IMPROVEMENTS IN TRAMWAYS AND IN CONSTRUCTING AND PROPELLING VEHICLES THEREON."
Year: 1876

page_text: LETTERS PATENT to Henry Percy Holt, of Royal Insurance Buildings, Leeds,
in the County of York, Civil Engineer, for the Invention of "IMPROVEMENTS
IN TRAMWAYS AND IN CONSTRUCTING AND PROPELLING VEHICLES THEREON."
PROVISIONAL SPECIFICATION left by the said Henry Percy Holt at the
Office of the Commissioners of Patents on the 13th April 1876.
HENRY PERCY HOLT, of Royal Insurance Buildings, Leeds, in the County of
York, Civil Engineer. "IMPROVEMENTS IN TRAMWAYS AND IN CONSTRUCTING AND
PROPELLING VEHICLES THEREON."
The first part of this Invention consists in a new form of rail or plate (checkered
on the tread to give horses foothold) which is bedded on the same concrete
foundation as the pavement sets, the depth of the groove in which the flanges of
the wheels run is sufficient to contain a light endless rope or chain running on
bearing and guide rollers at intervals. This is kept in notion by means of a
stationary engine, and is made to travel at a much greater velocity than the car, and
is passed over a grooved pulley (by means of guide rollers) carried on the car; this
pulley drives the ordinary wheels of the car through the medium of friction and
reversing clutches and gearing. The car can be started forwards, stopped, or run
backwards by means of a suitable lever without stopping the endless rope, in a
similar manner to band power travelling cranes and goliahs. The bearing pulleys
for the rope are contained in boxes, the covers of which are constructed to keep out
dust, and can be removed for lubrication when required. The endless rope is
carried within the left-hand rail in either direction, the return side being taken
round the crossings and bye passes. Turntables are fixed at the termini to run the
cars round, the frames of which carry pulleys to change the direction of the endless
rope. The gearing under the car for reducing speed is made self-contained, so as
to be easily uncoupled for repairs, and the driving pulley is arranged so that the
endless rope can be picked up or dropped when required.
The second part of this Invention consists in an improved arrangement of self-
propelling steam car, in which the boiler is arrauged under the car between and
parallel to the two axles, the seats in the centre of the car being raised or stepped
up to the requisite height to admit this. The engines are compound, and the

page_text: exhaust (and waste steam from safety valve) is superheated and expanded in a
separate furnace before passing out to the atmosphere, and thus passes away
inaudibly and invisibly. The boiler, fire-box, and waterspaces are made of sufficient
capacity to carry coke and water to last the whole journey without attention,
except at the termini. In some cases I use a receiver full of water above the
water line, from which the water runs into the boiler as evaporation takes place,
being connected by pipes from both steam and waterspaces. In some cases I pass
the exhaust and waste steam through a retort containing iron borings at a red heat
and then into the ash-pan through a suitable nozzle. In order to prevent steam
rising above the proper pressure the damper is placed under the control of a loaded
diaphragm, which is affected by the steam pressure.
The third part of this Invention consists in coupling a separate locomotive to a
car by means of an endless belt, band, or chain, passing round chain or other drums
on one axle of both the locomotive and the car, and thus communicating driving
power to the car axle; the second axle of the car may be coupled by means of rods
or chains in the usual manner. An adjustable central spring buffer on the car,
sliding or rolling on a curved buffer beam on the locomotive, is used to prevent
backlash. When the driving chain is not required it may be thrown out of gear
by means of clutch blocks, and the chain wheels may be keyed on ball joints,
or guide rollers be used for running round curves.
The fourth part of this Invention has for its object the increase of adhesive power
on the locomotive by obtaining weight from the car, and is more particularly
applicable to convert the present cars. Strong studs are fixed centrally between
the four axle bearings, both on the car and locomotive; a strong bar is pivotted
on these at both ends, and being held up by strong fixed collars on the studs forms
a coupling. About half way down this bar a semi-turntable is formed under
the car, on which the bar slides; the springs at this end of the car are removed or
lightened, and thus a considerable part of the weight of the car is thrown on
to the locomotive. This bar when required may be used as a coupling only, or
be replaced by a chain, and the buffer used which is described in the third part of
this Invention.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Henry Percy Holt in the Great Seal Patent Office on the 13th October
1876.
HENRY PERCY HOLT, of Royal Insurance Buildings, Leeds, in the County of
York, Civil Engineer. "IMPROVEMENTS IN TRAMWAYS AND IN CONSTRUCTING AND
PROPELLING VEHICLES THEREON."
The first part of this Invention consists in a new form of rail or plate, chequered
on the tread to give horses foothold, which is bedded on the same concrete founda-
tion as the paving setts, the depth of the groove in which the flanges of the wheels
run is sufficient to contain a light endless wire rope or chain running on rollers
at intervals, this is kept in motion by means of a stationary engine, and is made
to travel at a much greater velocity than the car, and is passed under or over a
grooved pulley (by means of guide rollers) carried on the car, this pulley drives
the ordinary wheels of the car through the medium of friction and reversing clutches
and gearing.
The car can be started forwards, stopped, or run backwards by means of a suitable
lever without stopping the endless rope in a similar manner to hand power
travelling cranes and goliahs. The bearing pulleys for the rope are contained in
boxes, the covers of which are constructed to keep out dust and can be removed
for lubrication when required. The endless rope is carried within the left hand
rail in either direction, the return side being taken round the crossings and bye

page_text: passes. Turntables are fixed at the termini to run the bars round, the frames o
which carry pullies to change the direct of the endless rope or wire.
The gearing under the car is made self-containeri so as to be easily uncoupled for
repairs, and the driving pulley is arranged so that the endless rope can be picked up
out of the groove or dropped back when required.
In order to explain this more clearly I will now refer to the accompanying
Drawings, in which the letters of reference are as follows-Fig. 1, 2, and 3;
a, a, a, car frame; b, b, car axles and wheels; c, c, rope, wheel, and axle; d, d, wire
rope or chain; e, e, e, rope lifting pulleys and gear; f,f, ff, gearing to reduce speed ;
9, 9, clutch blocks for stopping, starting, and reversing; h, h, chequered rail with
grooved opening for rope to run in; i, i, carrying pulleys; j, j, oiling boxes and
plugs.
The second part of this Invention consists in an improved arrangement of self-
propelling steam car, in which the boiler is arranged under the car body between
and parallel to the two axles, the seats in the centre of the car being raised or
stepped up the requisite height to admit the boiler barrel, and also some accu-
mulating receivers on each side under the seats as shown in Figs. 4, 5, on the
Drawings. The boiler, fire-box, and water spaces are made of sufficient capacity
to carry fuel and water to last the whole journey without attention, except at the
termini, in some cases I use a receiver containing water, above the water line from
which the water runs into the boiler as evaporation takes place, being connected by
pipes to both steam and water spaces.
The engines are compound, the high pressure cylinder is fixed on one side of
the car, and the low on the other, the steam passing through an intermediate
receiver.
High pressure steam can be admitted to the low pressure cylinder by means of
a small extra slide valve without exhaust ports connected to the ordinary valve
spindle, the admission and suppression of steam to this is controlled by the ordinary
regulator, simply by extending its range on the "opening "side and providing an
extra port which is closed by the valve, on ordinary occasions a spring escape
valve is likewise fixed on the intermediate receiver to prevent the back pressure
on the high pressure piston becoming greater than ordinarily required, the waste
steam from this being carried into the exhaust receiver. The exhaust and waste
steam from boiler safety valves is carried into a receiver to get rid of the beat
and passed in a continuous jet into a separate furnace in the smoke box, where it
is expanded, superheated, and mixed with a large volume of air before passing out
to the atmosphere, and thus passes away inaudibly and invisibly. In some cases
I pass the exhaust and waste steam through a retort containing iron borings at a red
heat, and then into the fire through a suitable tuyere and thus obtain some hydrogen
gas to assist in raising steam. In order to prevent steam rising above the proper
pressure the damper is placed under the control of a loaded diaphragm, which is
deflected by any change in pressure, and by means of suitable connections this is
transmitted to open or shut the damper.
In order that this may be more clearly understood, the reference letters in
Figs. 4 and 5 are as follows:-
Figures 4 and 5, a, a, a, car body and frames; b, b, b, axles, cranks, and wheels ;
c high-pressure steam cylinder; c² low-pressure steam cylinder; d, d, boiler and
fire-box; e, e, accumulating receivers; f,f, furnace and smoke-box for superheating
exhaust steam; g, g, exhaust steam nozzle for blowing in air; h, exhaust steam
jet for creating draught; i, i, water tanks; i,j, car seats raised over boiler; k, k,
flat chimney.
Fig. 8, a, a, ordinary valve gear on low-pressure cylinder; b, b, high-pressure
valve and cross-head; c, c, steam pipe from regulator; d, regulator; e, regulator
spindle or rod;. f, f, port and steam pipe to high pressure cylinder; g, steam
pipe from receiver.
Fig. 7, a, steam pipe from boiler; b, diaphragın; c, c, regulating spring and
screw; d, multiplying lever; e, e, connecting rod and lever on damper f; g, ash

page_text: pan. In some
cases I omit the extra valve b, b, in Fig. 6, and connect the
port c, c, with the low-pressure steam chest, and add an ordinary back pressure
valve to prevent steam entering the mid exhaust receiver. This back pressure valve
may also be used in the former arrangement.
i
The third part of this Invention. consists in coupling a separate locomotive to a
car by means of an endless belt, band, or chain passing around drums or chain
wheels on one axle of both the locomotive and the car, and thus at the same time
coupling the locomotive and car together, and also transmitting driving power to
the car wheels.
:
The second axle of the car may be coupled by means of side rods, belts, bands,
. or chains in the usual manner.
An adjustable central buffer on the car, sliding or rolling on a curved buffer
beam on the locomotive, is used to prevent blacklash. This can be slid back out of the
way to allow the car and locomotive to come closer together, to be either coupled
or uncoupled by passing the chain round the chain pulley on the counter shaft at
either end of the car, or vice versa, by taking the chain off. When the driving
chain is not required it may be thrown out of gear by means of clutch blocks on
the car axles, and the chain wheels may be keyed on ball joints, or guide rollers
may be used for running round curves. This arrangement is clearly shown in
Figs. 8 and 9, in which the letters refer to the following parts :-
a, a, car hody and frames; b, b, car wheels and axles; c, c, locomotive wheels
and axles; d, d, locomotive coupling and driving chains; e, e, car coupling chains;
ff, counter shafts on car; g. 9, chain wheels and clutches; h, h, clutch rods.;
i, i, adjustable spring buffer.
The fourth part of this Invention has for its object the increase of adhesive
power on the locomotive by obtaining weight from the car, and is more particularly
applicable to utilize the present cars.
Strong studs are fixed centrally between the four axle bearings, both on the
car and locomotive; a strong bar is pivotted on these at hoth ends, and being held
up by strong collars on the studs forms a coupling. About half way down this bar
a semi-turntable is arranged under the car, on which the bar slides; the springs at
this end of the car are lightened, and thus a considerable part of the weight of the
car is thrown on to the locomotive; this bar when required may be used as a
coupling only, or be replaced by a chain and the buffer be used, which is described
in the third part of this Invention.
In Fig. 10 the letters of reference are as follows:-
a, a, fixed stud on engine frame; b, b, radius bar; c, c, semi-turntable; d, d, fixed
stud on car frame; c, e, screw shaft and gearing to relieve weight on springs which
is required at each end of car.
Having now described the chief features of my Invention, and the manner in
which it is or may be carried into effect, I wish it to be clearly understood that I
do not adhere to the exact details in the Drawings, as the same may be varied in
many ways without deviating from the main principles or objects of the same;
but what I claim as novel, and therefore secured to me by the said in part recited
Letters Patent, is-
Firstly. The arrangement of rail and gearing on car for propelling cars on tram-
ways by means of endless conductors named, driven at a greater velocity than the
car by stationary power, substantially as described and illustrated.
Secondly. The arrangement of self-propelling car, more especially the position
and form of boiler and furnace for superheating waste steam, and the arrangement
of compound engine valves, receiver and regulator for steam and admission of air
to the fire, substantially as described and illustrated.
Thirdly. The arrangement for driving the car wheels by a coupling chain from
the engine, substantially as described and illustrated.
:
Fourthly. Obtaining extra adhesive power from the weight of the car on the
locomotive wheels by a link coupling, substantially as described and illustrated.

page_text: Fifthly. Coupling by means of a chain. in place of the above, substantially as
described and illustrated.
In witness whereof, I, the said Henry Percy Holt, have hereunto set my hand
and seal, this Twelfth day of October, in the year of our Lord One thousand
eight hundred and seventy-six.
Witness,
JOHN HANDSLEY DALES.
HENRY PERCY HOLT. (L.S.)