IMPROVE- MENTS IN TRAMWAY CARS AND STEAM BOILERS AND APPARATUS CONNECTED THEREWITH, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO OTHER PURPOSES
Year: 1875

page_text: LETTERS PATENT to Robert Barclay, of Kilmarnock, in the County
of Ayr, North Britain, Engincer, for the Invention of "IMPROVE-
MENTS IN TRAMWAY CARS AND STEAM BOILERS AND APPARATUS CONNECTED
THEREWITH, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO OTHER
PURPOSES."
י
Sealed the 3rd August 1875, and dated the 15th June 1875.
PROVISIONAL SPECIFICATION left by the said Robert Barclay, at the
Office of the Commissioners of Patents, with his Petition, on the
15th June 1875.
I, ROBERT BARCLAY, of Kilmarnock, the County of Ayr, North,
Britain, Engineer, do hereby declare the nature of my said Invention
for "IMPROVEMENTS IN TRAMWAY CARS AND STEAM BOILERS AND APPARATUS CON-
NECTED THEREWITH, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO OTHER
PURPOSES," to be as follows:-
-
"J
WINL

page_text: emitted from tramway cars when driven by steam power or traction
engines, as also the prevention of priming in boilers, and at the same
time effecting the superheating of the steam.
My Invention consists,-
First. In making each axle in two halves, and fixing or mounting
loosely each wheel on a separate half or piece; the inner ends of these
half axles meet, or nearly so, in the centre of the carriage, and they are
carried two separate pillar blocks resting upon a cross girder or plate
supported by the main axle boxes, the bushes of which are fitted in a
circular seat, so as to allow the two half axles or pieces to angle or
swivel in opposite directions from the main axle as a centre, thereby
causing the wheels to run in or follow the curves of the rails. The two
half axles or pieces are set at the same time to the proper angle when
required by a double ended or armed wiper, or lever and rod attached
to a handle or lever at the guard or driver's stand, or by screws, or other
convenient means arranged for that purpose. By this arrangement the
necessity for the main axle boxes or wheels changing their position
relatively to the body of the car is entirely obviated.
Secondly. In causing the single crank stud which is usually fitted
into the driving wheels of locomotive or tramway engines, or into the
spoke of such wheels, to carry another and overhanging crank stud at
right angles to the former, or nearly so; by this means I am enabled
to place two cylinders, both by preference horizontal and parallel to the
framing of the car or locomotive, and at the same time to drive the wheel
by two studs at right angles to each other. By this arrangement each
wheel is driven by its own pair of cylinders separately from the other
and at the speed suited to the curve of its rail, each wheel being
hung upon its own half axle, as described under the first head of my
Invention.
Thirdly. In securing a spur wheel on each of the half axles of both
of the driven wheels and of the wheels which are not driven, and in
imparting motion from the former to the latter by means of one or more
intermediate spur wheels supported in bearings in the framing of the
tramway or locomotive engine.
Fourthly. In the application of an improved brake, which enables
the whole of the four wheels to be braked simultaneously, or the two
wheels on the same side only when required.

page_text: According to one arrangement a brake block is hung at each side of
each wheel by a strong arm, which is suspended by a stud fixed to the
framing of the car, so as to be movable thereon. In the centre between
the two wheels there are placed two inclined bars, which are carried at
5 one end by one extremity of two double ended or double armed wipers
or levers, and are attached at their opposite ends to a single connecting
rod, which may be jointed to the piston rod of a steam or air cylinder,
or to a bell-crank or other lever connected by a rod to a handle situate
at the driver's or guard's stand. These wipers or levers are jointed at
their centre to the two arms carrying the two central brake blocks, and
at the opposite end to that at which the inclined bars are attached they
are connected by rods to the ends of the two arms which carry the two
outer brake blocks. By this arrangement when the two ends of the
two inclined bars which are attached to the connecting rod are depressed
the four blocks are caused to grip or tighten upon the wheels simul-
taneously and arrest their rotatory motion. Motion may be imparted to
a similar set of blocks and levers on the other side of the car by means
of a connecting rod attached to the same or to a separate and inde-
pendent handle, or steam or air cylinder.
According to a modification of the preceding arrangement the inner
ends of the inclined bars in lieu of being attached to the connecting rod
of a piston are jointed to an additional or central double ended wiper or
lever fast on a transverse shaft. A separate short transverse shaft is
employed for each side of the car, which shafts are mounted in a self
adjusting or sliding bush, and are moved by a connecting cross bar or
beam carried by the ends of lever arms fixed to the shafts, such cross
bar or beam being operated by means of a connecting rod leading to a
handle at the guard's or driver's stand.
Fifthly. In the application and construction of an air condenser for
the purpose of condensing the exhaust steam from the cylinders, and
thereby preventing the noise caused by such steam issuing or escaping
into the atmosphere; and also for the purpose of heating the air.
employed for supporting combustion prior to its admission beneath the
ire-bars, or otherwise.
H
One modification of this condenser consists of a longitudinal rect-
angular chamber having a central division or partition extending for
portion of its length, thus leaving a connecting space at one end so
i

page_text: attached to the projecting part, beyond which the jacket is made steam-
tight to the body of the funnel, so as to prevent the escape of steam
except through the steam pipe attached thereto, as before mentioned.
The second or outer jacket which surrounds the inner one is arranged
so as to leave sufficient space between the two jackets for the outlet of
the steam. This outer jacket is made steam-tight to the main funnel
by preference slightly above the roof of the fire-box and at a sufficient
distance below the lower extremity of the inner jacket to allow a free
passage for the steam, and the said outer jacket at its top part is by
preference constructed of a funnel shape, so as to assist in deflecting
any water which may have a tendency to pass out with the steam.
conical deflecting plate is also rivetted to the interior of the shell of the
boiler and in close proximity to the funnel shaped mouth of the outer
jacket, which plate is perforated with a number of small holes so as to
admit of the exit of the steam whilst confining and deflecting the water,
similar perforations being also provided in the upper part of the outer
jacket for the passage of the steam into the space between the two
jackets.
A
Seventhly. Of a peculiar arrangement of slide valve and valve gear
which admits of each pair of cylinders being worked separately, or of
both pairs being worked simultaneously, and of the quantity of steam
admitted to either or both pairs being varied as desired.
In carrying out this part of my Invention I provide a valve box or
steam chest, which is divided by a central partition into two com-
partments, each of which is in communication with a separate steam
pipe, and I form in the valve seating two ports or apertures com-
municating with the two compartments respectively, above which valve
seating there is placed a slide valve consisting of a cover of sufficient
size and provided with two apertures corresponding to the two ports
before mentioned.
Through a stuffing box fitted at one end of the valve box there passes
a lever, which is provided at or near its centre with a projection fitting
into a recess formed in the slide valve or cover, and which lever is
jointed at its outer end to a lever handle extending up so as to be within
reach of the driver. The lower end of this lever handle works in a
curved guide, the curvature of which is struck from the centre of the
connection with the lever before mentioned, so that by turning the lever

page_text: in one direction either backwards or forwards, both ports may be
entirely opened or closed as the case may be, or their degree of opening
may be simultaneously varied as desired, whilst by turning the lever
handle in the other direction either to the right or left one port may be
opened whilst the other is closed, or the degree of opening of either may
be varied as required.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Robert Barclay in the Great Seal Patent Office
on the 15th December 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ROBERT
BARCLAY, of Kilmarnock, in the County of Ayr, North Britain,
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Fifteenth day of June, in the year
of our Lord One thousand eight hundred and seventy-five, in the
38th year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Robert Barclay, Her special license,
that I; the said Robert Barclay, my executors, administrators, and
assigns, or such others as I, the said Robert Barclay, my executors,
administrators, or 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 TRAMWAY CARS AND STEAM BOILERS AND APPARATUS CONNECTED THEREWITH,
PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO OTHER PURPOSES," upon
the condition (amongst others) that I, the said Robert Barclay, by
an instrument in writing under my hand and seal, 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 Robert Barclay, do hereby declare
the nature of my said Invention, and in what manner the same is

page_text: to be performed, to be particularly described and ascertained in and
by the following statement, reference being had to the accompanying
Drawings, and to the letters and figures marked thereon, that is to
say:
My said Invention has for its object the diminution of friction in.
passing round curves and the reduction of the noiso, steam, and smoke,
usually emitted from tramway cars when driven by steam power or
traction engines, as also the prevention of priming in boilers, and at
the same time effecting the superheating of the steam.
My Invention consists as follows:-
ין
First. In making each axle in two halves and fixing or mounting
loosely each wheel on a separate half or piece; the inner ends of these
half axles meet or nearly so in the centre of the carriage, and they aro
carried by two separate pillow blocks resting upon cross girders or plates,
supported by the main axle boxes, the bushes of which are fitted in a
circular seat so as to allow the two half axles or pieces to angle or swivel
in opposite directions from the main axle as a centre, thereby causing
the wheels to run in or follow the curves of the rails. The two half
axles or pieces are set at the same time to the proper angle when
required, by a double ended or armed wiper or lever and rod attached/to
a handle or lever at the guard's or driver's stand, or by screws or other
convenient means arranged for that purpose. By this arrangement the
necessity for the main axle boxes changing their position relatively to
the body of the car is entirely obviated.
Secondly. In causing the single crank stud which is usually fitted into
the driving wheels of locomotive or tramway engines, or into the spoke.
of such wheels to carry another and overhanging crank stud at right)
angles to the former or nearly so. By this means I am enabled to place'
two cylinders, both by preference horizontal and parallel to the framing
of the car or locomotive, and at the same time to drive the wheel by two
studs at right angles to each other. By this arrangement each wheel is
driven by its own pair of cylinders separately from the other, and at the..
speed suited to the curve of its rail, each wheel being hung upon its own
half axle, as described under the first head of my Invention.
"'
Thirdly. In an improved brake which enables the whole of the.
four wheels to be braked simultaneously, or the two wheels on the same..
side only when required.
I
J

page_text: According to one arrangement a brake block is hung at each side of
each wheel by a strong arm which is suspended by a stud fixed to the
framing of the car so as to be moveable thereon. In the centre between
the two wheels there are placed two inclined bars which are carried at
one end by one extremity of two double ended or double armed wipers
or levers, and are attached at their opposite ends to a single connecting
rod which may be jointed to the piston rod of a steam or air cylinder,
or to a bell-crank or other lever connected by a rod to a handle situate
at the driver's or guard's stand. These wipers or levers are jointed at
their centre to the two arms carrying the two central brake blocks, and
at the opposite end to that at which the inclined bars are attached they
are connected by rods to the ends of the two arms which carry the two
outer brake blocks. By this arrangement when the two ends of the
the two inclined bars which are attached to the connecting rod aro
depressed, the four blocks are caused to grip or tighten upon the wheels
simultaneously and arrest their rotatory motion. Motion may be imparted
to a similar set of blocks and lovers on the other side of the car by
means of a connecting rod attached to the same, or to a separate and
independent handle or steam or air cylinder.
According to a modification of the preceding arrangement the inner
ends of the inclined bars in lieu of being attached to the connecting rod
of a piston are jointed to an additional or central double-ended wiper or
lever fast on a transverse shaft. A separate short transverse shaft is
employed for each side of the car, which shafts are mounted in a self-
adjusting or sliding bush, and are moved by a connecting cross bar or
beam carried by the ends of lever arms fixed to the shafts, such cross
bar or beam being operated by means of a connecting rod leading to a
handle at the guard's or driver's stand.
Fourthly. In the application of an air condenser for the purpose of
condensing the exhaust steam from the cylinders and thereby preventing
the noise caused by such steam issuing or escaping into the atmosphere,
and also for the purpose of heating the air employed for supporting
combustion prior to its admission beneath the fire-bars or otherwise.
One modification of this condenser consists of a longitudinal rectan-
gular chamber having a central division or partition extending for a
portion of its length, thus leaving a connecting space at one end, so as
to admit of the air passing along the one side of the condenser and then

page_text: returning along the other side. Each compartment of the condenser is
fitted with a number of tubes, into which the exhaust steam is admitted
by a chamber at one end, separate from that at which the air is admitted,
such steam passing through the tubes of one compartment into another
separate chamber at the opposite end, and which is also in communication
with the tubes of the other compartment, through which the steam also
passes to another chamber at the former end, whence it is conducted
where required. The air is supplied by a fan driven by the engines, and
circulates as before described, after which it is conducted away to the
fire-place for the purpose of supporting combustion for the generation of
steam, thereby effecting a considerable saving in the consumption of
fuel and producing increased heat in the fire-box of the boiler.
The water of condensation may be discharged into a small tank pro-
vided for its reception, and pumped back into the boiler for generating
steam, together with a fresh portion of water, which is admitted at
the entrance or exit chamber of the condenser amongst the exhaust
steam, and which assists to condense such steam, and becomes
partially heated before entering the boiler, thereby effecting a further
saving of fuel and reducing the quantity of uncondensed steam which
might escape into the atmosphere. Any portion of the steam which
may not have been reduced to water in the condenser may be allowed
to pass into longitudinal tubes or cooling chambers, arranged by
preference underneath the car, and through which a current of air
is caused to pass by the motion of such car. The heated air (and
smoke if any) from the funnel of the boiler may be conducted to the
under side of the car.
Fifthly. Of an improved vertical tubular piece for the purpose of
preventing priming and effecting the superheating of steam.
According to one mode of carrying out this part of my Invention the
boiler is fitted with a funnel having two casings or jackets, the one
outside of the other, one of which, videlicet, the inner one, is made
sufficiently larger all round than the funnel to admit of a free passage
for the steam to escape out between this inner jacket and the funnel.
This inner jacket is made steam-tight to the top of the outer shell of
the boiler, and projects sufficiently beyond the same to admit of a steam
pipe being attached to the projecting part, beyond which the jacket
is made steam-tight to the body of the funnel, so as to prevent the

page_text: escape of steam except through the steam pipe attached thereto, as before
mentioned. The second or outer jacket which surrounds the inner ono
is arranged so as to leave sufficient space between the two jackets for the
outlet of the steam. This outer jacket is made steam-tight to the main
funnel, by preference slightly above the roof of the fire-box, and at
a sufficient distance below the lower extremity of the inner jacket to
allow a free passage for the steam, and the said outer jacket at its top
part is by preference constructed of a funnel shape, so as to assist in
deflecting any water which may have a tendency to pass out with the
steam. A conical deflecting plate is also rivetted to the interior of 1
the shell of the boiler, and in close proximity to the funnel-shaped
mouth of the outer jacket, which plate is perforated with a number of
small holes so as to admit of the exit of the steam whilst confining and
deflecting the water, similar perforations being also provided in the
upper part of the outer jacket for the passage of the steam into the 1
space between the two jackets.
•
Sixthly. Of a peculiar arrangement of slide throttle valve and valve
gear, which admits of cach pair of cylinders being worked separately, or
of both pairs being worked simultaneously, and of the quantity of steam
admitted to either or both pairs being varied as desired.
2
In carrying out this part of my Invention I provide a válve box or
steam chest, which is divided by a central partition into two com-
partments, each of which is in communication with a separate steam
pipe, and I form in the valve seating two ports or apertures communi-
cating with the two compartments respectively, above which valve 2
seating there is placed a slide valve consisting of a cover-of-sufficient
size and provided with two apertures, corresponding to the two ports
before mentioned.
Through a stuffing box fitted at one end of the valve box there passes
a lever, which is provided at or near its centre with a projection fitting 3
into a recess formed in the slide valve or cover, and which lever is
jointed at its outer end to a lever handle, extending up so as to bo
within reach of the driver. The lower end of this lever handlo works
in a curved guide, the curvature of which is struck from the centre of
..

page_text: may be simultaneously varied as desired, whilst by turning the lever
handle in the other direction, either to the right or left, one port may
be opened whilst the other is closed, or the degree of opening of either
may be varied as required.
And in order that my said Invention may be fully understood, I shall
now proceed more particularly to describe the same, and for that purpose
shall refer to the several Figures on the annexed Sheets of Drawings,
the same letters of reference indicating corresponding parts in all the
Figures.
On Sheet 1 of the Drawings Figure 1 is a side elevation with a portion
of the boiler shown in section of the first arrangement of my improved
tramway car, Figure 2, Sheet 1, being a plan below the line a, b,
Figure 1, and showing the mechanism by which the same is actuated..
The car is carried or runs as is usual with tramway cars upon four
wheels A, those wheels being fixed each upon a half axle B. In the
framing C the main axle boxes D are carried, as more particularly seen
at Figure 2, and these main axle boxes are connected together by a
cross girder or plate E. In the main axle boxes D secondary axle boxes
or bushes F are situated, these having a spherical contour externally so
as to fit into the internal spherical contour of the main axle boxes D.
This arrangement of the axle boxes is shown in horizontal section of
one of the axles at the upper side of Figure 2, Sheet 1, and that part
of the axle which is situate within the spherical axle box or bush is
formed with a collar a,. which fitting into a corresponding recess in the
box or bush F of the axle box keeps the wheel in position and to the
guage of the tramway. Tho inner end of cach half axle B is carried in
a pillow block G fitted so as to slide in the curved guides H, which are
carried upon the cross girder E. The curved guides H are struck from
the centres or axes upon which the spherical axle boxes or bushes F
move, and by these arrangements the axles B are therefore capable of
being radiated from those centres. Upon the girder E is carried a
wiper or double-armed lever I moveable upon a stud fixed to the
girder E. Each end of this wiper I is coupled by short links J
to the two radial pillow blocks G, and these are again connected
by the rod K to the lower part of the steering handle L fixed to or
carried upon the footboard M, so that when the tramway car is to pass
on to a curved portion of the line of rails the driver by moving the

page_text: handle L either backwards or forwards, accordingly as the curve tends
to the right or left, radiates the two leading half axles B and their
wheels A to the proper angle corresponding to the curve, and thereby
the friction due to rigid axles in running on a curve is prevented.
I have now described the arrangement of mechanism I adopt for 5
lessening the friction of a tramway car when running on a curve as
applied to the pair of axles at that end of the car shown on the right-
hand side of the Figures on Sheet 1 of the Drawings, but I wish it to be
understood that I also apply the same arrangement to the wheels and
axles at the other end of my improved tramway car, which, as shown on 1
Sheet 1, are the driving wheels and axles; and further, the two pairs of
wheels may be connected by a link so as to be swivelled together, and
from both ends of the car if desired, or not so coupled.
In cases where turntables are provided for the purpose of turning
round the car at the end of each journey, it will be sufficient to con- 1
struct the leading axle with the swivelling or radiating arrangements I
have now shown and described, but in the more common case, namely,
of turntables not being provided, and the car runs alternately in opposite
directions without being reversed by the aid of a turntable, it is necessary
tó arrange both axles after the manner I have herein previously described 2
with reference to one axle, care being taken that at either end of the
steam cylinders N sufficient clearance is left to admit of the radial
movement of the wheels and axles without the piston striking the ends
or cylinder covers. Sufficient play is also left at the connecting rod's
joints both of the cross heads and crank pins to allow of the slight radial 2
movement necessary, it being preferred to make these connexions with
ball-and-socket joints.
The arrangement of crank O by which each driving wheel has a pair

page_text: Steam is led into the steam chests O' by the pipes Q leading from the
steam boiler R through the regulator R'. The regulator R¹ is operated
from the footboard M by the central handle R², and the exhaust steam
from the cylinders escapes by the exhaust pipe S into the condenser T,
travelling through the condenser in the direction of the arrow shown
on Figure 2, and any portion of the exhaust steam which is not con-
densed escapes through the pipe U into the chimney or other exit pipe.
The exhaust steam being first discharged into the large condensing
chamber, the noise due to its escape direct into the atmosphere, as is
usual with high-pressure steam engines, is prevented, or practically so.
The low temperature of the condenser is maintained by the constant
forcing therethrough of a blast of atmospheric air, which is produced by
the blowing fan V. The fan V is driven from the pulley V¹ on the axle,
the pulleys V¹ being provided with a clutch for releasing or locking
either of these pullies V₁ so as to rotate with the axle B, according to the
direction in which the car is travelling. One of the pulleys V¹ has an
open belt, and the other a cross belt, these passing over the pullies W
on the spindle of the fan, thus provision is afforded for driving the fan
always in the same direction, that is to say, to force the air through the
tubes of the air condensor T; or in place of driving the fan by pulleys
and belts, it may be driven by a small engine attached to the car for this
purpose. The air as it passes through the condenser T takes up the heat
or a portion of the heat of the exhaust steam, and is thus supplied as
heated air through the duct X, leading to the closed ash pan below the
The water of condensation which collects in
fire-grate of the boiler R.
the condenser T, as well as the water which is placed therein at intervals,
constitutes the feed water for the boiler R, and a pump or injector, not
shown in the Drawings, is applied for feeding the boiler therewith; or
the boiler
may be fed with water directly from a separate water cistern.
One arrangement for preventing priming is shown as applied to the
A baffer or deflecting
upper part of the boiler at Figure 1, Sheet 1.
plate b surrounds the upper part of the boiler, and the steam formed
below passes through perforated holes in the plate and around the
narrow opening c, and thence over the top of and through perforations
in the tubular piece d down through the tubular piece d, and thence up
through the inner tubular piece e to the pipes f, whence it is taken off
in a comparatively dry state to the throttle valve, and then to the
ongines

page_text: The brake shown at Figure 1, Sheet 1, consists of steam cylinders g,
one of which is fixed to each side of the framing C with [a steam pipe
leading to each from the boiler, and provided with a three-way cock
shown in enlarged horizontal section at Figure 5, Sheet 1, for admitting
steam to one or both brake cylinders as required by turning the cock,
so that it opens and admits the steam from the steam pipe A through
the port a, and thence through both the ports 6 to both the brake
cylinders, or to one of them, as desired, and when it is desired to release
the brakes the cock is turned round far enough to bring the port a
opposite the port c, which position allows the steam to exhaust from the
brake cylinders.
When the pistons in the cylinders are depressed by the admission of
steam the rods are forced downwards, and resting upon the wipers in
double-armed levers c move them round on their fulcra; so that they
press the inner brake blocks j, and push the outer brake blocks against
the wheel A, thereby retarding or arresting the motion of the car. A
spring is provided beneath the pistons in the cylinders g, which by
its reaction releases or withdraws the brakes when the steam is turned
off from the brake cylinders.
J
The handles and m and links and levers connected therewith are for 2
the purpose of actuating the reversing and link motion of the engines
not shown in the Drawings.
At Figure 3, Sheet 1, of the Drawings is shown a plan of the regu-
lator R³, and at Figure 4 a transverse section thereof.
The regulator
consists of a chamber having two ports a and b, and a slide valve c with 2
two ports above them. The ports being arranged as shown permit, when
the valve is pushed to one side or the other, of the steam being admitted
to drive the pistons in either pair of steam cylinders, and the parts con-
nected therewith. If it is desired to drive both engines, that is to say,
in both sides of the car, then by shifting the valve in a direction at right 3
angles to that of the side-to-side movement herein-before referred to both
ports a and b are thrown partly or fully open, and the steam is admitted
to both sets of engines.
On Sheet 2 of the appended Drawings Figure 1 is a vertical section
partly in clevation, and Figure 2 is a plan partly in section below the Bi
line c, d, Figure 1, of my improved steam tramway car modified in some
of its details.
Tinder this second
arrangement I disnense with the belf

page_text: described with reference to the arrangement shown on Sheet 1, and in
lieu thereof I mount each axle A with wheels B in a separate frame O,
one under each end of the car, and upon which the car body D is
carried. These frames are attached to the car body by curved guides
marked E, F, and G, and more particularly seen by dotted lines in
Figure 2, Sheet 2. The guides may be of a dovetail, rectangular, or
other suitable shape which lock into one another so as to hold the car
body D and the axle carriages together, and yet having a sufficient
freedom for a swivelling motion to be imparted to them by either of the
handles H on the footboards at either end of the car. The shaft upon
which each handle H is carried has a bevil pinion at its lower end which
gears into a similar bevil pinion on a horizontal shaft I; this last-
mentioned shaft I having upon it a tangent screw I which gears into
the segmental rack J, on the end of the arm J' attached to each frame C.
The swivelling arrangements are shown as applied to both axles of
the car, which as in the preceding modification is necessary in cars
where turntables are not provided for reversing the position of the car
at the end of a journey, but when turntables are provided for this
purpose then it is sufficient that one of the axles, namely, the front or.
leading one be made to swivel so as to pass over a curve with a
minimum of friction. The axle at the left-hand end of the Drawings,
Sheet 2, is a crank axle, and to it the piston rods k of the engines are
coupled, the connecting rods not being shown in the Drawings. The
steam cylinders L with their steam and exhaust ports are shown, and
the eccentrics for driving the slide and cut-off valves are omitted, but
their arrangement will at once be understood on inspection of Figure 2,
Sheet 2.
Steam is led into the steam chest and cylinders by the pipe M leading
from the boiler N to the regulator or throttle valve O, from which a
further horizontal pipo O¹ leads to the steam chest, as shown more
particularly at Figure 2, and the exhaust steam escaping from the
engine is conducted by the pipes P into the condenser Q which is
formed after the manner herein-before described with reference to
Sheet 1 of the Drawings, and any portion of the exhaust steam which
may not have been thus condensed escapes with little or no noise by the
'pipe R into the chimney or directly into the atmosphere. The steam
pipe is formed with a gland or stuffing box joint S, as shown at Figure 2,
to allow of the swivelling of the carriage without bending or straining

page_text: the steam pipe, and the exhaust pipe is also formed with a gland or
stuffing box joint S₁ to allow of the shortening or lengthening of the
pipe telescopically accordingly as required when the under carriage is
being swivelled so as to place the wheels and axles radial to a curve in
the line of rails.
The regulator or throttle valve is coupled by means of a lever and
rods T and T to levers T one on each footboard, by which the driver is
cnabled to operate it.
In the rods U, both of which are shown, and the purpose of which is
to operate the reversing shaft U', and thence the quadrant blocks Us of
the link motion by raising or lowering them, according to the direction
in which the car is to travel, loops U³ are formed as more particularly
seen in plan Figure 2, Sheet 2. The purpose of these loops is to carry
the curved pins or bar U', the curvature of which is struck from the
centre of motion upon which the carriage swivels, and which is an axis
at right angles to the axis upon which the wheels roll and midway
between the wheels. By this arrangement the swivelling of the under
carriage and axles is carried out without the quadrant blocks being
altered in their positions in the links or quadrants.
The fan for maintaining the blast through the condenser is contained
within the case V, it being operated by a belt passing over the pulley V₁
from a pulley on the countershaft V³, this being rotated by another belt
from the pulley V³ on the driving shaft. The fan case or box V is
provided with two exits, as shown in dotted lines at Figure 1, Sheet 1,
and each of these has a light flap valve at its end. The two exits lead
into the tube space of the condenser, but one of them only is open at a
time, and that according to the direction of rotation of the fan, this of
course changing each time the direction of travel of the car is reversed..
According then to the direction in which the fan is rotated it by its
action of producing on the one hand a slight vacuum and on the
other a plenum, causes the one flap valve to be drawn close over one of
the exits to shut it, and the other flap valve to be thrown open. By
this arrangement provision is made for always conducting a blast or
current of air through the condenser independent of the direction of
motion or travel of the car. In place, however, of arranging the fan
to be driven by belts as described, it may be driven by an independent
engine provided for the purpose. The air, after passing through the

page_text: condenser, escapes as hot air by the conduit W into the closed ash-pan
✗ below the boiler.
The boiler N consists of a vertical fire-box having a long barrel which
may either extend in the space underneath one of the side seats of the
car, as shown on Sheet 2 of the Drawings, or the boiler may be situated
along the centre of the car, in which case the seats are placed over it
and arranged that the passengers sit back to back. In either case the
boiler is covered with non-conducting covering, and there may be an air
space between the boiler shell and covering to still more effectually
With this improved
prevent the radiation of heat into the car body.
boiler the barrel is at all times full of water and the fire-box portion is
made high, as shown, so as to ensure at all times a sufficient depth of
water over the crown of the fire-box.
The steam is taken into the engines from the space above the fire-box,
and circulating pipes Z and Z¹ are provided as shown more particularly
at Figure 1, Sheet 2, to provide circulation between the hottest and
coolest parts of the boiler. The chimney Z is provided with a casing
around it which may be used to superheat or dry the steam before it is
taken to the engines, and it is also lagged round with or without an air
space to prevent the heat from radiating into the car.
If more boiler room is required this may be effected by placing either
a second boiler at the opposite side of the tramway car or by placing a
second boiler without a fire-box thereunder and conducting the heat
from the smoke box of the boiler shown in the Drawings into it in.
place of up the chimney Z. Such second boiler having a chimney
instead.
The brake for retarding or arresting the motion of the car, shown on

page_text: either end as shown in the Drawings. Two of the rods Y³ are short and
act as struts when the wiper Y' is operated by pushing two of the.
brake blocks against the wheels. The two other rods Yo are long and
act as ties by pulling the two outer brake blocks against the wheels
simultaneously with the pushing against them of the other two. The !
rods Y¹ are coupled to the shaft operated by the wheel Y by a short
piece of chain, which is wound or unwound from the shaft accordingly
as the brakes are put on or off as is well understood.
In place of using the brake shown at Sheet 2 of the Drawings, which
is an ordinary tramway car brake, the brake shown on Sheet 1 of the:
Drawings may be adopted.
On Sheet 3 of the appended Drawings, Figure 1 is a section of a boiler
in which cross tubes with water passing through them are placed in a
flue extending through the barrel from the fire-box to the smoke-box,
in place of the longitudinal tubes shown in the boiler herein-before
described in reference to the car, illustrated at Sheet 2 of the Drawings.
The cross tubes may however be dispensed with, in which case the barrel
of the boiler would be a plain flue. I further wish it to be understood
that either of the boilers which I have described and shown may be
applied to either of the cars herein-before described with reference to
Sheets 1 and 2 of the Drawings, and herein-after described with reference
to the other arrangements or modifications shown on Sheet 3.
The boiler shown on Sheet 2, and at Figure 1, Sheet 3, may have the
fire-box and tubes dispensed with, and the bottom of what is the firc-box
of the boilers as there shown is closed up. In this case the steam is not
generated by a fire but by admitting steam of very high temperature
into the boilers from a stationary boiler at the end of a journey, which
raises the water in the car to a temperature high enough to enable it to
gencrate steam for driving the engines throughout one or more runs.
The height of the dome of my improved boiler in this case ensuring a
sufficient steam space being left at all times and particularly when
ascending an incline, to prevent water coming over with the steam into
the engines.
The remaining diagrams on Sheet 3 of the appended Drawings
illustrate variations which may be introduced in the arrangement of the
car herein described with reference to Sheet 2 of the Drawings. Figure
2, Sheet 3, is a plan of my improved car, in which both axles are crank

page_text: and driving axles, independent engines A and B being provided for
driving them.
Figure 3, Sheet 3, is a plan of my improved car which differs from
the arrangement shown at Figure 2, Sheet 3, in this respect, namely, that
the cranks of one of the axles are inside the wheels, the cranks of the
other axle being outside, and consisting of crank pins fixed into the
wheels, the cylinders of the engines being placed inside and outside
accordingly.
At Figure 4, Sheet 3, of the appended Drawings, the engines are
placed at one end of the car and in two sets. The crank axle in this
case is cut at the centre, cach half having two cranks at right angles to
one another. By this arrangement each pair of the engines is coupled
to each half of the crank axle, so that each driving wheel is not only
driven independently of the other, but the car may by this arrangement,
as well as that shown on Sheet 1 of the Drawings, be driven by one of
the driving wheels only if and when required.
At Figure 5, Sheet 3 of the appended Drawings, each shaft is a driving
shaft, the engines being placed in a pair on each swivelling frame or
under carriage and connecting to outside crank pins.
At Figure 6, Sheet 3 of the appended Drawings both the axles are
driving axles, each being cut at the centre with two cranks on each half,
to which the engines are coupled as herein-before described with
reference to the driving end of the car shown at Figure 4, Sheet 3.
With this arrangement the car may be driven by the engines acting
simultaneously on all the wheels, or on any three, two, or upon one
wheel only at a time.
At Figure 7, Sheet 3 of the appended Drawings, the car is driven from
one end, and the crank axle is also divided into two at the centre with
two cranks to each half axle, one being inside and the other outside the
driving wheel, the engines being arranged correspondingly.
Figure 8 on Sheet 3 of the appended Drawings represents my improved
tramway car arranged on two bogies, one of which, viz., the driving
bogie A, is carried upon four wheels and swivels on a point situated
centrally between the two axles, the other bogie B, which is a two-
wheeled bogie, swivelling on a point between its axle and the swivelling
centre of the two-wheeled bogie. By placing the swivelling point of

page_text: the two-wheeled bogie B as shown at Figure 8, the axles adjust them-
selves to run on a curve.
At Figure 9, Sheet 3, of the Drawings, a similar arrangement is shown,
but in which the axle of the two-wheeled bogic is also a driving axle.
With reference to the several arrangements of cars illustrated by the
diagrams on Sheet 3 of the appended Drawings, it may be remarked in
respect of those in which both axles are driving axles, that the whole
weight of the car and its load is made available for the adhesion of the
wheels to the tram rails, and whilst this may not be necessary when
travelling on a level or nearly level part of the road, it is useful and can
at any moment be brought into action when the car has to ascend a
gradient, by turning the steam into the second pair of engines; and with
reference to those arrangements in which the driving wheels are
independent of one another, such arrangement not only facilitates the
travelling on a curve by virtue of each wheel rotating at the rate:
corresponding to the length of rail constituting the inside and outside
.edge of the curve, but also in passing into a different or branch line a
bias of the car in the direction of that branch may be obtained so as to
insure its passing over the points, by working for the time with one
driving wheel in the case of cars driven from one end only; or if the car
has all the wheels as driving wheels & driven independently of one
another, then by acting on the two diagonally opposite wheels at the
time through admitting steam to the engines which actuate these wheels
and shutting it off from those engines which drive the others.
Having now described and particularly ascertained the nature of my
said Invention, and the system, mode, or manner in or under which
the same is or may be used, or practically 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. The arrangement and combination together of the parts con-
stituting the improved steam tramway car, substantially as herein-before
described and shown upon the annexed Sheets of Drawings.
Second. Swivelling the axles of tramway cars when made in two
halves, substantially as hercin-before descried and shown upon the
annexed Sheets of Drawings, the same being applicable to a steam
tramway car or to a tramway car driven by horses.

page_text: Third. The priming prevention arrangement, as herein-before described
and shown at the upper part of the boiler, illustrated at Sheet 1 of the
Drawings.
Fourth. The boilers, in which the barrel is at all times filled with
water, and with a high steam dome, and provided with circulating tubes,
the same being heated by fire or by steam from a stationary boiler, and
applicable for tramway cars, locomotive engines and other purposes,
substantially as herein-before described and shown at Sheets 2 and 3 of
the appended Drawings.
Fifth. The arrangement whereby a tramway car body is carried on two
swivelling bogies, each having one axle, and swivelling on curved guides,
one or both of the said two-wheeled bogies carrying engines for driving
the same, substantially as herein-before described and shown upon the,
annexed Sheets of Drawings.
Sixth. Carrying tramway cars having three axles upon two bogies,,
one of which is a bogie having two axles swivelling on a centre between
the axles, the other having one axle and swivelling on a centre midway
between its axle and the swivelling centre of the two-wheeled bogie, as
herein-before described and shown at Figures 8 and 9 of the appended
Drawings.