IMPROVEMENTS IN STREET RAILWAY CARS
Year: 1875

page_text: ETTERS PATENT to William Morgan-Brown, of the Firm of Brandon
and Morgan-Brown, Engineers and Patent Agents, of 38, South-
ampton Buildings, London, and 13, Ruc Gaillon, Paris, for the
Invention of "IMPROVEMENTS IN STREET RAILWAY CARS."-A comimu.
nication from abroad by Alonzo Stockbridge Gear, of Boston,
County of Suffolk, State of Massachusetts, United States of
America.
Scaled the 16th October 1875, and dated the 6th August 1875.
PROVISIONAL SPECIFICATION left by the said William Morgan-
Brown at the Office of the Commissioners of Patents, with his
Petition, on the 6th August 1875.
I, WILLIAM MORGAN-BROWN, of the Firm of Brandon and Morgan-
Brown, Engineers and Patent Agents, of 3S, Southampton Buildings,
London, and 13, Ruc Gaillon, Paris, do hereby declare the nature of
the said Invention for "IMPROVEMENTS IN STREET RAILWAY CARS," (com-
municated to me from abroad by Alonzo Stockbridge Gear, of Boston,
County of Suffolk, State of Massachusetts, United States of America;)
to be as follows:-
In constructing cars or carriages many devices have been arranged
for the purpose of starting the car, and especially those drawn by horses,

page_text: .
with-the-least-possible amount of power, but have in most if not in all
cases been defective and failed to accomplish the desired result.
The object of this Invention is to so construct a car that the inertia
of the load will be overcome before the wheels are started, thus requiring.
but a nominal amount of power.
Although this. arrangement may be used in the construction of steam
cars and other carriages, I prefer to describe it as specially adapted to
the manufacture of cars to be drawn by horses, and it consists of making
a frame for the wheels or trucks independent from the body of the
car. I use jaws or housings very similar to those in ordinary use, but
instead of bolting them to the body of the car I connect them together
by means of hollow pipes, which I tap into bosses on the jaws, and
there hold them firmly by check nuts or pins. As it is extremely
necessary that the centre lines of the wheel axles should be perfectly
parallel when running on a straight track the advantage of this arrange-
ment over the ordinary method of bolting the jaws to the sills of the
car will be obvious.
In order to strengthen the frame composed of the jaws and hollow
pipes, I brace it preferably by extending from one end of the frame to
the other a bar or rod to which the main brake lever is hung, and from
the ends to the sides of the frames other rods with turn buckles for the
purpose of adjustment.
In the top of the jaws or housings I cast depressions forming boxes,
in each of which I place a pair of rolls, and on these rolls rest projec-
tions from the body of the car in such a manner that the power being
attached to one end of the car body it is drawn forward upon the
peripheries of the rolls, the wheels remaining stationary on account of
the excess of friction on the axles. The inertia of the load being thus
casily overcome the car body moves forward until the projections from
the under side thereof strike the ends of the boxes on the trunk frame,
when the friction on the axles is overcome, the wheels revolve and
the whole is in motion. Now it is evident that in starting on a
down grade no power is required, while on an up grade the body of the
car, by its own weight, will settle back on the rolls to the rear end of
the boxes on the truck frame, from which position it is drawn forward
again, as before described, and it is only on a level road bed that it
becomes necessary to add anything to bring the body of the car into
position to be started with the least amount of power.

page_text: As the car body starts so easily on the periphery of the rolls, unless
some provision be made to prevent it, the projections therefrom resting
on the rolls will strike violently against the ends of the boxes, and the
shock be perceptibly felt by the passengers in the car. To overcome this
I make use of springs for the projections or followers to strike against,
thereby overcoming the friction of the axles and starting the wheels
without any perceptible jar.
:
One of the principal advantages of making the frame of hollow pipes is
that as the car is drawn around curves the clasticity of the frame allows
the wheels to adapt themselves to the curves, bringing the centre lines
of the axles very nearly in radial lines from the centre from which¸ the
curve is struck, thereby allowing the wheels to pass around as easily as
though on a straight track.
Another feature in this Invention is that the rolls are prevented from
changing their relative positions on account of any obstructions on or
sudden depressions in the track, relieving them of their share of the load.
I accomplish this by placing each set of rolls in a frame and connect
the two frames on each side by a rod extending from one to the other
through the hollow pipe of the frame.
Another feature in the Invention is the manner in which I relieve
the arduous labor of the driver in stopping the car. With the present
system of leverage this would be very hard and tiresome, owing to the
frequency of stopping the car. To obviate this I place another lever
under each end of the car and hang them to the car body. The brake'
chains are attached to the outer ends of these levers, which are connected
by rods with the ordinary lever under the centre of the car, and which
is hung on the truck frame, and operates in such a manner that as the
car is on a down grade and the brakes set, the turning of the hand lever
winds up the chain and draws back the load on the rolls; and if the
weight of the load does not give sufficient friction of the brake shoes
on the wheels the lever is turned again until the followers strike the
rear ends of the boxes in the tops of the jaws, when the brakeman hias
the same leverage as with the arrangement in general use.
The operation on a level road is the same as on a down grade, the
brakeman in stopping forcing the body of the car back on the rolls.
leaving it in position to be drawn forward again, as before described.
.

page_text: As owing to the movement of the car body longer brake chains are
required, it becomes necessary to-make-provision to take up this extra
chain and set the brakes with the same number of turns of the brake-
wheel as they use now. To do this I place a stud at right angles to
and near the lower end of my brake wheel rod, of such length that the
extra length of chain is taken up by the first quarter turn of the brake
wheel.
>
Should it become necessary to connect the body of the car with the
truck frame on account of overloading at either end, I simply attach to
the body of the car some iron rods so bent as to lap under the truck
frame, and on which I place rolls or not, as desired.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Morgan-Brown in the Great Seal Patent
Office on the 2nd February 1876.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
MORGAN-BROWN, of the Firm of Brandon and Morgan-Brown, Engineers
and Patent Agents, of 38, Southampton Buildings, London, and 13, Rue
Gaillon, Paris, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Sixth day of August, in the year of
our Lord One thousand eight hundred and seventy-five, in the thirty-
ninth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said William Morgan-Brown, Her special
license that I, the said William Morgan-Brown, my executors, admini-
strators, and assigns, or such others as I, the said William Morgan-
Brown, my executors, administrators, 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 STREET RAILWAY CARS," a communication to me from
abroad by Alonzo Stockbridge Gear, of Boston, County of Suffolk, State
of Massachusetts, United States of America, upon the condition
(amongst others) that I, the said: William Morgan-Brown,. my exe.
•

page_text: cutors 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 immediately
after the date of the said Letters Patent. :
NOW KNOW YE, that I, the said William Morgan-Brown, do hereby
declare the nature of the said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, that is to say:
In constructing cars or carriages many devices have been arranged for
the purpose of starting the car, and especially those drawn by horses,
with the least possible amount of power, but have in most if not all
cases been defective and failed to accomplish the desired result.
The object of this Invention is to so construct a car that the inertia of
the load will be overcome before the wheels are started, thus requiring
but a nominal amount of power.
Although this arrangement may be used in the construction of steam
cars and other carriages, I prefer to describe it as specially adapted to
the manufacture of cars to be drawn by horses; and it consists of
making a frame for the wheels or trucks independent from the body of
the car.
I use jaws or housings very similar to those in ordinary use,
but instead of bolting them to the body of the car I connect them
together by means of hollow pipes which I tap into bosses on the jaws,
As it is extremely
and there hold them firmly by check nuts or pins.
necessary that the centre lines of the wheel axles should be perfectly
parallel when running on a straight track, the advantage of this arrange-
ment over the ordinary method of bolting the jaws to the sills of the car
will be obvious.
In order to strengthen the frame composed of the jaws and hollow
pipes, I brace it preferably by extending from one end of the frame to
the other a bar or rod to which the main brake lever is hung, and from
the ends to the sides of the frames other rods with turnbuckles for the
purpose of adjustment.
In the top of the jaws or housings I cast depressions forming boxes,
will of rolls and
on these rolls rest pro-

page_text: '
jections from the body of the car in such a manner that the power being.
attached to one end of the car body it is drawn forward upon the
peripheries of the rolls, the wheels remaining stationary on account of
the excess of friction on the axles. The inertia of the load being thus
easily overcome the car body moves forward until the projections from
the under side thereof strike the ends of the boxes on the truck frame;
when the friction on the axles is overcome the wheels revolve and the
whole is in motion. Now it is evident that in starting on a down grade
no power is required, while on an up grade the body of the car by its
own weight will settle back on the rolls to the rear end of the boxes
on the truck frame, from which position it is drawn forward again, as
before described, and it is only on a level road bed that it becomes
.necessary to add anything to bring the body of the car into position to
be started with the least amount of power.
As the car body starts so easily on the periphery of the rolls unless
some provision be made to prevent it the projections therefrom resting
on the rolls will strike violently against the ends of the boxes, and the
shock be perceptibly felt by the passengers in' the car. To overcome
this I make use of springs for the projections or followers to strike
against, thereby overcoming the friction of the axles and starting the
wheels without any perceptible jar.
One of the principal advantages of making the frame of hollow pipes
is that as the car is drawn around curves the elasticity of the frame
allows the wheels to adapt themselves to the curves, bringing the centre
lines of the axles very nearly in radial lines from the centre from which
the curve is struck, thereby allowing the wheels to pass around as casily
as though on a straight track.
Another feature in this Invention is that the rolls are prevented from
changing their relative positions on account of any obstructions on or
sudden depressions in the track, relieving them of their share of the load.
*I accomplish this by placing each set of rolls in a frame, and connect
the two frames on each side by a rod extending from one to the other
through the hollow pipe of the frame.
Another feature in the Invention is the manner in which I relieve the
arduous labor of the driver in stopping the car. With the present
system of leverage this would be very hard and tiresome owing to the
frequency of stopping the car. To obviate this I place another lever

page_text: And Figure 5 is a vertical section through one of-the-boxes-and
followers.
A represents the body of the car, from the under side of which project
the followers B resting on rolls C in the boxes or depressions D in the
jaws E. Within these jaws E are the journal boxes F, in which revolve
the axles of the wheels G, and which have ears H to take the weight of
the body of the car through the springs J. On each end of the jaws E
arc bosses K, into which are tapped the hollow pipes L, which after
adjustment are held in position by the check nuts M. In each end of
the boxes D or encircling the hollow pipes L, as shown in dotted lines in
Figure 3, are springs N to prevent the followers B from striking the
ends of the boxes. The rolls in each box are placed in a frame O, said
frame being connected with that in the other jaw on the same side of
the car by the rod P passing inside the hollow tube L. The jaws on
each side are also connected with each other and with the frame by the
rod R. The sides and ends of the frame are connected together and
braced by the rod or bar S and adjustable rods T. In the centre of the
truck frame and hung to the bar S is the brake lever U, connecting by
means of rods V with the brake beams W, while under each end of and
attached to the body of the car are levers ✗, each connected with the
lever U by rods Z. Extending from the outer ends of the levers X to
the stud Y on the brake wheel rod A² are chains B². The action of this
brake mechanism is that the chain is wound up on the brake wheel rod,
the outer ends of the levers X and U are brought forward until the
shoes bind upon the wheels, when more strain being brought upon the
lever X by a further movement of the brake wheel carries the car body
back on the rolls until the followers B strike the rear ends of the boxes,
when the full benefit is had of the compound levers.
While I have previously spoken of connecting the roll frames together
on each side of the car by a rod passing through the hollow frame I also
make a further provision for keeping the rolls in their places, by the use
of which I am enabled to do away with the above-described rods, if
desirable. This may be accomplished in various ways, but I prefer (see
Figures 4 and 5) to groove the follower a part or the whole of its length,,
lay a flat bar C on the rolls C, and place between the two a stiff spring D²
in such a manner that should the follower from any cause become
separated from the rolls the spring will cause the bar C³ to still press
upon the rolls, and prevent their moving out of position; while when

page_text: the follower is on the rolls the bar acts as and forms a part of the
follower.
I may also place rolls or wheels in the sides of the followers to reduce
the friction against the sides of the boxes.
Having now described and particularly set forth the nature of the
said Invention, and the manner in which the same is or may be used or
carried into effect, I would observe in conclusion that what I consider to
be novel and original and therefore claim as the Invention secured to me
by the herein-before in part recited Letters Patent is,―
First. In the construction of a street railway car, the jaws or housings E
having depressions or boxes, substantially as described.
Second. The combination of jaws having depressions or boxes, with
the rolls C and car body A, substantially as described.
Third. Independent jaws held in, position by hollow rods or pipes, said
pipes being stiffened or braced, substantially as described.
Fourth. The combination of the jaw having a box, as described, with
bunters or springs N, rolls C, and follower B, substantially as and for
the purpose herein set forth.
Fifth. In a street railway car the combination of the wheels and
axles with the jaws and hollow pipes and brace rods, substantially as
described.
Sixth. In combination with the jaws E and truck frame the rolls C,
with their frames O and connecting rods P and the followers B, substan-
tially as described.
Seventh. In combination with the car body and truck. frame the
compound lever braking mechanism, substantially as described.
Eighth. In combination with the brake wheel rod and sliding car body
the projection or stud for taking up the the extra chain, substantially
as described.
Ninth. In combination the followers B, bars C², springs D³, and rolls
C, substantially as described.
Tenth. In combination the follows B, bars C³, springs D², rolls C, and
jaws E, substantially as and for the purpose herein set forth.
•

page_text: Eleventh. I combination with the car body and truck-frame the bent
ods, substantially as described.
In witness whereof, I, the said Willam-Morgan Brown, have here-
unto set my hand and seal; this Second day of February, in
the year of our Lord One thousand eight hundred and seventy-
six.
WILLIAM MORGAN-BROWN. (L.S.)