Year: 1887

page_text: A communication from CHARLES VOGEL and FRAnk Whelan, Engineers, both of
San Francisco, California.
1 ALFRED JULIUS BOULT of 323, High Holborn, in the County of Middlesex,
M.I.M.E. do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
This invention relates generally to cable Railways though certain parts may be
found applicable to railways operated by other means.
In the accompanying drawings forming part of this specification the various paris
of the invention are shown on different sheets the various Figures being designated
by ordinals and letters of reference independent of the other sheets of the
drawing.
The same letters of reference are used on the figures of the sheets of oach part of
the invention to indicate the same parts.
The first part of the invention consists in a new form of construction of the said
subway and the parts intimately related thereto and affected by the improvements,
by which the whole may be applied to already existing road beds without disturbing
the track; and it can be constructed and laid in position at a minimum cost,
while maintaining as high a degree of serviceability as structures of a more
elaborate and expensive kind; also, the improved form of construction permits a
straight unbent tie between the stringers carrying the rails without interfering
with the passage-way for the grip or breaking the continuity of the water
drainage way.
In carrying out the improvements in the subway proper, it has been found
necessary to devise both a new form of hanger for the cable carrying pulleys and a
new form of depression pulley, around which the cable passes at the angles of the
road where very heavy upgrades commence. Therefore both the hanger herein
described and shown, as well as the depression pulleys and mechanism connected
therewith, will also form a connected part of this invention.

page_text: In the drawing Sheet 1, Figure 1 is a transverse section of a road bed built upon
our plan, taken at a point passing through the center of a carrying pulley and
man-hole frame.
Fig. 2 is a plan of the same road-bed, showing man-hole frame with cover
removed.
Fig. 3 is a broken half of a transverse section of the road-bed, with an iron
cross-tie substituted for the ordinary wooden one, and showing depression pulleys in
place.
Fig. 4 shows in plan the shape of the frames surrounding the depression pulleys
and the relation each bears to the other.
Figs. 5, 6 and 7, are respectively a plan, edge, and sectional side view of the langer
for the carrying pulleys.
Fig. 8 shows a section of a wooden tie and its relation to the channel iron and
cross-bar.
A A are two Z-shaped channel irons placed parallel to each other, their upper
edges facing and approaching each other to within, say, about three-fourths of an
inch, thus leaving a slot of that width, in which the grip shank will move. There
will be room enough between the vertical sides of these irons to accommodate the
grip and the face width of the carrying pulleys, with a trifle over for clearance.
The lower flanges of these irons are turned outward, and are broad enough to give
a liberal surface to rest upon the cross-ties B. The vertical height of the irons must
be sufficient to allow whatever depth of paving may be used, and they should always
be deep enough to rest upon the cross-ties.
At every cross-tie, or less frequently, if preferred, there will be an angle iron
cross-har C. These are bolted to the cross-ties, and they may also be bolted or
riveted to the lower flange of the channel-irons. This, however, is optional
with the constructor, and will depend upon the character of the road to be built.
Roads requiring to be strongly built, on account of the heavy traffic passing
over them, will have more numerous and secure fastenings than those roails
which pass over steep grades and entirely escape the ordinary surface-traffic of the
street.
DD are angle-braces bolted to the vertical sides of the channel-irons and the
ends of the cross-bars C, thus giving firmness and stability to the channel-irons
and preventing the slot from closing together when any lateral pressure occurs.
As these cross-bars pass under the moving cable there should be at least a
couple of inches between in vertical height, for, as the cable
sags a little
between the supporting pulleys, it must never drag upon the cross-bars. The
cross-bars C, if preferred, may be extended to pass under the rails, in which case
they would take the place of the wooden cross-ties, and should be made somewhat
heavier.
E, Figs. 1, 5, 6 and 7, is the hanger for the carrying pulley F. It is made in
one piece, and supports both ends of the spindle G of the pulley in solid babbitted
half-bearings e. The hanger is hung from eye-bolts ; which depend from the
bottom flanges of the channel-irons, the rods H passing through both eyebolts and
lugs g on each corner of the hanger. As shown in the plan, Fig. 5, there are cross
bars h, which join the two sides of the hanger; but as these pass under the moving
cable they should be made concave, as in Fig. 6, so as to leave as much room as
possible for the cable to sag should at any time a supporting pulley be removed and
the hanger remain in place.
The half bearings e must be sufficiently wide apart to permit the pulleys to freely
pass between.
There may be provided, as in Fig. 1, one or two lubricating pipes I, which are
screwed into the solid ends of the half-bearings. If but one pipe is used on the side
next the man-hole K, then the spindle of the pulley must be bored through to lead
the oil from one bearing to the other.
The form of the hanger is very completely illustrated in the several figures.
It simply consists of two triangular side pieces a, having half bearings e cast

page_text: on one side at the bottom angle and the bosses or lugs g cast in each upper corner.
Both side pieces are strengthened by a flange b, extending between the lugs g,
and are joined together by the cross-bars h. Finally, a strengthening strip c,
braces between the back of the half-bearings e and the under side of the
flanges b.
L'is a U-shaped drainage conduit made of either concrete, stoneware, sheet-iron,
or other suitable material, and, as it is not required to resist any strains due to the
traffic over the road, merely sustaining the pressure of the surrounding earth, it may
be of light construction and entirely unattached to the main part of the structure,
excepting that it will be neatly fitted or molded against it and thus be held in place.
All the cross-ties will pass through the sides of this conduit, and where the man-
holes K occur the conduit will open into them, as in Fig. 1; otherwise the conduit
will be continuous from one end of the line to the other. When the conduit is
molded, cast, or formed before being placed in position it will be laid in sections, with
over-lapping joints, like sewer pipe. The man-holes have the usual frame, K¹ and
cover K, the well-hole being built around with a wall of either brick or concrete, as
in common practice.
M M are the stringers, which carry the rails M. Ordinarily these are seven
inches deep, so that the channel-irons which rest on the same level may be about nine
inches total depth.
NN are the paving blocks, which have a bed of sand or earth below them and
covering the ties.
00 are the depression pulleys, which, owing to the fact that the present form of
subway will not permit the old style of stationary pulley to be used, are made to be
automatically set aside to give passage to the grip X when it approaches. There are
two of these pulleys used at all the sharp vertical angles in the road where the grade
suddenly ascends, and they are successively pushed aside from the grip path, one to
the right and the other to the left, by the grip itself coming in contact with the
wedge-like frames P within which the pulleys revolve.
QQ are two bell-cranks, with adjustable counter weights 1 on their horizontal
arins, their vertical arms, which terminate in a hub, 7, carrying the spindles upon
which pulleys 0 0 revolve; also, the wedge-like frames P are supported on theso
spindles.
The periphery of the pulleys is grooved and set in such a manner that they may be
easily pushed aside from off the cable, and in like manner easily assume their normal
position above it.
The shape and relative positions of the frames P are shown in Fig. 4, at a smaller
scale than adopted in the other figures. The arrow-points show the direction in
which the pulleys are thrown by the passing grip, which should have a >-shaped
end, so as not to strike the frame too suddenly. The end of the grip is shown just
about to strike the frame. The cable S is shown by the single black line. The bell
cranks vibrate on the spindle T, held in the fulcrum plate U. Where these
depression pulleys occur, the subway will be enlarged to receive them and give room
for their action. It is not necessary to elaborately describe this chamber further
than to say that it should be strongly built and made water tight, and should have
a connection with the sewer to give it free drainage. When it is preferred to
substitute iron ties for the wooden ones, (See Fig. 3) there will be provided
chairs V, to carry the rails, these chairs to be riveted to the ties as shown. These
ties should be inade of angle-iron, when iron is used, with cross-section shape,
thus J.
I am aware that subways for cable railways have been devised which permit a
straight tie to be used to support the track. I do not therefore claim, in a
broad sense, to be the first inventor of such a subway. The device concerns
simply a new combination of parts which constitute it an improved subway of the
class named.
The second part of the invention relates to certain improvements in the form of

page_text: the grip by which material advantages in the construction both of the grip and the
cable carrying tube are attained, and improved facilities in operating the road upon
which the grip is applied are acquired.
The improvements consist in certain combinations of parts of the grip hereinafter
described and claimed.
In sheet 2 of the drawings, Figure 1 is a sectional elevation of that portion of the
grip with which our improvements are connected, taken on the line ab Fig. 2.
Fig. 2 is a transverse section of the same parts, taken on the line cd, Fig. 1.
Fig. 3 is a combination of plan and horizontal sectional view of the jaws of the
grip when closed, taken on the line et, Fig. 4.
Fig. 4 is a transverse section taken on the line g h Fig. 3.
Fig. 5 is a plan of the jaws of the grip and part of their supporting frame.
Fig. 6 is a transverse section when the jaws are open, taken on line i k, Fig. 5.
Fig. 7 is an elevation of the grip and section of the cable carrying tube with one
form of operating mechanism for the grip.
Fig. 8. is an end view of the lower part of the grip with a transverse section
of the tube.
A A' are the grip jaws, which are made as long as the space between the upright
bars B B of the supporting frame. They are hinged together, the spindles CC forming
the pivotal points of the hinges. The two jaws together have a perfectly round
exterior, somewhat like a piece of four inch round bar-iron. Each jaw has a semi-
circular recess or channel at the bottom, running parallel with the axis, which exactly
fits one side of the cable, so that when the two jaws are brought together with
pressure the cable interposed is tightly gripped.
The hinged part of the jaws extends about one third of their length at each end.
The remaining one third of their length, in the middle, is reserved space, which is
hollowed out to receive the lower end of the draw bar or shank of the grip D and the
toggle-levers E E, which are used to open and close the jaws.
The lower part of each bar B is formed into a cone shaped boss, B', through the
center of which the spindles are tightly driven when the parts are put together.
The lower part of these bosses will, of course, be grooved to allow the cable to pass
by, and these grooves at their outer extremities will, as shown at x, Fig. 1, flare out-
ward a little to give good clearance to the cable. The object of these conical bosses
is to insure the grip jaws following centrally into the grooves of the carrying pulleys.
If the pulley or grip should be a little out of line, the pointed bosses will nevertheless,
enter the groove, and the grip jaws following will adjust themselves to the proper
central line.
The draw bar is shown in Fig. 7 to be operated by a hand-wheel D₁, having a
hub with an internal screw, which engages with a screw on the rounded end of the
upper part of the draw bar, the hand-wheel being held from rising by having its hub
pass through the boss F¹ of the cross har F, and a screw nut G, being screwed on the
wheel-hub underneath. This is a simple way to operate the jaws; but any other
suitable means may be adopted. We do not claim the means of operating to open and
close the jaws as an essential feature of our invention.
The two toggle-levers EE have a face the full width of the recess in the jaws
which accommodate them. (See Fig. 3.) One lever may have its hinge part next to
the hub of the draw bar, and the hinge part of the other lever may be on the outer ends.
The pivot H of the hinge should fit snugly within the recess-t that is, it should be
just as long as the recess-to avoid side play. Both the draw bar and the loose
toggle-levers should be neatly fitted without play on the pivot. There will be no
necessity to key the draw-bar to the pivot; though, if preferred, to avoid wearing, it
may be secured firmly thereon. The toggle-levers, always loose, may be of case
hardened steel, or otherwise tempered to minimize their tendency to become worn.
The space hollowed out from the two jaws to receive the toggle-levers and draw
bar is clearly outlined in Figs. 1, 3, 4 and 6. In the two latter figures it will be
noticed that at the top of the recess for the cable a thin strip of the metal of one jaw

page_text: extends over to the opposite jaw and covers the space between when the jaws are
opened at this point. This is done to avoid any sharp cutting edges, which would
injure the cable as it passed through the grip when the car is at rest.
It will be necessary to provide for a slight movement of the grip vertically, as is
usual. Any suitable arrangement to effect this may be adopted. We show in Fig. 7
a rubber spring, 1, interposed between the nut of the bolt which fastens the grip frame
to the car-floor and the flange K of the frame.
A peculiar feature of this grip consists in its being adapted to be opened and closed
to release or grip the cable when actually in contact with the cable pulleys which
support the cable on the straight or curved parts of the line, so that in the matter of
stopping and starting the grip can be operated at all points in the route, and in case
of a sudden necessity the car can be stopped on a curve and started again without
difficulty.
We show the toggle lovers inclosed within a cavity of the grip-jaws, the points of
the toggle-levers being above the pivotal point; but manifestly their position may be
reversed. The pivot may be above the plane of the points of the toggle-levers and
the cavity in the jaws filled in, in which case, of course, the action of the grip shank
will also be reversed. The downward motion would be the one to grip the rope,
instead of the upward motion.
There may be other means employed to open and close the jaws of the grip
besides the draw-bar and toggle-levers without departing from the principle of this
invention.
We do not claim in a broad sense, a grip operating upon the principle of parting
the jaws upon a vertical center line, so that the cable can drop down and out of the
grip, for such a form of grip has been long in use.
The third part of the invention consists in a peculiar cable depressing device by the
operation of which one road may pass the grips attached to its cars over the cable
of the intersecting line which otherwise would occupy the path of said grips.
In the drawing sheets 3-34, Figure 1, is a sectional elevation of two subways at
the point of intersection made so as to include a side view of the whole of the
mechanism of the depression pulley.
Fig. 2, is a plan of the same.
It sometimes occurs that the cable of a line cannot be permanently depressed, by
stationary pulleys, below the path of a crossing lines gripping attachments, because
the cable is needed to propel the cars at the moment they pass that point; but it may
be temporarily depressed to accommodate the passage of the grip of cars of a crossing
line to be immediately restored to its proper position when the crossing car has
passed The herein described automatic device is designed to accomplish the
desired result.
A is the subway of a line running, let us say, North and South. A' the subway of
a line running East and West, the view being taken at the intersecting point.
The north and south line is the upper cable B, which is the one to be operated
upon, the cable B', of the east and west line being permanently depressed at this
point by stationary pulleys.
CC are depressing rollers mounted on the upper ends of the levers D D, the lower
ends of which carry the counter weights E E.
The fulcrum of these levers is a shaft F, supported by and slightly turning in the
bearing boxes G, which boxes sometimes will be anchored in the concrete walls of the
subway or bolted to some part of the frame as most convenient. The levers D D will
be keyed upon the fulcrum shaft.
H is an upright lever also keyed upon the fulcrum shaft and placed thereon between
the two levers D D. This lever will not extend below the shaft and carries no
counter-weight.
I is an inclined depressing lever pivoted to the upper end of lever H, and mounted
on the wheels J, at the rear end.
K K, are a couple of round bars embedded in the concrete or masonry, or fastened
in any suitable way to the frame of the subway, as the case may be; they form a

page_text: track for the wheels J, to roll upon as they move forward in the act of depressing the
lever . The lever I may be trussed as shown with truss rod i and brace i riveted to
the main part of the lever as shown.
LL are fender rollers mounted on upright spindles projected upward on a slight
inward angle from a firmly fastened socket piece M.
The office of these rollers is to receive the thrust of the cable as it is pressed over
and down and prevent it being thrown from off the carrying pulleys N.
O is the grip of the car about to cross, it has at this point dropped its own cable
and moves forward by gravity or momentum.
P is a roller secured to the grip shank or other convenient place, either upon the
grip or upon a separate frame pendent from the car, in such a manner as to bear
against the inside of the slot iron Q, should the upward thrust of the depressed cables
tend to lift the car from the rails, a matter quite possible with very light cars, but not
likely to occur if the cars be of average weight.
It is not absolutely necessary to employ two depressing rollers, or two fender rollers
as shown in the drawing, one of each will answer every purpose in most cases. Both
the depression rollers and fender rollers are held on their respective spindles by
screw-nuts, as shown.
The operation is as follows:
The car approaching the crossing must have first dropped its own cable, when, still
advancing by momentum or gravity, its grip gently strikes the inclined lever I, at a
point midway of its length, and depressing it, throws over the detached lever H,
turns the shaft F, and with it swings over and downward, the levers D D, with the
pulleys or rollers CC, thereon secured, until said rollers bear the cable low enough
down to permit the approaching grip to pass freely over it. Then as the grip, sliding
along the lever I, which has moved a few inches forward on its rear rolls, gradually
passes entirely over and beyond the depressed cable will, of its own effort aided by
the counterweights E E, raise the depression rollers to their normal position throw
the lever back to the starting point and parts are then in position for a repetition of
the operation.
As the cable is pressed over it strikes the fender pulleys and cannot be unshipped
from its carrying pulleys.
The fourth part of the invention consists in an arrangement of parts forming means
of securing the grip to the car, by which the varying height of the car body upon its
springs as it is more or less heavily loaded, shall not affect the height of the grip or
its relation to the cable. Also in a combination of parts forming means for lowering
the grip when necessary, as to pick up an unduly sagged" cable between pulley
supports or to escape contact with an overhanging "depression" pulley and the like;
and finally in the novel method of constructing the operating hand lever which makes
it more convenient to handle and effective in operation.
In sheet 4 of the drawing, Figure 1, is a sectional elevation of a portion of a car
and subway sufficient to illustrate the application of my invention.
Figure 2 is a plan of the details of my invention detached from the car.
Fig. 3 is an edge view of the hand lever.
A is the car floor; B B the springs over the axle boxes upon which the car body
rests; CC are the wheels and DD the axles. These parts are not in any way
changed in the drawing however, for convenience of illustration, I have shown the
axle boxes, pedestals and supporting springs arranged inside the wheels, as usual in
dummies or grip cars, instead of outside as more commonly found.
EE are a couple of elastic hangers each comprising a spiral spring e, supported on
a plate which rests on the head of the central bolt e, hanging from the car floor
above on the top of these springs there will rest the plates e³, from which there will
depend the bolts e, which, passing down between the side bars of the equalizing
frame F, support the same on broad washers e, resting upon their lower heads. This
equalizing frame F is composed of two longitudinal bars of angle-iron set a distance
apart equal to the thickness of the grip frame to which they are riveted. They are a
little longer than from center to center of the axles under which they bear with a

page_text: constant upward pressure.
On each end of these bars there are fastened short pieces
of the same shaped iron these bear snugly against the sides of the axle and cause the
whole frame to act as a draw bar to move the car. in either direction. G, is the
stationary part of the grip frame terminating at the top in the usual notched quadrant.
This frame is fastened by rivets or bolts to the equalizing frame only.
His the moving shank of the grip which is raised and lowered by the hand lever I,
and intermediate link J, to open and close the grip jaws K.
Lis the cable, M is the subway; N is one of the carrying pulleys.
O is a foot lever of the second order having its fulcrum at one end in the crotch of
the stirrup bolt P, which is holted to the floor timbers. It is pivoted on the pin Q of
the hand lever, and has a foot plate R at the opposite end. When the foot is pressed
down upon this lever the entire frame of the grip is carried down with it, though,
immediately the foot is released, the grip will return to its normal position.
SS are small parallel timbers framed into the cross timbers of the car floor, they
act as a sort of guide or steadiment for the grip frame and are set just far enough
apart to accommodate it.
The hand lever I is formed of two pieces, the handle end and the fulcrum end, these
being separated a distance apart sufficient to accommodate the pawl and quadrant
between, the two pieces being joined together by side plates ii, rivetted to them as
shown. The fulcrum pin of the pawl is at the extreme end opposite its point, the
lifting rod being connected between, see Fig. 1; An ordinary spiral spring, wound
around the rod expands between the head of the pawl and a projecting stop i³,
fastened to the lever, the rod fastened as usual to the releasing lever, which is
pivoted to the main lever on the opposite side to that which receives the applied power
in gripping the cable.
The grip illustrated in the drawing need not be described in further detail, the one
here used for illustration is the Vogel & Whelan grip patented.
In the above grip lever because the pawl releasing latch is arranged on the opposite
edge to that receiving the applied hand power, it is much more convenient to handle
when tightening the grip on the cable.
The fifth part of the invention consists in a combination with the skeleton frame of
the conduit of certain metallic partition walls to which the supports for the pulley
frames are attached; and a peculiar means of banging the pulley frames and
lubricating the journals of the pulley spindles as below more fully set forth.
The better to understand the object of this part of the invention it may be stated
that in practice it has been the more general custom to set the curve pulleys in a
rigid frame in such manner as that when one had to be removed it was necessary
to pry the cable away from its face to free it from contact before it could be
unloosed and withdrawn from its setting, a similar difficulty occurring when either a
new pulley was placed in position or the boxes for the spindle required removing,
a matter of considerable inconvenience when it is considered that these changes have
to be made quite frequently.
Again a common form of setting for the pulleys at a curve includes a partition wall
between the pulleys of either masonry or wood, either being of necessity so thick as
to largely increase the distance from center to center of the pulleys, a very material
disadvantage; finally, the system of lubricating the lower pulley-spindle bearings,
heretofore practised, required that the spout of the oiler had to be introduced to the
bearing under the fast revolving pulley or the pulley had to be stopped so as to
reach down between the arms; and as the chambers in which the pulleys were set
were narrow and confined, the operation of oiling the lower bearings was not alone
inconvenient but actually dangerous.
It is to remedy these several difficulties that the present invention is designed.
In sheets 5-5 of the drawing, Figure 1, is a plan of so much of the skeleton
frame of a subway at the curve of the road, as will serve to illustrate my invention.
Fig. 2, is a transverse sectional elevation of the skeleton frame of a subway at the
curve point, drawn at a larger scale than Fig. 1.
Fig. 3, is a detached detail, partly a side elevation and partly a transverse section,

page_text: of a guide pulley and frame, showing its method of attachment to the frame of the
subway, and
Fig. 4 is a vertical sectional elevation of the top and bottom bearings for the pulley
spindles, with spindle and pulley hub shown in relation thereto, a part being broken
away.
A A are skeleton yoke frames set equi-distant apart throughout the subway, these
being connected by either wooden planks, masonry, concrete or sheets of iron to
complete the cable conduit. In the present instance these yoke frames are shown to
be formed of a series of angle-iron pieces riveted together; but any other suitable
frame may be used.
Upon the inner side of the curve where the guide pulleys B, set, there will be
fastened to the uprights a a', an iron web plate C, represented in Fig. 1 by a heavy
black line. This web plate extends from top to bottom of the frame and covers the
whole space between the uprights, it should be about three-eighths of an inch in
thickness.
In proper position, short pieces of channel iron forming the brackets D will be
riveted to each side of the web plate, back to back, so that the same rivets will
fasten a pair in place, excepting that there will be but one bracket on the last web
plate at each end of the curve. Above and below these channel pieces D, there
may be fastened to the web plate, angle-iron bars E E', but these do not form an
essential feature of the invention but may be dispensed with in other forms of yoke
frames. B B are the guide pulleys with peripheries of greater diameter at the lower
edge to hold the cable from dropping off.
These pulleys have steel spindles G, fastened in their hubs, and steel washers H,
should be placed between the hub and the upper and lower bearings.
I is the upper and I lower member of the pulley frame, simply flat bars as shown;
JJ are the end members, made of short pieces of channel iron, solidly rivetted to the
bottom bars, but they should be bolted to the upper har I, because this bar must be
detached every time the pulley is removed and replaced.
These pulley frames are inserted between the opposing brackets in each com-
partment between the series of web plates and a single bolt K, will pass through the
ends of each frame and the supporting brackets as shown.
L is an upper bearing for the pulley spindle clearly shown in Fig. 4.
It is simply
an ordinary solid babbitted box with an oil cell 1, surrounding it, communicating with
the spindle by a drilled hole . It will extend a trifle above the top of the spindle so
as to leave a recess 7", to hold a small quantity of oil which will finally pass through
the hole in the spindle to the lower bearing L
The bottoms of the upper bearings rest upon the washers interposed between them
and the upper faces of the hub of the pulley and they are firmly bolted to the bars 1
of the pulley frames.
The lower bearing L' is substantially similar to the upper bearing except that it
has a closed hottom as shown.
The spindles G, have holes bored entirely through their centers and a hole g should
be provided to connect the lubricating channel with the surface of the washers.
M is the grip, N is the cable, O is the guide rail to keep the grip shank in the centre
of the slot.
The operation of the several parts is as follows :-
The narrowness of the division walls or web plates gives an opportunity for setting
the pulleys closer together, so that a combination of the tangential lines drawn at right
angles with the radial lines of the curve which pass through the centers of the pulleys
and which tangential lines touch the peripheries of the pulleys, will form a nearer
approximation to the true curve than if these tangents were drawn touching the faces
of pulleys set further apart.
This is an important matter for the closer the approximation the cable makes in
passing over the guide pulleys to the curve of the slot, the less will be the angularities
in the cable at this point, and in proportion will there be less strain and wear and tear
on both cable and grip.

page_text: The introduction of these web plates gives additional rigidity and strength to the
entire frame of the curve; all the parts being bound and tied together, a perfect align-
ment is preserved between them, and no opportunity is presented for that twisting and
warping and shrinking away of one part from another which is an attendant defect of
similar structures composed of parts either entirely disconnected or otherwise only
imperfectly joined together.
The method of hanging the pulleys in an independent frame and bolting these by a
single bolt at each end, to their supports, permits each frame to be swung back on
either bolt as a pivot, the other being withdrawn, so as greatly to facilitate the operation
of changing pulleys, or the bearings when worn or otherwise rendered unserviceable.
The sixth part of the invention relates to the construction of the track and subway
at that portion of the road where two, otherwise separate lines, meet to travel for a
distance over the same route in the same direction, and it consists in providing two
tracks formed of two outside rails and one center rail common to both lines of cars
which may be operating upon the road. The object being to simplify the construction
and operation and economize in the expense of the structure.
In the drawing sheet 6, Figure 1, shows a ground plan of the invention, the arrow-
points designating the direction of motion of the cars.
Figure 2 is a cross section taken through the subway and track.
In street railroads it frequently occurs that two distinct lines will at a portion of
their route pass for a distance upon the same street and as both may in many cases,
as with animal baulage and independent motors, use the same track it has been
customary to provide but one track at this point for the mutual accommodation of
both lines. But with the Cable system and some forms of the Electric system, this
is impracticable because the conductor, cable or electric, being separate for each line
cannot occupy the same position in the center of the track where it is usually placed ;
hence it has been the custom to build separate conduits and tracks throughout.
The present invention, whilst it preserves the complete independency of each
conductor, be it cable or electric, combines the separate tracks without the slightest
inconvenience in operating.
In Figure 1, A is the up track going north on, let us say, first street; B is the down
track south on second street, both operated by the same cable or wire; C is the track
running east on Avenues X and Y; D, the track running west on the same avenues,
operated by another separate and distinct cable or wire. This latter track with its
conductor also traverses Avenue Y. The extremities of both tracks are not shown,
but the circling arrow points indicate the curving at the termini of the forward into
the return track.
In the drawing it will be observed that the avenue track is coincident with the
street track for a short distance, and it is at this point that both tracks are formed by
one central and two outside rails which constitutes the invention.
The details of construction respecting the curves, crossings and turnouts are not
essentially different from common practice and need not be elaborately shown or
described. Also with reference to the provisions made for intersecting cables or
electric conductors, each case will have to be considered by itself, and will be controlled
by the condition of the grades, generally the rising grade will have the upper cable
or wire, whilst the level or falling grade will have its conductor dipped under the
crossing one, in the usual fashion.
The seventh part of the invention consists of a peculiar latch or lock hereinafter
described, which is arranged in connection with the slot in the tube so as to permit the
grip shank to pass freely in one direction but firmly blocks its passage when moving
in the opposite direction, the object being to prevent the car rolling backwards down
steep inclines where the ordinary brakes might not be effective.
In the drawing sheet 7, Figure 1 is a sectional view of a road bed showing the
catch in position.
Figure 2, is a side elevation of the catch in position.
Figure 3 is a rear view of saine.
•

page_text: The level portion of the roadway is shown, as may be, at a street crossing at the
top of a steep grade where it may be necessary to release the grip from the cable
because the cable has to be led under a crossing cable, a matter of frequent occurrence.
At such a crossing as the grip-man would be required to hold the cable" until he
reached the top of the grade and as he then would be required to release it almost
instantly there is great danger of his prematurely acting and should the car not be
fairly landed on the level before it is released from the cable, would roll backwards
despite the application of the brakes, if the grade was very steep.
To prevent this the lock or catch E, is applied at a point near the top of the grade,
or at more than one point if thought necessary in dangerous positions, so that if the
car is freed from the cable before it reaches the level ground, it may not under any
contingency roll back more than a few inches for the lock will block the passage of
the grip shank through the slot.
The catch or lock E is composed of the two swinging levers e, which meet at their
points in the center of the slot, they have their fulcrums on the spindles which are
firmly in bearings e, e, anchored or otherwise fastened to the fraine of the tube.
On the lower end of the spindles there will be secured the arms e, e³, having
weights e, et, upon their ends. Upon the points of the levers e, there may be secured
pads of rubber or leather e³, to deaden the force of the shock when the grip shank
strikes the catch.
When the car passes up the grade the grip shank freely passes through the lock,
pushing the levers e aside easily but after the grip has passed the counterweights
return the levers to their normal position instantly effectually stopping any retrograde
movement of the car. Other means than the counterbalance weight may be employed
to close the lock, as for instance, a spring might be arranged to do the service, but
where the grade is sufficiently steep to permit the weighted lever to operate promptly,
it is to be preferred.
Having now particularly described and ascertained the nature of the said invention
as communicated to me by my foreign correspondents and in what manner the same
is to be performed, 1 declare that what I claim is-
1. A subway for cable railways, consisting, essentially, of the flanged channel-
irons A A, metal cross bars C, being part. of or secured to the cross-ties B, brace
pieces D, straight cross-ties B, and suitable chambers and supports for cable carrying
pulleys, the whole arranged and operating substantially as described.
2. A subway for cable railways, consisting essentially, of the flanged channel-
irons A A, metal cross bars C, heing part of or secured to the cross-ties B, brace-
pieces D, straight cross-ties B, supporting the track, continuous conduit and
chamber K, for cable carrying pulleys, and suitable pulley supports, the whole
arranged and operating substantially as described.
3. A subway for cable railways, consisting, essentially, of the flanged channel-
irons A A, metal cross-bars C, being part of or secured to the cross-ties B, brace
pieces D, straight cross-tics B, supporting the track, continuous conduit and
chamber K, for cable carrying pulleys, and the pulley supports E, formed of
frame having bearings cast thereon and being suspended from fastenings in lower
flange of channel-irons substantially herein described.
metal
4. In subways for cable railways, the means for supporting the carrying pulleys
herein described, consisting, essentially, of an iron frame encircling the pulley
horizontally and carrying underneath the bearings for the pulley-spindle, said frame
being arranged to be bolted to the channel-irons, so that they may be conveniently
removed and replaced when worn or injured, substantially as described.
5. In cable railways, the herein described means for guiding the cable at the angles
of the road where the grade suddenly rises, consisting, essentially, of the grooved
pulleys OO, supported upon spindles at reverse angles above the cable, a pair of bell-
cranks QQ, vibrating on fulcrum T, and having counter balance weights on their
horizontal arms and supporting said pulleys and spindles on upper end of vertical

page_text: arms, and the wedge-shaped frames PP, surrounding said pulleys, the whole arranged
and operating substantially as and for the purpose set forth.
6. The grip for cable railways herein described, consisting, essentially, of the
jaws A A, together forming a round bar, as shown, to fit the semicircular grooved
face of the cable carrying pulleys over which the grip rides, said jaws being hinged
upon and supported by the spindles C, in combination with the spindles Cheld
in frame B B. frame B B, having conical bosses at lower end and suitable means for
opening and closing the jaws to grasp and release the cable, substantially as and for
the purpose herein described.
7. A grip for cable railways, consisting, essentially, of jaws A A', hinged together,
as shown, in combination with a suitable supporting frame 15 B, draw-bar D and
suitable mechanism for moving it, and the toggle-levers EE and pin H, the whole
being arranged and operating together, substantially as and for the purpose set
forth.
S. A grip for cable railways, consisting, essentially, of gripping jaws opening and
closing radially about a pivot connecting them together, said jaws being set at a level
which will permit them to grasp the cable as it rests upon its pulley supports, in
combination with conical end pieces arranged to guide said gripping jaws fairly into
the grooves of said pulley supports, a suitable supporting frame, and suitable
mechanism to effect the opening and closing of the jaws, substantially as and for the
purpose herein described.
9. In underground cable railways a device for depressing and constructing cross
cable below the grip path, consisting, essentially, of the roiler supported upon a
swinging lever having counterbalance weights attached thereon, said roller being
depressed through suitable mechanism by the passing grip to bear down upon the
opposing cable until the grip has passed by when it reasumes its normal position by
the action of the said counter-balance, substantially as and for the purpose herein
described.
'
10. In underground cable railways; the cable depressor herein described, consisting,
essentially, of the lever I, suitably supported at the rear end (as by rollers running
on a track or otherwise) lever I pivoted thereto, shaft F with bearing boxes, lever D,
with rollers C, and counterweight E, the whole arranged and operating substantially
as and for the purpose described.
11. In underground cable railways, the combination with a suitable cable depressor,
substantially as herein described, of the fender roller L, as a means of resisting the
side throws of the cable in the act of being depressed, substantially as set forth.
12. In underground cable railways, the combination of the inclined lever I,
supported by and moving upon a track at its rear end, and suitable mechanism in
connection therewith for depressing the cable, substantially as and for the purpose
described.
•
13. The means of securing the grip to the car of an underground cable railway
consisting, essentially, of the equalizing frame F, extending under and bearing
upwards against the axles D D, and to which the grip frame is secured, and the
elastic hangers E E, from which the equalizing frame is suspended from any
convenient timbers of the car above, substantially as and for the purpose described.
14. The means of lowering the grip of an underground railway below its normal
height when necessary, consisting, essentially, of a suitable elastic connection between
the grip frame and the car to which it is secured, and a lever O, having a fixed
fulcrum upon the car frame at one end, and engaging with the grip frame, by being
pivoted thereto or otherwise, at about the middle, substantially as and for the purpose
herein described.
15. The hand lever for cable railway grips herein described, consisting, essentially,
of the two part lever I, joined by side plates ii, leaving a space between to accom-
modate the pawl and quadrant, pawl, having its disengaging rod connected
between its point and its fulcrum pin and suitable spring disengaging rod, and
releasing lever i*, arranged upon the edge of the main lever opposite to that receiving

page_text: the applied hand power in the act of gripping the cable substantially as and for the
purpose herein described.
16. In cable railways, the combination with the frame work of the subway at
curved portions of the line of the metallic web plates C, interposed vertically between
the horizontal pulley supports of the cable and to which the frames or other supports
of said pulleys are directly or indirectly secured, substantially as and for the purpose
herein described.
17. In cable railways, the means of supporting the horizontal pulley guides at
curves in the 'road, consisting, essentially, of a suitable frame or support within or
upon which the pulley is mounted and revolved and suitable means for pivoting said
supports to the framing of the subway at opposite ends so as to rigidly secure both
frame and pulley in place when in operation whilst they may be swung back on either
pivot by withdrawing the other to release the pulley from contact with the cable when
necessary, substantially as and for the purposes described.
18. In cable railways having underground cables, the means for lubricating the
vertical spindles of the pulley guides for the cable at horizontal deflections, consisting,
essentially, of a box bearing for the upper end of spindle having an oil cell in con-
nection therewith, a lower box bearing for the bottom end of the spindle also having
an oil cell, and a spindle through the axis of which a hole is bored so as to convey a
lubricant from the top to the bottom bearing in which said spindle is held and
revolved, substantially as and for the purposes herein described.
19. In street railways having underground cables or conductors the double parallel
tracks herein described, consisting, essentially, of two outer rails combined with one
center hearing rail common to both tracks, substantially as and for the purpose
described.
20. In cable railways, the catch or lock E, consisting essentially of the levers e
overlapping the slot in the tube, arranged to be opened by the grip shank passing by
and closed automatically as described and for the purpose set forth.
21. In cable railways with underground slotted tubes the safety device herein
described consisting of the combination of levers e, spindles el, arms e³, weights e¹, the
whole being arranged in connection with the slot of the tube, substantially as and for
the purpose herein described.
T: 0L J
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