IMPROVEMENTS IN TRAMWAYS AND THE VEHICLES TO BE USED THEREWITH, WHICH IMPROVEMENTS ARE PARTLY APPLICABLE TO OTHER PURPOSES
Year: 1873

page_text: LETTERS PATENT to William Alexander Lyttle, of the Grove,
Hammersmith, in the County of Middlesex, Engineer, for the
Invention of "IMPROVEMENTS IN TRAMWAYS AND THE VEHICLES TO BE
USED THEREWITH, WHICH IMPROVEMENTS ARE PARTLY APPLICABLE TO OTHER
PURPOSES."
Sealed the 11th July 1873, and dated the 5th March 1873.
PROVISIONAL SPECIFICATION left by the said William Alexander
Lyttle at the Office of the Commissioners of Patents, with his
Petition, on the 5th March 1873.
I, WILLIAM ALEXANDER LYTTLE, of the Grove, Hammersmith, in the
County of Middlesex, Engineer, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN TRAHWAYS AND THE VEHICLES TO BE
PARILY APPLICABLE
WHICH IMPROVEMENTS ARE
USED
THEREWITH.
PURPOSES," to be as follows:-
TO
OTHER
In order to avoid as far as possible having recourse to the use of
exposed iron trams in public thoroughfares I adopt a perfectly level

page_text: wooden pavement laid in a continuous strip along the road of sufficient
width to carry the wheels of the tramway carriage, and I provide a
narrow countersunk groove ou channel of wood or iron running longi-
tudinally along the middle of this paved strip as the means by which,
through the use of one or more central guiding wheels, the carriage is
compelled to travel in the required line of traffic. Under this arrange-
ment the bearing wheels of the tramway carriage will not be provided
with any flange or projecting rib, and they can, if desired, be surrounded
with an outer tire of vulcanized india-rubber. The central guiding
wheel or wheels are so adjusted that they can be raised or lowered at
pleasure by means of a screw or lever in order that in the event of
anything obstructing the tramway pavement the carriage on the raising
of the guiding wheels may be directed past the obstruction along the
ordinary surface of the road.
Instead of forming the whole tramway, pavement of wood it will
equally suffice if the central portion of the line is paved with stone or
any other known description of pavement, and the wooden pavement is
then reserved wholly to two longitudinal strips of sufficient width to
carry the wheels.
This wooden pavement may be laid in any of the
well-known methods adopted in laying pavements of wood in the streets
of towns, and it may either consist wholly of blocks set with the grain
of the wood vertical, or partly of such blocks and partly of longi-
tudinal boards laid on edge between the blocks and bolted thereto if
necessary.
A good arrangement for the required purpose consists of a line of
creosoted boards about three-quarters of an inch thick, on either side of
which a series of pieces of exactly similar board are placed with the
grain vertical and edge to edge, the 'length of each piece being exactly
equal to the width of the longitudinal boarding against which they are
laid. Outside this series of cross pieces of boarding another line of
longitudinal boards like the first is laid, and outside these another series
of cross pieces with the grain vertical as before, and so on until a com-
pound plank is thus formed of the proper width for the running of the
carriage wheels. The outer boards must be longitudinal, and the whole
arrangement should be strongly cramped together with cross bolts
passing through the combination at intervals. A flat longitudinal
boarding being next provided as a bottom, if desired, the wooden tram
will be complete when surrounded to its upper edge with ordinary

page_text: pavement. The advantage of this arrangement is that the longitudinal
boards impart levelness and perfect continuity, whilst the boards set with
the gram vertical gives sure footing to horses which may happen to
be driven along or across the line of tramway. Compound planks for
the same purpose can be made of great strength and durability if a
precisely similar arrangement of wood is cemented together by hot fused
asphalte or pitch, and by employing a larger number of layers of thin
wood for the same thickness of plank or tram the strength is greatly
increased. The wooden boarding may either be used in its natural
state, or it may be pickled with any desired preservative solution which
in consequence of the thinness of the wood will penetrate casily.
Timber compounded in this way will be of considerable value as a
substitute for natural timber wherever the latter is now employed in
thick planks or beams, but especially for railway sleepers, heavy
telegraph poles, and in shipbuilding as a substitute for iron and ordinary
wood. It is obvious that by reason of the crossing of the grain in laying
on the layers of boarding to form the hull of a ship great strength is
imparted whilst the numerous stratifications of bituminous matter will
Tender leakage almost impossible. In the case of poles and railway
sleepers all the wood should have its grain longitudinal.
These com-
pound tram planks should be made with ends adapted to fit one to another
by any ordinary overlapping or spliced joint, and they should be united
by fish plates at the sides, of wood or iron, with bolts, and with or with-
out keys to force the ends together.
Two lines of single planking of just sufficient width to carry the
tramway carriage wheels, and surrounded on either with any desired
pavement will also answer under this arrangement with the aforesaid
central guiding wheels, and the planks or trams should be fish plated
securely together at the ends and spliced with or without keys. Concrete
or any other existing foundation, with or without a horizontal flooring of
wood or asphalte under the wood pavement may also be employed.
The aforesaid arrangement of central guiding groove and wheels is
also applicable to asphalte tramways laid according to the Specification
of my Letters Patent, numbered 1814 of last year entitled "Improve-
ments in Tramways and Railways."
When the wheels are covered with india-rubber tires the breaks or
skids must either be applied to the inner surface of the tire or else direct
to the surface of the trams.

page_text: The central guiding wheels may, if desired, be provided with a pro-
jecting guard acting like a plough so as to scrape lightly and turn
upward out of the guiding groove any dirt or obstruction which may
have lodged therein.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Alexander Lyttle in the Great Seal Patent
Office on the 4th September 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
Alexander LyTTLE, of the Chove, Hammersmith, in the County of
Middlesex, Engineer, send greeting.
WHEREAS er most Excellent Majesty Queen Victoria, by Her, Letters
Patent, bearing date the Fifth day of March, in the year of our Lord
One thousand eight hundred and seventy-three, m the thirty-sixth
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said William Alexander Lyttle, Her special licence
that I, the said William Alexander Lyttle, my executors, admini-
strators, and assigns, or such others as I, the said William Alexander
Lyttle, my executors, admmistrators, 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 TRAMWAYS AND THE VEHICLES TO BE USED THEREWITH, WHICH
IMPROVEMENTS ARE PARTLY APPLICABLE TO OTHER PURPOSES," upon the con-
dition (amongst others) that I, the said William Alexander Lyttle,
my executors 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 imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Alexander Lyttle, do
hereby declare the nature of my said Invention, and in what manner

page_text: the same is to be performed, to be particularly described and ascertamed
in and by the following statement:-
-
In order to avoid as far as possible having recourse to the use of
exposed iron tram rails in public thoroughfares I adopt a perfectly level
asphalte or wooden pavement laid in a continuous strip along the road,
and of sufficient width to carry the wheels of the tramway carriages,
and 1 provide a narrow countersunk groove or channel of wood or iron,
running longitudinally along the middle of this paved strip, as the
means by which through the use of one or more central guiding wheels
Under
the carriage is compelled to travel in the required line of traflic.
this arrangement the bearing wheels of the tramway carriage will not be
provided with any flange or projecting rib, and they can if desired be
surrounded with an outer tire of vulcanized india-rubber. The central
guiding wheels are so adjusted that they can be raised or lowered at
pleasure by means of a screw, lever, or other arrangement, as described
below, in order that in the event of anything obstructing the tramway
pavement, the carriage, on the raising of the guiding wheels, may be
directed past the obstruction along the ordinary surface of the road.
Instead of forming the whole width of the tramway line of wood or
asphalte, as described, it will equally suffice if the central portion of the
line is paved with stone or any other known description of pavement,
and the wooden or asphalte pavement is then restricted wholly to two
longitudinal strips of sufficient width to carry wheels C, D, and C', D',
Figure 1.
When wooden pavement is employed it may he laid in any of the
well-known methods adopted in laying pavements of that material in
the streets of towns, and it may either consist wholly of blocks set with
the grain of the wood vertical, or partly of such blocks and partly of
longitudinal boards laid on edge between the blocks, and bolted thereto
if necessary. A good arrangement for the required purpose consists of
a number of creosoted boards about three-quarters of an inch thick
A, B, C, D, Figure 4, between which a series of pieces of exactly
similar boarding E, F, G, are placed with the grain vertical and edge to
edge, the length of each vertical piece being exactly equal to the width
of the longitudinal boarding against which it rests. A compound plank
is thus formed of the proper width for the running of the carriage wheels.
The outer boards must be longitudinal, and the whole arrangement

page_text: should be strongly cramped with cross bolts passing through the com-
bination at intervals, see H, J, K, Figure 4. A flat longitudinal boarding
being next provided as a bottom if desired, the wooden tram will be com-
plete when surrounded to its upper edge with ordinary pavement.
The
advantage of this arrangement is that the longitudinal boards impart
and ensure levelness and perfect continuity, whilst the boarding set with
the grain vertical gives better footing to the horses, which may happen
to be driven along or across the line of tramway. Compound planks for
the same purpose can be made of great strength and durability of a
precisely similar arrangement of wood is cemented together by hot
fused asphalt or pitch, and by employing a larger number of layers of
thin wood for the same thickness of plank or tram the strength is
greatly increased. The wooden boarding may either be used in its
natural state or it may be pickled with any desired preservative solution
which in consequence of the thinness of the wooden boards will
penetrate easily. Timber compounded in this way will be often of
considerable value as a substitute for solid natural timber, wherever the
latter is now employed in thick planks, logs, or for paving blocks.
These compound tram planks should be made with the ends adapted to
fit one to another by any ordinary overlapping or spliced joint, as the
ends are shown in Figure 4, and they may be united if necessary by fish
plates at the sides of the joints of wood or iron with bolts, and with or
without keys to force the ends together.
Two lines of ordinary single planking of just sufficient width to carry
the tramway carriage wheels, and surrounded on either side with any
desired pavement will also answer under this arrangement with the afore-
said central guiding groove, and these planks or trams should also be fish
plated securely together at the ends, and spliced with or without keys.
Concrète or any other existing kind of foundation with or without a
horizontal flooring of wood or asphalte under the wooden tram or
pavement may also be employed.
The aforesaid arrangement of central guiding groove and wheels is
also applicable to asphalte tramways laid according to the Specification
of my Letters Patent, numbered 1814, of last year, entitled " Improve-
ments in Tramways and Railways."
When the wheels are covered with india-rubber tires the breaks or
skids must either be applied to the inner surface of the tire; or else
'direct to the surface of the trams.

page_text: The central guiding wheels may if desired be provided with a pro-
jecting guard acting like a plough, so as to scrape lightly and turn
upward out of the guiding groove any dirt or obstruction which may
have lodged therein.
"
Figure 1 represents partly in section and partly in a perspectively
drawn plan a piece of roadway laid as a tramway in accordance with this
Patent. C, D, and C', D', are strips of asphalte pavement surrounded on
both sides with four lines of paving stones G, I, J, K, the ends of which
are laid alternately projecting and receding, the object of this arrange-
ment of the stones being to ensure a better "bond or union between
the paving stones and the asphalte, whilst at the same time to avoid the
provision of any guiding line or straight edge along which the wheels of
ordinary vehicles would have a tendency to run.
The straight edges
thus presented by the iron rails of the existing descriptions of tramway
are a source of serious loss through the cutting down thereby of the
adjacent line of pavement. The asphalte alone may be laid upon
concrete, but in Figure 1 the whole tramway track from side to side is
shewn as laid on the foundation of concrete E, F. The central guiding
groove A, B, in this Figure and also at A, B, in Figure 10, is a rail of
channeled half-inch iron with a groove about one inch deep, and three-
quarters of an inch wide, and in order to give it steadiness when laid as
well as to impart to it the same maintenance conditions as the remainder
of the tramway it is backed either with a bar of wood bolted thereto, or
with a similar bar of asphalte cast on to its back. In order to give
solidity to the latter combination the rail of channeled iron should have
rough bolts screwed, riveted, or otherwise fixed into its bottom, and
projecting downwards, as is represented in dotted outline in the section
of the compound bar of asphalte and iron rail at A, R, S, Figure 1.
These bolts should have heads so as to hold firmly when the molten
asphalte cast on to the back of the rail in a suitable mould has become
cold. The more rough the sides of this asphalte bar are made the better
it will hold in the pavement when it is "grouted" or otherwise cemented
in its position, and for the same reason when a wooden bar is used it will
be advantageous to plough its sides with shallow longitudinal furrows.
This bar should be of the same width as the iron rail to which it is fixed,
and the two together should be as nearly as possible the same depth as
the adjoining paving stones. It is obvious that a tramway laid on these
principles will be only a well laid pavement, and that its maintenance,

page_text: will only be subject to the same conditions of wear and tear as ordinary
pavements made with the same materials. If asphalte is used and wood
is wholly excluded the tramway will possess the highest possible
durability, according to present experience of pavements exposed to
heavy traffic.
Instead of using a single groove it may in some cases be found
preferable to adopt a double groove, as shewn at A, Figure 3. The
double groove in this case is formed by substituting a single flat bar
or rail of iron set on edge between the two flanking lines of paving
stones E, F; and if the ends of the latter are bevelled off, as shown in
the Figure along the top edges of the rail A, there will be thus provided
a double groove divided in the middle by the line of rail.
Upon this
rail the guiding wheels of the tramway carriage will run, the rims of
such wheels being formed in section, somewhat like the letter W, so
that in running they may ride upon the top of the iron rail with the
latter in the middle of the W underneath. The guiding wheels would
in fact be provided with flanges projecting downwards, as in the case of
railway wheels, but on both sides of the guiding rail. This rail if not
made the full depth of the adjoining paving stones may be laid on
concrete, asphalte, or other backing, and may be secured either by
transverse rods of iron B, C, Figure 3, secured between the joints of the
pavement, or by means of right-angled pieces of iron bar welded or
riveted thereto, as in Figure 2. In the latter Figure A, B, represents
the guiding rail, and C, D, the right-angled bar attached thereto, for
the purpose of underlying, and so being held down by the pavement at
intervals. Owing to the narrowness of the guiding rails, shewn in
Figures 1 and 3, and to the circumstance that, if not slightly below the
level of the adjacent paving stones they shall not project above them,
the rails and their backing of wood or asphalte cannot be exposed to any
serious load in a vertical direction.
The arrangement of tramway shewn in Figure 10 is the same as in
Figure 1, and in Figure 10 is shewn a tramway carriage (skeleton) in
cross section with its bearing wheels C, D, resting on the lines of
asphalte, and with its central guiding wheels resting on the guiding rail,
into the groove of which dips a projecting rim or flange of the guiding
wheel as the means of securing directive guidance of the carriage.
Figure 9 shews a side elevation of the bearing wheels C, D, and of the
guiding wheels E, F, and the latter are represented as fitted so as to

page_text: admit of being raised or lowered vertically by the chains or chain
bands P, P¹, which raise or lower the axle boxes L, M, of the guiding
wheels between the guide plates S, T. Any ordinary description of axle
box will answer the purpose provided the lifting chain is connected
with the boxes by the angular cross bar X, Z, Figure 10, or otherwise, in
such a way as that each opposite pair of boxes shall be raised or lowered
equally together. The chains P, P³, are attracted to the horizontal
shaft R, Q, Figure 9, shewn in section at R, Figure 10; and this shaft
extending the whole length of the carriage bottom is actuated by a
wheel or crank at the two ends of the carriage, as at R and Q, Figure 9.
Another arrangement of lifting movement for the guiding wheels is
illustrated at Figures 13 and 14, and in these, as well as in the Figures
already described, I have left out those non-essential structural details,
which will be obvious to any carriage builder of ordinary skill.
Figure 13 is a side, and Figure 14 an end elevation of the same
arrangement. At Figure 13 each guiding wheel is shewn as attached
to the end of a crank movement, the axis of which is the axle of the
bearing wheels B, B'. The upper end of this crank at S, S', is divided
into the form of a fork, see D, Figure 14, and against this fork rests a
collar or flange V, VI, Figure 13, and V, Figure 14, which is fixed on
the horizontal shaft E, E', Figure 13. This shaft works as a screw in
proper female bearings, either at the two ends, as shewn in Figure 13,
or in plain journals at those points with a screw bearing at its middle
underneath the carriage bottom. In either case the action will be the
same, which is to cause the shaft on being rotated by means of a wheel
or crank at either end to advance or recede in the direction of its length,
and so to raise or lower the crank arrangement of the guiding wheels
by the action of the projecting collars V, VI, against the forks which
form the upper ends of the cranks.
Instead of having a double collar, one collar being fixed at each side
of the crank fork, so that whilst one collar raises the crank the other
shall assist in lowering it, I prefer either to trust to the weight of the
guiding wheel as the means of keeping this wheel down in the rail
groove, or I should keep the crank and wheel pressed down by means of
a spiral spring extending from the top of each crank fork to D, D³, as at
Figure 13. The same effect will however be produced if the shaft E, E¹,
is provided with a moveable collar or washer, which shall be kept
pressed forward or against one side of each crank fork by means of a

page_text: spiral spring coiled round and fixed to the shaft E, E', at those points.
The fixed collars V, VI, would rest against the crank heads on the
opposite sides, and by this means whilst the guiding wheels are pressed
down into the groove of the central rail by the action of the springs
against the moveable collars and crank forks
by overcoming the force of the spring in order to pass over any small
immoveable obstruction.
"
each wheel is free to rise
i
An arrangement of journals is shewn at B, C, Figure 14, by which the
before mentioned crank movement may be attached to the axle of the
bearing wheels E, F, of the carriage; but an independent pair of axles
may, if desired, be provided underneath cach carriage as bearings for the
crank movement. As the only strain which the guiding wheels and the
crank bearings will have to sustain will be lateral, it is desirable that the
sand bearings should be stayed sideways to their axle as shewn at
Figure 14, by the tie rods B, A, and C, A'; similar lateral ties are shewn
at Q, Q', Figure 10.
It is desirable to prevent the communication of any jarring vibration
to the body of the carriage, when the carriage is for the conveyance of
passengers, from any of the before mentioned attachments, and this can
be effected by making all such connexions of additional parts with
washers or cakes of vulcanized india-rubber intervening between the
bottom of the carriage and the parts attached thereto, sec A, A',
Figure 9, and O, W, O', W', Figure 10; H, H', is the body of the
carriage in Figures 5, 6, 7, 9, 10, 11, and 13. When however a carriage
worked upon a tramway according to the principles laid down in this
Specification, is to be used for the conveyance of goods or minerals only,
for which the system is equally applicable, the aforesaid cushions of india-
rubber are of less consequence.
In order to add to the luxury of travelling in such carriages and to
diminish the unpleasantness which might otherwise be experienced
when the carriage is driven off its trams on to the ordinary roadway, it
may be deemed desirable in some cases to shoe the tires of the wheels
as already stated with india-rubber in any of the usual and well known
ways, and in that case it will no longer be possible to apply a break to
the outside of the tire of the wheel. Owing to this difficulty I have had
to devise the following means of providing the indispensable breaking
power under such circumstances by the arrangement shewn in side
1

page_text: elevation at Figure 5, and in end elevation at Figure 6. As the
principle upon which this break acts, namely, against the road or other
bearing surface, is precisely the same in the case of tramway and railway
carriages, I have shewn it in Figures 5 and 6, as applied to the latter,
where its use will greatly accelerate the stoppage of trains, and at the
same time save the loss through the cutting and irregular wearing of
the wheel tires.
Another modification of the same principle of break arrangement is
shewn in side elevation at Figure 11, with a plan of one such break at
Figure 12. The break at Figure 11 is of simple construction, and
consists of two curved iron feet B, B', Figure 12, connected to each
other by the transverse axle B, S, B'. These feet are set at the two
ends of the two limbs or bars D, B, D', B', and these limbs are
jointed at the upper ends to the framework of the carriage, as at D, D',
Figure 11.
The vertical screw break rods S, S', Figure 11, are connected with and
raise or press down each pair of breaks, being secured to the upper side
of the transverse axle B, S, B', Figure 12, by means of a ball and socket or
other convenient joint at the middle of the axle S. If a ball and socket
joint is provided at S, the feet or breaks D, D', may be fitted immoveably
to this transverse axle instead of slightly rotating on its ends, so as to
allow of the perpendicular movement of the break rods S, S', Figure 11.
The same principle of break action is shewn with a different mode of
application at Figure 5. In this Figure the break head is represented
as a strong rectangular metal frame B, C, F, capable only of vertical
movement between the guides T, S, strengthened by the bracings O, L,
M, O, K, A, D, R', and raised or lowered by the piston C, F, which
works in the cylinder E. This cylinder and piston may be worked
by pneumatic, hydraulic, or other fluid agency for the transmission of
the breaking force, and when air is employed for the purpose it can
be forced either by an air pump or in that way well known as the
steam jet process," in which a steam jet rushing into an open tube in
the direction of its length forces air forward with it.
A spring may if
desired be provided inside each cylinder or elsewhere attached to the
break, so that the latter shall rise automatically when the pressure of air
is removed.
Figure 6, end view, shews how this cylinder and piston actuate two of

page_text: heads or frames are shown at L, A, and M, D, and their guide plates at
S and T. In both Figmes 5 and 6 the break is represented as pressed
down upon the rail. The skidding faces of these and of the breaks
shewn in Figures 11 and 12 should be made of separate plates of metal
attached by bolts for facility of renewal, and the ends of each must be
rounded upward so as to prevent its injuring the tram or rail at any
slight inequality of surface or joint.
Figure 7 represents precisely the same arrangement of break but with
a different application of power, a pulley X upon the axle E, C, F, being
rotated by means of a chain running underneath the carriage, and by
this means the axle E, C, F, and with it the pair of breaks, is raised or
lowered, the top end of this axle being threaded with a coarse screw which
works in the nut E The chain connected with and working the pulley X
may be set in motion and worked on the same general principles as are
followed in the case of the various existing and well known continuous
chain breaks." The downward play of the break may be limited as may
be deemed most safe in all cases.
66
When pneumatic agency is employed with the arrangement shewn in
Figures 5 and 6 the tube coupling shewn in Figure 8 will be found con-
venient, air-tight, and not liable to accidental disconnexion. T, T',
Figure 8, are two ends of india-rubber tubing by which the compressed
air is to be conveyed to the cylinder E, Figure 5, underneath a carriage
from the supply of air produced in another carriage. E, Figure 8, is a
piece of metal tubing fitted with a screw thread externally and with an
india-rubber sing C which fits against a projecting rim inside the tube E;
Fin the same Figure is another piece of tubing, turned so as to slide
easily but with close fit into the tube E, and it carries the rotary collar
nut B, B', which when the tube F is inserted into the tube E can be
rotated so as to draw the two tubes more tightly together, and in doing
so to force the inner end of F tightly home against the india-rubbe:
ring C.
It is obvious that by means of non-essential variations of details many
modifications may be made of the several arrangements herein-before
described as those best known to me for carrying my Invention into
effect, and I therefore wish it to be understood that what I claim is as
follows, namely,—
Firstly. The employment of strips of wooden pavement, planking, or

page_text: asphalte with a single or double central guiding groove as the permanent
way upon which to run tramway carriages, whether such carriages are
propelled by horse, steam, or any other power, and whether they are for
the conveyance of passengers, goods, or minerals.
Secondly. The use upon the tramways, constructed as aforesaid, of
carriages provided with a centrally arranged set of guiding wheels which
can be raised or lowered as described.
Thirdly. The use with such and all other carriages employed either
upon tramways or railways of the breaks herein-before specified, the
essential principle of which is that of applying the break power direct
to the lines of rail or trams instead of through the intervention of the
wheels
Fourthly. The use of the compound arrangement of wood with the
grain alternately horizontal and vertical, as herein-before described, for
paving tramways, as specified, or in forming wooden pavements for other
purposes.
In witness whereof, 1, the said William Alexander Lyttle, have
hereunto set my hand and seal, this Fourth day of September in
the year of our Lord 1873.
W. A. LYTTLE. (L.S)