indicators
into gear with the arms.
This
The best method of accomplishing this is shewn in Figs. 3, 4, 5, and 6, where N
is the foot board or tread plate which acts on the rod O, and is held in a slightly
elevated position by the spring P. The ratchet catches G, G¹, are furnished with
tail piccos QQ, which carry small friction rollers. The end of the rod O is
furnished with the crescent-shaped piece R, the inside or concave sweep of which
corresponds to the sweep made by the friction rollers on the tail pieces when the
arms arc moved.
When there is nobody on the tread plato the spring P presses the piece R up
against the friction rollers on the tail picces, and thus lifts the ratchet catches out
of gear with the teeth of the ratchet wheels. It will thus be seen that so long as
no person is on the tread plate or foot board the armis may be moved backwards and
forwards without acting on the indicators. The action of the apparatus is therefore
as follows: Suppose two people wish to enter the car, and the arms are in such a
position as to allow a person to stand on the tread plate, which is shewn at E, E,
in Figs. 1 and 2, the rod by which it acts on the catches being carried up in the
casing F, F. The first person steps on to the tread plate, thereby throwing tho
indicators into gear; before he can be admitted the arm in front of him has to be
moved into its open position, in doing which it counts 1 on its own indicator, that
is to say, one admitted; at the same time the other arm is brought into its closed
position without acting on its indicator, and closes the passage against the person
following. The first person now steps into the car, and the arms are then brought
into position to admit the second on to the tread plate, no action taking place on the
indicators at this moment, there being no one on the tread plate, and the indicators
being consequently out of gear; the second person now steps on to the tread plate,
throwing the indicators into gear, moves the arm in front of him into its open
position, the indicator belonging to that arm being thereby caused to count 2, that
is to say, two admitted. A similar action takes place on any one getting out, but
the counting is then done on the other indicator, and thus by having an indicator
for counting the entrances and another for exits it can be seen at any moment, by
referring to the indicators, how many have got in and how many have got out.
In the next place my Invention relates to an improved method of taking the
record of the indicators, which is as follows:-I provide the indicators with raised
figures or other means of marking the results on to paper or cards, which may be
pressed upon their surfaces. These papers or cards should be introduced through
a slit which is provided for the purpose, and the action is somewhat similar to
that used for stamping a ticket with the date of issue at a railway booking office.
This is particularly applicable where the fares are increased beyond a certain
distance. In such cases I should have a person at each point where the fares alter,
who should be provided with a number of cards, and whenever a car or omnibus
arrives at his station his duty should be to put one of his cards into the slits of
the two indicators and cause them to mark thereon the figures at which they
stand. Thus, suppose him stationed at Charing Cross and an omnibus arrives
there, he slips a card into the slit of the indicator, which counts admissions, and

page_text: The
0029
0013
No. 22.
TIME 11.30 A.M.
causes it to mark its numbers thereon; and on the same card he in a similar way
takes the numbers indicated by the exit indicator, and he marks the time and the
number of the omnibus on the card; or the apparatus might be furnished with
a small stamp for marking the number of the omnibus or car on the
card. The card might be similar to the annexed diagram.
slits in the indicators should be so arranged that the admission
indicator will only admit the card far enough to mark its numbers
in the first half-inch like the "29." That of the exit indicator should CHARING +
admit the card far enough to mark it in the second half inch like
the "13." Similar cards would have to be used at other stations,
and all these cards would of course have to be delivered up, and when put together
would form a complete record of the number of passengers and to a sufficient
extent of the stages travelled by them, and thus be a complete check on the fares
received by the conductor, while the system of making the indicators mark their
own records would prevent any possibility of their being collusion between the
conductor and the person whose duty it was to take the record. This system of
making the indicators mark their own records may be applied to indicators for
ordinary turnstiles, for exhibitions, and other similar purposes, or for cars and
omnibuses should they be applied thereto, but a great objection to applying
ordinary turnstiles to cars and omnibuses is that the turnstiles occupy so much
space as to make it very inconvenient to apply them where the space is only limited.
The most convenient method of effecting the printing is shewn in Fig. 4;
X, X, are two sinall rollers carrying a band of carbonized or transfer paper T,
which can be rolled from one on to the other as the surface becomes worn. This
band of transfer paper stretches across over the raised figures of the indicators.
By gently but suddenly striking the knobs U, U', which are furnished with india-
rubber pads, the cards can be pressed down with sufficient force for the raised
figures of the indicators to mark through the carbonized paper on to the cards.
When a car or omnibus is arranged to carry outside passengers I place the
apparatus in such a position that the passengers for the outside will have to pass
through the apparatus before they can reach their seats. Or where the fare for
the outside is different from that inside I use a second apparatus for the outside
passengers, which is fixed in the most convenient position, according to the con-
struction of the car.
When the apparatus is applied to ordinary omnibuses it will be necessary to
make a small stage at the back of the omnibus similar to the stage of a
tramway car.
An apparatus such as that described as the first part of my improvements may
be applied to exhibitions and other places where it is only necessary to count
persons entering. In such cases the apparatus need only be supplied with an
admission counter, the exit indicator being dispensed with. This would also be
the case when the apparatus is applied to a tram car or omnibus in which there is
only one fare throughout the journey. In these cases there is not the same
necessity for the printing apparatus, as an examination of the indicators at any
convenient intervals will at once prove whether the conductor pays in the proper
amount of fares.
Where it is not necessary to print the records, indicators having the numbers on
the flat of the discs like ordinary engine counters might be used, the motions of
the arms being conveyed thereto by bevel gearing, but I prefer to use such as I
have already referred to. Although it is a very simple plan to have both arms
rigidly fixed to the horizontal spindle this plan has the disadvantage that when
one of the arms is being raised from its horizontal position the other is being
brought up from a hanging position, and in noving upwards it might catch in the
folds of a lady's dress. I therefore prefer to gear the arms together in such a
manner that neither of them will hang down, but that the raising of either of them
will bring down the other in the reverse direction from an upright to a horizontal
position. This will be understood by a reference to Fig. 7. The arm A is fixed

page_text: to the horizontal spindle, the arm B being fixed on to a short spindle; these two
spindles are geared together by the small spur gear D. It will thus be seen that
neither of the arms hang vertically down, and on raising the arm A. in the direction
of the arrow the arm B comes down in the reverse direction, as indicated by the
other arrow, and vice versa; E, E, E, are the bearings by which the spindles are carried.
Figs. 8, 9, and 10 are views of a small apparatus for the purpose of ensuring the
arms being moved to a certain definite extent whenever a person enters or leaves
the car.
This consists of two ratchet wheels, A and B, fixed on to the horizontal
spindle, and having their teeth set in the reverse direction to each other. These
are furnished with their respective catches and pawls C and D, which are in one
piece or rigidly fixed together, and which work on the fixed centre E. The ratchet
wheels are furnished with projections F and G, and the pawls have corresponding
tail pieces H and I; and they are also provided with flats, upon which the spring J
presses, so as to retain the catches in one or other position, and keep either one or
other of the catches or pawls in gear, the relative position of the two catches being
such that when one is in gear the other must be out of gear.
The action is as follows:-Suppose the catch C to be in gear; as long as it
remains in gear it acts as a stop to prevent the arms being moved in such a way
ns to work the ratchet wheel in the direction of the arrow. The arms can therefore
be only moved in the other direction, the teeth of the ratchet wheel A gliding under
the ratchet catch; and before this movement can be reversed it must be continued
far enough to bring the projection F against the tail piece H, and push it sufficiently
far to bring the other flat under the action of the spring. The catch D will thon
be brought into gear with the other ratchet wheel, the catch C being thrown out
of gear. The motion of the arins may now be reversed, but it must again be con-
tinued sufficiently far to bring the projection G against the tail piece I, so as to
push the catch D out of gear, and thereby throw the catch C into gear before it
can be again reversed. This apparatus will thus effectually prevent fraud by
persons who might otherwise endeavour to evade being counted by only partially
moving the armis.
In some cases it may be desirable to have two apparatuses, one for entrance and
the other for exit. In such cases I use a foot board or tread plate, connected with
the moving arms by means of a catch and ratchet or other convenient gear, for
locking the arms in such a manner that the weight of a person standing upon the
foot board or tread plate will cause the gear to be thrown in or out as the case may
be. In this manner the apparatus may be so constructed that any person would bo
prevented from entering by an apparatus meant only for exit, or leaving by an
apparatus meant only for entrance. Such an arrangement is shewn in Fig. 11,
which may be supposed to be a portion of the back of a tramway car with the
back rail only indicated by dotted lines in order to shew the two apparatuses more
clearly. A is the entrance apparatus, and B the exit; C and D are two foot boards
or tread plates, which are connected to the rods E and F so as to draw down theso
rods when anyone stands on the tread plates, and these rods are pulled up again by
means of springs, as already described. Each of these rods is connected at its upper
end to a ratchet lever, as shewn at G, Fig. 12, which takes into the ratchet wheel H
fixed on the horizontal spindle. It will thus be seen that when no one is standing
on the tread plate, the ratchet catch G being then in the position shewn in Fig. 12,
forms a stop which prevents the arm being raised, but anyone standing on the
tread plate causes the rod to be pulled down, which raises the catch out of the teeth
of the ratchet wheel, thus permitting the arm to be raised.
In order to block the passage more effectually and prevent people from getting
under the arms, I may add to the arms a number of parallel bars, suitably con-
nected together, and hinged or jointed on fixed centres at their other ends, so that
each set must be raised or lowered together. An apparatus so constructed is shewn
at Fig. 13, A and B being the two arms which are fixed on the horizontal spindle,
and u¹, a², and b¹ and bª are the additional bars connected to the fixed centres at
c, c, and d, d, their other ends being connected to the upright pieces e, e, by suitable

page_text: pin joints, so that they will move simultaneously with and keep parallel to the
arms to which they are respectively connected.
In the next place my improvements consist in constructing a turnstile, somewhat
similar to an ordinary turnstile, but instead of having four fixed arms I use only
two arms, which are constructed to slide through the spindle, and these arms being
A view of this
at right angles to each other do the duty of four fixed arms.
arrangement is shewn in Fig. 14; Fig. 15 being a plan of the same. I claim this
arrangement only when combined with a tread plate for throwing the indicators
into gear. A and B are the two sliding arms which slide through their respective
sockets A¹ and B¹. On reference to Fig. 15 it will be seen that the curved stop C
prevents the arms from being pushed back before they reach their proper position,
and also prevents the turnstile from being revolved until the arm has been pushed
back. The ratchet wheel and the catch D prevent the turnstile from being revolved
in any direction but that indicated by the arrow. The indicator or counter may
be most conveniently connected to the end of the upright spindle at E.
Instead of the arms being simply slid back through a hole in the spindle they
may be on centres, so as to be turned over from one side to the other, as shewn
in Fig. 16, which shows a full side view of the arm A, but shews the end view only
of the arın B; C is the centre on which the arm A turns, the curved part sliding
through the socket D. The arm B is of similar construction. In this manner
turnstiles may be constructed so as to occupy much less space than an ordinary
turnstile, and thus be applicable to places where from want of space an ordinary
turnstile could not be applied. But I claim these two forms of turnstiles last
described only in combination with a tread plate for throwing the indicators into gear.
In the next place, my Invention consists in constructing an apparatus which may
bo described as follows:-The person entering finds the passage blocked by a semi-
circular arın, or by an arm which is rather more than half of a circle, as shown in
Fig. 17 at A. He slides this arm back and it passes round behind him into the
position shewn in Fig. 18, blocking the passage to anyone following, but leaving it
open before him so that he can pass on. Before, another person can enter, this
apparatus must be turned into its original position. The armi may be supported by
a light rail, as shewn in Figs. 17 and 18, and may be suitably arranged to uct on an
indicator, and may be constructed with tread plates and locking gear, such as
already described.
In Fig. 19, which is a section of the lower part of this apparatus, a suitable
arrangement is shewn. B is the head plate, carried by a central pin C, working in
the socket D, which carries the spring E for raising the tread plate. The railing
and arın are carried by the circular base F, F, which runs round on the castors
G, G. The pin C is prolonged and connected to the lever H in the manner shewn,
and the other end of this lever is connected in a similar manner to the upright
spindle I. This spindle carries the lever J, and a cam K is fixed on to the edge of
the circular plate F. The spindle I at its other end slides through the boss of the
lever which works the indicator, being formed with a key, so that although the
spindle may slide up or down through the boss, any turning action imparted to the
spindle will also act on the lever, and thus through the medium of an ordinary
ratchet and ratchet wheel act on the indicator. It will thus be seen that when a
person steps on the trend plate B the lever H is acted upon so as to raise the
spindle I. The lever J is thus brought into such a position that when the arm is
turned round the cam K acts upon it, and thus causes the spindle I to be partially
revolved, and this causes the indicator to count; but should the arm be revolved
when no one is standing on the tread plate no counting takes place, as the lever J
is then below the range of the cam K.
Stops might be so arranged as to be brought into position by the movement of
the tread plate in such a manner that after a person has got on the tread plate and
moved the arm he must get off before it can be moved again, and where necessary
a ratchet and ratchet wheel may be so arranged as to ensure the apparatus being
moved only in one direction.

page_text: In the next place my improvements consist in making a turnstile with only two
fixed arms on a vortical spindle arranged at right angles to each other. After a
person has entered by a turnstile of this kind it must be turned back again into its
original position before another person can enter. I use in conjunction with this
turnstilo tread plates for throwing the indicators into gear, so that a turnstile may
be constructed on this plan, which will do both for entrances and exits, and may bo
arranged to count entrances only, or entrances and exits both, and which will not
count when the arms are only turned back to get them into position without &
person passing through.
Fig. 20 is a view of an apparatus of this kind, A and B being the two arms and
C the tread plate; this trend plate is kept in a slightly elevated position by a
spring, and is connected to a rod passing up through the centre of the hollow
spindle D. To the upper end of this rod is attached the clutch E, Fig. 21, which
slides on a key on the upper part of the spindle, and the rod is attached to it in
such a manner that as the rod rises or is depressed the clutch is released or brought
into gear with the corresponding clutch which is fixed on to the bevel wheel F.
This bevel wheel moves freely on the spindle, and gears into the two bevels G, G¹,
each of which carries a ratchet catch taking into the teeth of a ratchet wheel.
The teeth of these ratchet wheels are in the same direction, and the indicators are
connected to the axes of these ratchet wheels; the action is therefore as follows :—
A person wishing to pass through the turnstile stands on the tread plate, thereby
throwing the clutch into gear; he then moves the arm, thereby causing the bevil
gear to act on the corresponding ratchet and ratchet wheel, and consequently
work the corresponding indicator, the ratchet of the other ratchet wheel at the
same time gliding over the teeth. When no one is passing, the arins can be moved
without counting on either indicator, the clutch then being out of gear.
The apparatus illustrated in Figs. 8, 9, and 10, and already described, may bo
applied to the spindle, so as to ensure the arnis being moved to the full extent in
either direction.
The principle of adapting tread plates so as to throw the indicators in or out of
gear may be applied not only to the various forms of turnstiles above described, but
also to turnstiles of the ordinary form.
In some cases the fares may be said to overlap; thus, suppose a car is running
between two places, say, A and B, Fig. 22, and we will suppose that the fare the whole
way is 3d., and that it is 2d. from A to C, or from C to B, but that there is also
another 2d. fare from D to E, in this case it is necessary to ascertain not only how
many travelled, but also how far each passenger travelled within certain limits, or
at what stage each got in or got out. In cases of this kind I would recommend the
following system in conjunction with such apparatus for counting the passengers as
I have already described :-I divide the whole route into certain divisions. In this
case it would be divided into four divisions, nod, as shewn in Fig. 22, and every
car travelling on this route has a little apparatus provided, which simply prints
or marks the number of the division. It is the duty of the conductor, immediately
on a passenger getting in, to mark a ticket by the apparatus for shewing the division
of the journey, and to give this ticket to the passenger. The passenger keeps the
ticket till he gets out, and then hands it back to the conductor, and it is then both
the duty and the interest of the conductor to mark the ticket again with the division
marker. We will suppose a passenger getting in at some portion of the first stage;
the conductor would mark the ticket, and hand it to him.
The ticket is shewn in the margin, and it would be marked 1 to
shew the division or stago in which the passenger had entered.
The apparatus should be so arranged that the conductor could returned to the Con-
not mark any other number on the ticket while his car was ductor when you leave
travelling through the first division of the journey. When the the Car.
car arrives at D the checker takes the record of the counting in-
DISTANCE TICKET.
1
This Ticket to be
dicators in the manner already described, and by putting in a key with which he is
provided he turns the distance or division marker from 1 to 2. When the car arrives at

page_text: 1
This Ticket to be
returned to the Con-
ductor when you leave
the Cur.
the point C, the checker there in a similar manner turns the division marker from 2 to
3, also taking the records of the indicators. We will now suppose the passenger
who got in during the first division to get out during the third division; he would
hand his ticket back to the conductor, who would immediately mark it by the
division marker. The ticket would then be as in the margin, DISTANCE TICKET.
showing at once that the passenger had travelled from the first
division to the third, and therefore shewing what amount of fare
the passenger had paid. These tickets would of course have to
be given up at the office of the company by the conductor, and
their number and marks must correspond with the records of
the counting indicators taken at each station by the checkers.
This marking apparatus might be constructed, as shewn in the sectional view,
Fig. 23, Fig. 24 being an outside view of the same. The marker A revolves on the
centre B, the figures 1, 2, 3, and 4 being engraved on each extremity of the cross.
C, C, are rollers carrying a band of carbonized paper, and D is the stamper for
pressing the ticket down thereon, and so marking it with whatever figure may be
directly underneath; E is a keyhole, by which a key can be inserted for turning
the marker from one figure to another, this key being inserted at e, and taken out
at e F is the slit through which the ticket to be marked is inserted.
3
Instead of having division markers attached to cach car, as above described,
portable markers like a pair of pliers might be used, the markers being exchanged
at the end of each stage, the checker taking from the conductor the marker used
during the previous stago, and giving him the one to be used during the next stage.
Figures or letters or other convenient marks might be used.
In witness whereof, I, the said Thomas Sturgeon, have hereunto set my hand
and scal, this Twenty-seventh day of September, in the year of our Lord
One thousand eight hundred and seventy-seven.