IMPROVEMENTS IN APPARATUS EMPLOYED IN THE PROPULSION OF TRAMWAY CARS BY MEANS OF ROPES OR BANDS
Year: 1878

page_text: LETTERS PATENT to William Eppelsheimer, of No. 2, Copthall Buildings,
Angel Court, in the City of London, for the Invention of "IMPROVEMENTS IN
APPARATUS EMPLOYED IN THE PROPULSION OF TRAMWAY CARS BY MEANS OF
ROPES OR BANDS."
Sealed the 14th March 1879, and dated the 25th November 1878.
PROVISIONAL SPECIFICATION left by the said William Eppelsheimer at
the Office of the Commissioners of Patents on the 25th November 1878.
WILLIAM EPPELSHEIMER, of No. 2, Copthall Buildings, Angel Court, in the
City of London. "IMPROVEMENTS IN APPARATUS EMPLOYED IN THE PROPULSION
OF TRAMWAY CARS BY MEANS OF ROPES OR BANDS."
My Invention relates to the propulsion of tramway cars by means of a travelling
rope contained in a trough or channel under the roadway, the said trough or
channel having a longitudinal slit, through which a shank projecting downward
from the carriage passes, so as to grip the rope, and thus to be propelled thereby.
In the Specification to Imray's Patent, No. 3133, of 1877 (being a communi-
cation to him from me), were described various constructions of the gripping
apparatus, and of the trough or tube and tramway employed for the above purpose.
According to one part of my present Invention instead of providing a tram rail for
each of the wheels of the tram car to run upon I dispense entirely with the
ordinary tram rails, and I make the slotted upper part of the rope tube serve as
a single rail, on which either a central wheel on the car or one of its side wheels
For this purpose
I construct such wheel or wheels with a central or side flange,
which runs in the longitudinal slot of the tube; and I arrange such wheel or
wheels in such positions that a greater part of the load of the car shall be borne
runs.
Drina 1021

page_text: thereby than by the other wheels, so as to prevent it from running off the track
and to reduce the wear of the roadway. This may be effected either by arranging
a central wheel underneath the car at some distance from the one end, while two
side wheels are provided at or near the other end. Or I arrange the wheels on the
one side of the car that run on the grooved track at a greater distance from the
side of the car beneath the same than the other side wheels.
In this and other cases where the rope tube is situated on one side of the car I
counteract the tendency of the one sided drag to twist the car on its track by
making the wheels on the other side of a slightly increased diameter, so that
in running they shall have a tendency to twist the car over in the contrary
direction.
I construct the rope tube of a number of flanged cast iron transverse frames at
short distances apart, the spaces between which are built up of concrete. On the
top of the cast iron frames are fixed two strong longitudinal Z iron rails, forming
the track, and so fixed as to leave a space between them constituting the longi-
tudinal slot. Or in another arrangement I construct the slot of two angle irons,
having either a slightly obtuse angle or fixed with a cant, so that the slot between
them is somewhat narrower at top than at bottom. Where the ordinary side tram-
rails are employed these may be rigidly connected with the tube by constructing
the cast iron frames with lateral brackets extending underneath and supporting the
tram rails.
According to an improved construction of the apparatus for gripping the rope I
provide for the ready taking up and gripping of the rope, as also for the release and
dropping thereof, by providing two side jaws or cheeks, which are capable of
lateral motion to and from the rope and operate in combination with a third
middle jaw arranged to move vertically up and down above the rope; these three
jaws are so arranged and actuated by separate slides that after the two side jaws
have been moved together, so as to hold the rope between them, they are firmly
locked in that position by clamps before or at the same time that the middle jaw is
pressed down upon the rope, so as to grip the same, and thus such vertical pressure
is prevented from forcing apart the two side jaws.
Various arrangements may be employed for carrying out this mode of action.
Thus according to one arrangement the two side jaws are connected by links to a
vertical slide, and also have studs at their ends engaged in oblique slots in the gripper
frame, so that on raising the slide the jaws are caused while moving vertically to
approach each other, while on lowering the slide they are caused to move apart
from each other. A separate slide carrying the middle jaw has projectious, which
as the jaw descends to grip the rope, enter recesses in the side jaws, so as to clamp
these firmly together.
According to another arrangement the movement of the side jaws to and from
each other is effected by horizontal sliding plates carried by the gripper frame and
having oblique slots, into which take pins on the gripper jaws, so that as the slides
are moved in one direction or the other by a lever the oblique slots effect the
required lateral movement of the jaws.
According to another arrangement the side jaws are mounted on horizontal pivots,
so that on turning upon these they are either brought against the rope or are moved
away from it.
This motion is imparted by means of a vertical slide connected by
links to cranks on horizontal spindles below the jaws, on which are bosses carrying
guide pullies for the rope. These bosses have fingers that take into notches on the
gripper jaws, so that as the spindles and bosses are turned by raising the slide they
effect the turning of the jaws and the guide pullies away from each other, while by
lowering the slide they bring the jaws and guide pullies together. The locking of
the side jaws is in this arrangement effected by locking pieces having a lateral
motion, so as to enter recesses in the ends of the jaws when in position.
In all the above arrangements guide rollers are provided at each end of the gripper
frame for guiding the rope when it runs loose between the jaws, such rollers being

page_text: either placed in oblique positions, as in the last described arrangement, or they are
divided, and the two halves being mounted on the side gripper jaws, are moved to
and from each other with these. In some cases, when the tramway runs only on
level ground or on slight inclines, such pullies may serve. in lieu of the two
side jaws.
In the beforementioned Specification to Patent No. 3133 of 1877, a break
apparatus was described consisting of a shoe mounted on a shank inside the rope
tube, through the slot of which the shank passed, so that on drawing up the shank
the shoe was pressed against the inner face of the slot. According to my present
Invention I provide on the said shank a second shoe sliding thereon outside the
slot, and I arrange the mechanism working the shank so that as this is drawn up so
as to press the inner shoe against the inner face of the slot the outer shoe is also
pressed downwards upon the outer face, so that the tube is nipped between the
shoes, thus affording a great break power without putting any upward strain on the
part of the slot acted upon. The simultaneous motion of the two shoes may be
conveniently effected by a toggle, the one end of which is pivotted to the outer shoe,
while the other end is pivotted to the shank, the middle joint being connected to a
horizontal rod, to which a pull is applied by a lever or screw. Or the outer shoe
may be mounted on a separate shank, through which the shank of the inner shoe
slides, and these may be moved simultaneously in contrary directions by a right and
left handed screw-spindle.
In
According to another arrangement I dispense with the inner brake shoe, and I
place the outer sliding shoe upon the gripper frame instead of providing a special
shank for it, the shoe being worked up and down either by a toggle or a screw.
order to reduce as much as possible the size of the underground tube I in some
cases employ in place of the travelling rope a thin steel band placed edgewise,
which is gripped between two jaws on the tram car in a similar manner to the rope
arrangement.
These jaws may conveniently be mounted on spring arms, so that when released
they will spring apart and allow the steel band to pass freely between them.
They may be made to nip the band by forming their outer surfaces wedge
shape, so that by pressing down a slide over them they are pressed forcibly
together. In order to give the steel band the requisite strength, the lower part
thereof, which does not pass between the grippers, has one or more other bands
of a less width secured to one or both sides thereof by rivetting or otherwise.
The joints of the main band are either welded up, or they may be left unconnected,
so as to offer no projections which might injure the grippers on passing between
them.
In the latter case the joint is made to slope backwards from the direction in
which the band is running.
The band is guided in the tube by both horizontal guide rollers, on which the
lower edge runs, and by pairs of vertical guide rollers, between which it
passes.
The bearings of these guide rollers, as also those used for the rope arrangement,
are by preference mounted on wood sills in order to deaden the noise produced
by vibration as much as possible.
For tightening the travelling rope or band I mount the large horizontal pulley
round which it runs upon a horizontal hydraulic cylinder capable of sliding on a
fixed plunger. The plunger has a passage formed through it communicating at its
inner end with the interior of the cylinder and at its outer end with a valve box, in
which are two valves. The one valve is loaded in an adjustible manner by a weight
or spring, and opening outwards communicates with a pipe leading to an
.« accumu-
lator" of ordinary construction. The other valve opens inwards and also com-
municates with the accumulator. Thus the interior of the cylinder being always
subject to the pressure of the accumulator through the last named valve, the
cylinder with the rope pulley is forced outward so as to strain the travelling rope

page_text: or band to the requisite extent. When however by the contraction of the rope or
band a greater strain is exerted than is required, the cylinder can move inwards by
forcing the water through the loaded valve back into the accumulator again.
It will be seen that by altering the weight on the loaded valve or that of the
load on the accumulator the pressure in the hydraulic cylinder can be increased or
decreased so as to adjust the strain to the age of the rope.
:
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Eppelsheimer in the Great Seal Patent Office on the 24th
May 1879.
WILLIAM EPPELSHEIMER, of No. 2, Copthall Buildings, Augel Court, in the
City of London. "IMPROVEMENTS IN APPARATUS EMPLOYED IN THE PROPULSION OF
TRAMWAY CARS BY MEANS OF ROPES OR BANDS."
My Invention relates to the propulsion of tramway cars by means of a travelling
rope contained in a trough or channel under the roadway, the said trough or
channel having a longitudinal slit through which a shank projecting downward
from the carriage passes, so as to grip the rope and thus to be propelled thereby.
In the Specification to Imray's Patent, No. 3133 of 1877 (being a communication
to him from me), were described various constructions of the gripping apparatus
and of the trough or tube and tramway employed for the above purpose. Ac-
cording to one part of my present Invention instead of providing a tram rail for
each of the wheels of the tram car to run upon I dispense entirely with the ordinary
tram rails and I make the slotted upper part of the rope tube serve as a single rail
on which either a central wheel on the car or one of its side wheels runs.
For this purpose I construct such wheel or wheels with a central or side flange,
which runs in the longitudinal slot of the tube, and I arrange such wheel or wheels
in such positions that a greater part of the load of the car shall be borne thereby
than by the other wheels, so as to prevent it from running off the track and to
reduce the wear of the roadway. This may be effected either by arranging a
central wheel underneath the car at some distance from the one end while two side
wheels are provided at or near the other end; or I arrange the wheels on the one
side of the car that runs on the grooved track at a greater distance from the side of
the car, beneath the same, than the other side wheels.
In this and other cases where the rope tube is situated on one side of the car I
counteract the tendency of the one sided drag to twist the car on its track by
making the wheels on the other side of a slightly increased diameter, so that in
running they shall have a tendency to twist the car over in the contrary direction.
I construct the rope tube of a number of flanged cast iron transverse frames at
short distances apart, the spaces between which are built up of concrete. On the
top of the cast iron frames. are fixed two strong longitudinal Z iron rails forming
the track, and so fixed as to leave a space between them constituting the longi-

page_text: tudinal slot. Or in another arrangement I construct the slot of two angle irons
having either a slightly obtuse angle or fixed with a cant, so that the slot between
them is somewhat narrower at top than at bottom. Where the ordinary side tram-
rails are employed these may be rigidly connected with the tube by constructing
the cast iron frames with lateral brackets extending underneath and supporting the
tram rails.
According to an improved construction of the apparatus for gripping the rope I
provide for the ready taking up and gripping of the rope as also for the release
and dropping thereof by providing two side jaws or cheeks which are capable of
lateral motion to and from the rope and operate in combination with a third middle
jaw arranged to move vertically up and down above the rope; these three jaws are
so arranged and actuated by separate slides that after the two side jaws have been
moved together so as to hold the rope between them they are firmly locked in that
position by clamps before or at the same time that the middle jaw is pressed down
upon the rope so as to grip the same, and thus such vertical pressure is prevented
from forcing apart the two side jaws.
Various arrangements may be employed for carrying out this mode of action.
Thus, according to one arrangement the two side jaws are connected by links to a
vertical slide and also have studs at their ends engaged in oblique slots in the
gripper frame, so that on raising the slide the jaws are caused, while moving ver-
tically, to approach each other, while on lowering the slide they are caused to move
apart from each other. A separate slide carrying the middle jaw has projections
which, as the jaw descends to grip the rope, enter recesses in the side jaws, so as
to clamp these firmly together.
According to another arrangement the movement of the side jaws to and from
each other is effected by horizontal sliding plates carried by the gripper frame and
having oblique slots into which take pins on the gripper jaws, so that as the slides are
moved in one direction or the other by a lever the oblique slots effect the required
lateral movement of the jaws.
According to another arrangement the side jaws are mounted on horizontal pivots
so that on turning upon these they are either brought against the rope or are moved
away from it. This motion is imparted by means of a vertical slide connected by
links to cranks on horizontal spindles below the jaws, on which are bosses carrying
guide pullies for the rope. These bosses have fingers that take into notches on the
gripper jaws, so that as the spindles and bosses are turned by raising the slides
they effect the turning of the jaws and the guide pullies away from each other,
while by lowering the slides they bring the jaws and guide pullies together. The
locking of the side jaws and guide pullies is in this arrangement effected by locking
pieces having a lateral motion, so as to enter recesses in the ends of the jaws when in
position.
In all the above arrangements guide rollers are provided at each end of the gripper
frame for guiding the rope when it runs loose between the jaws, such rollers being
either placed in oblique positions, as in the last-described arrangement, or they are
divided and the two halves being mounted on the side gripper jaws are moved to
and from each other with these. In some cases when the tramway runs only on
level ground or on slight inclines such pullies may serve in lieu of the two side
jaws.
In the beforementioned Specification to Patent No. 3133 of 1877, a break apparatus
was described, consisting of a shoe mounted on a shank inside the rope tube, through
the slot of which the shank passed, so that on drawing up the shank the shoe was
pressed against the inner face of the slot. According to my present Invention I
provide on the said shank a second shoe sliding thereon outside the slot, and I ar-
range the mechanism working the shank so that as this is drawn up so as
to press the inner shoe against the inner face of the slot, the outer shoe is also
pressed downwards upon the outer face so that the tube is nipped between the shoes,
thus affording a great break power without putting any upward strain on the part

page_text: of the slot acted upon.
The simultaneous motion of the two shoes may be con-
veniently effected by a toggle, the one end of which is pivotted to the outer shoe,
while the other end is pivotted to the shank, the middle joint being connected to a
horizontal rod to which a pull is applied by a lever or screw. Or the outer shoe
may be mounted on a separate shank through which the shank of the inner shoe
slides, and these may be moved simultaneously in contrary directions by a right
and left handed screw spindle.
According to another arrangement I dispense with the inner brake shoe, and I
place the outer sliding shoe upon the gripper frame, instead of providing a special
shank for it, the shoe being worked up and down either by a toggle or a screw.
In order to reduce as much as possible the size of the underground tube I in some
cases employ in place of the travelling rope a thin steel band placed edgewise,
which is gripped between two jaws on the tram car in a similar manner to the rope
arrangement. These jaws may conveniently be mounted on spring arms, so that
when released they will spring apart and allow the steel band to pass freely between
them. They may be made to nip the band by forming their outer surfaces wedge
shape, so that by pressing down a slide over them they are pressed forcibly
together. In order to give the steel band the requisite strength the lower part
thereof, which does not pass between the grippers, has one or more other-bands of
a less width secured to one or both sides thereof by rivetting or otherwise. The
joints of the main band are either welded up or they may be left unconnected so
as to offer no projections which might injure the grippers on passing between them.
In the latter case the joint is made to slope backwards from the direction in
which the band is running.
The band is guided in the tube by both horizontal guide rollers on which the
lower edge runs and by pairs of vertical guide rollers between which it passes.
The bearings of these guide rollers, as also those used for the rope arrangement,
are by preference mounted on wood sills, in order to deaden the noise produced by
vibration as much as possible.
For tightening the travelling rope or band I mount the large horizontal pulley
round which it runs upon a horizontal hydraulic cylinder capable of sliding on a
fixed plunger. The plunger has a passage formed through it communicating at its
inner end with the interior of the cylinder, and at its outer end with a valve box
in which are two valves. The one valve is loaded in an adjustable manner by a
weight or spring, and opening outwards communicates with a pipe leading to an
"accumulator" of ordinary construction. The other valve opens inwards, and also
communicates with the accumulator. Thus the interior of the cylinder being always
subject to the pressure of the accumulator through the last named valve, the
cylinder with the rope pulley is forced outwards so as to strain the travelling rope
or band to the requisite extent. When, however, by the contraction of the rope or
band a greater strain is exerted than is required, the cylinder can move inwards by
forcing the water through the loaded valve back into the accumulator again.
It will be seen that by altering the weight on the loaded valve, or that of the
load on the accumulator, the pressure in the hydraulic cylinder can be increased or
decreased so as to adjust the strain to the age of the rope.
Figures 1, 2, and 3 shew respectively a part sectional front view, part sectional
side view, and underside plan of one of the before described improved arrangements
of gripping apparatus.
The gripper frame A, carried by the tramcar, has at A' horizontal fillets taking
into grooves formed in the ends of two gripper jaws B, which are free to slide to
and from each other on these fillets so as to grip or release the traction rope passing
through between them at C.

page_text: This motion is effected by means of sliding plates or frames D carried by the
gripper frame, and having pins D' which enter oblique_slots A2 in the plate A³ of
the gripper frame, and also parallel slots B' in the jaws B.
The frames D are connected by a pin to a hand lever D2 pivotted to the gripper
frame at D³, so that when this is moved so as to slide the frame D in the direction
of the arrow, Figure 3, the pins D¹ in sliding in the oblique slots A in the fixed
bottom plate of the gripper frame, and at the same time in the parallel slots B¹ of
the jaws B, will cause the frames and also the jaws to approach each other as shewn
at Fig. 2, and to grip the rope between them, while, when the frames D are slid in
the contrary direction, they, as also the jaws B, will be moved apart so as to allow
the rope to pass up or down between them. The frames D also carry the oblique
guide pulleys E, E, which consequently also move together or apart in the same
inanner as the jaws.
The frame A also carries a vertical slide F, which is moved up or down by a
screw F. The lower end of the slide carries a jaw F2, which, when the jaws B
have been brought together as described, so as to grip the sides of the rope, is forced
down on the top of the latter, so as, in combination with the jaws B, to have a
perfectly firm hold upon it. In order to prevent the downward pressure of the top
jaw from forcing the two side jaws apart the slide F is provided with two side
lugs F³, which, as the jaw descends, enter recesses in the jaws B, so as to clamp
these firmly together before the pressure is put on from above.
Figures 4, 5, 6, and 7 shew respectively a part sectional front elevation, an end
view, a cross section on line X, X, and a cross section on line Y, Y, of another form
of the improved gripping apparatus.
In this arrangement the gripper frame A is forked at bottom, and has in each
fork inclined grooves into which take inclined tongues B₁ on the blocks B² carrying
the side gripping jaws B, which in this case are formed as half-guide pulleys, so
that on moving the blocks B2 upwards the inclined grooves cause them, and conse-
quently also the half pulleys B, to be brought together against the underside of the
rope C, as shewn on the Drawing, while if the blocks and pulleys are lowered the
grooves cause them to move apart so as to allow the rope to pass up or down
between them. The blocks B2 are connected by hinged links B³ to a vertical
slide B*, which is moved up or down in the frame A by means of a screw B³, and
thereby effects the above described motion of the blocks.
Within the slide B is a second slide F, having at its lower end a gripping
block F¹, which, when the half pulleys B have been brought together by the raising
of the slide B, is pressed down on the rope C, so as to grip the same firmly, by
causing the slide F to descend by turning the screw spindle G held between collars
in the slide B.
It will be seen that the inclined grooves of the frame A will hold the half pulleys
sufficiently firmly in position to prevent their being forced asunder by the down-
ward pressure of F₁, as, in order to be forced apart, they must descend in the
grooves, and they are prevented from doing this by the action both of the screw B5.
and of G on the slide B4.
It will also be seen that on moving the pulleys B apart in order to cause the
rope C to be released from the grip, the block F' may be moved still further down-
wards by the screw G, so as to press down the rope should it tend to stick in the
frame.
The frame A is in this case not fixed to the tramcar, but is supported in a
frame H by means of toothed pinions I in gear with racks A¹ on the frame A.
The spindle of the pinions I is provided with a crank handle, so that by turning
this the entire gripper frame can be lowered in the rope tube for the purpose of
causing the rope to enter between the gripper jaws, and be then raised again with
the rope into the position shown. The frame H is not fixed rigidly to the tramcar,
but is capable of swinging on trunnions H¹, so that it, together with the gripper
frame A, can assume an angular position on passing round curves. I do not claim

page_text: the above described arrangement for raising, and lowering, and supporting the
gripper frame as forming part of my present Invention.
The gripper frame A also carries a sliding brake block K connected by a toggle
joint to the frame H, the middle joint of the toggle being linked to a lever M,
also pivotted to H, so that by depressing this lever by the hand or foot the brake
block is forced down against the surface of the rope tube slot, as described in the
previous Patent above referred to.
In the above described gripping apparatus one or more pulleys may be substituted
for the upper gripping block F1, as shewn in part sectional elevation and end view
at Figures 8 and 9, where the lower pulleys B are in halves, as in the previous
arrangement, while the two upper pulleys F¹, F, which are not divided, take the
place of the block F. The construction of the other parts of the apparatus is the
same as already described.
The use of pulleys for effecting the grip on the rope can only be applied in cases
where the tramway runs only on level or slightly inclined ground. For other cases
a modification is employed, as shewn in part sectional front view and end view at
Figs. 10 and 11, where the upper block F' is constructed as first described, while
similar blocks B2 are provided below, the half pulleys B in this case only serving as
guide pulleys for the rope. The blocks B2, together with the pulleys B, are moved
together or apart by the raising or lowering of the slide B4, in the same manner as
described with reference to Figures 4 to 7.
Figures 12, 13, and 14 shew respectively a part sectional front view, a part cross
section, and part end view, and a sectional plan on line Z, Z, of another modifi-
cation.
In this case the gripper frame A carries two slides B and C, which are simul-
taneously moved in opposite directions by means of a toggle joint D pivotted to each
slide and linked to the lever E.
The slide C carries, firstly, the fixed upper gripping block C³ ; and secondly, it has
pivotted to its lateral arms at F¹ the two side gripping blocks F. These blocks
when not otherwise acted upon tend to swing upon their pivots away from the rope
at G, so as to leave this free; they are however pressed inwards so as to grip the
rope between them and the block C¹ by the action of two bars B¹ carried by the
forked ends B2 of the slide B, which bars it will be seen in being drawn upwards
together with the slide B, at the same time that the slide C with its gripping blocks
is forced downwards, are brought to bear against the inclined outer faces of the
blocks F, and so force them inwards against the rope. On reversing the action of
the slides, that is to say, on moving C upwards and B downwards, the bars B' in
releasing the blocks F will allow these to open out so as to release the rope, the
bars being made to descend far enough to allow the lower ends of the blocks to
move clear of their upper surface. The opening out of the blocks might be
accelerated by the action of springs, or as indicated in Figure 13, by causing a
pin B3 on the fork of the slide to work in a curved groove F2 in the ends of the
blocks, so that the pins B³ in moving downwards draw the blocks apart, and in
moving upwards bring them together again.
To brackets A¹ of the frame A are pivotted at A2 plates H carrying the inclined
guide pulleys I. The plates H have curved grooves at H', in which work pins
formed on the ends of the bars B1, so that by the upward motion of the latter the
pins in moving in the grooves of the plates turn them on their centres A2, so as to
bring the pulleys into the position shewn in Fig. 13, while when B is moved down-
wards the pins cause the plates to turn so as to move the upper parts of the pulleys
away from each other, in order to allow the rope to pass between them. It will be
seen that on moving B downwards for the purpose of releasing the rope, it can be
moved down sufficiently far to cause the parts of its forks at B to press down upon
the rope, and thus to force it out from between the grippers should it tend to stick
there.
. Figures 15 and 16 shew part end views and part cross sections of another form

page_text: of the gripping apparatus, respectively in the closed and open positions. In this
arrangement the forked end of the slide F is connected by links F¹ to bars B
mounted on pivots B¹ in the gripper frame, and having a tooth gearing with the
bars F constituting the side gripping jaws, which are also mounted on pivots in the
gripper frame. Thus on lowering the slide F the bars B are turned so as to bring
the jaws F into the position shewn in Fig. 15, in which they grasp the rope at G,
while when the slide is raised the bars B turn the jaws F2 away from the rope, as
at Figure 16.
The bars B also carry the guide pulleys I, which are consequently turned to and
from the rope at the same time as the jaws F, as indicated in the Drawing. The
upper jaw C is carried by a second slide, which is moved downwards when the
jaws F have been brought together, and the latter are locked in this position by
locking pieces made to enter notches in their ends, such locking pieces having a
horizontal motion imparted to them by means of inclines on the slide of the top
jaw as this is moved downwards.
Figures 17, 18, and 19 shew respectively a side view, an end view, and a plan of
my improved construction of tramway, in which the ordinary tram rails are entirely
dispensed with, the slotted top of the rope tube K being made to serve as a central
rail, on which runs a central wheel L of the tramcar, having a flange fitting into
the slot of the tube.
This wheel is arranged in such a position at some distance from one end of the
car that it is made to bear a greater load than the two side wheels M that support
the other end of the car, and which run on the ordinary roadway. Thus the greater
part of the load being put upon the track K, the motion will be nearly as smooth
as with the double track tramway, while the cost of construction will be considerably
decreased, and the ordinary road surface but slightly interfered with in comparison.
to the latter. The flange of the wheel L is made of sufficient depth to ensure that
it will not leave the track.
The gripper frame A is carried by a separate truck N with two centre flanged
wheels which also run in the groove of the tube.
The gripper frame at the same time carries the brake, which, according to my
present Invention, is so arranged that two shoes O and P are simultaneously
brought against the inner and the outer surface of the tube slot so as to grip this
between them, and thus afford a powerful braking action without putting any
upward or downward strain on the top of the tube as in the previous arrangements.
This action is obtained by connecting the upper brake shoe. O directly to the one
end of the toggle Q, the other end of which is connected to a slide P', to which is
attached the inner shoe P, while the middle joint of the toggle is connected to the
treadle lever R. A similar arrangement is shewn at Figures 20 and 21 applied
separately from the gripper frame, the parts being indicated by the same letters of
reference as at Figure 17. Figures 22 to 25 show respectively a side view, a vertical,
sectional, and two cross sections of a different mode of actuating the two brake
shoes, and Figures 26 and 27 shew respectively a side view and end view of a
modified construction of the single track tramcar, in which this arrangement of the
brake is applied.
In this case, the upper and lower shoes O, P, are each connected to a separate
slide O¹, P¹, in cross heads of which works a right and left handed screw spindle Q,
so that by rotating this screw spindle in one direction or the other the shoes are
simultaneously made to approach or recede from each other. The screw may be
rotated either by hand, or, where the brake is arranged under the middle of the
car, as at Figures 26 and 27, it is provided with two pitch wheels S, S¹, round
which pass pitch chains, one of which is led round a pitch wheel T at the one end
of the car, while the other is led round the wheel T¹ at the other end, so that by
rotating either of these wheels by a winch handle as shewn, the brake is applied or
released. The gripper frame A, being also situated in the middle of the carriage, is
actuated from either end by means of spindles U, U, rotated by hand wheels, so as

page_text: to actuate a bevil pinion V in gear with another pinion on the screw spindle of the
gripper slide which may be constructed according to any of the arrangements
herein-before described.
The entire gripper frame can be lowered for the purpose of picking up the traction
rope by means of a spindle W, having a worm with a rack on the gripper frame.
In the construction of tramcar shewn at Figures 26 and 27, the rope tube K is
situated on one side of the car, so that the side wheels L, L, run upon the groove,
while the other side wheels M run upon the roadway. In order to put the greater.
part of the load of the car upon the wheels L, there are placed considerably nearer
the centre line than the wheels M; also in order to counteract the tendency of the
one sided drag put upon the car by the traction rope to twist the car on its track,
I make the wheels M (which with L are fixed on the axle) of a slightly increased
diameter, so that in running they shall tend to twist the car over in the contrary
direction.
As shewn in Figures 17, 18, &c., I construct the rope tube of a number of flanged
cast iron transverse frames a, a, at short distances apart, the spaces between which
are built up of concrete b, b, which is made to key in between the flanges of the
frame as shewn, so as to be well supported against lateral pressure. On the top of
the frames a, a, are fixed the strong longitudinal Z iron rails c, c, which form the
slot of the tube, and also the track for the single track arrangement.
Or in place of Z iron rails, I employ angle iron rails as shewn in the cross and
longitudinal sections at Figures 28 and 29, when these do not form the track. Where
the ordinary double track is used with central tube, or with the tube serving as the
one track, the bearers of the tram rails or rail may advantageously be tied to the
frames a of the tube, either by metal ties d as in Figure 28, or by wooden ties as in
Figure 23.
According to another part of my Invention, I employ in place of an ordinary
traction rope a thin endless band of steel running on edge in the rope tube as shown
at Figures 30 to 34.
For this purpose the steel band e is made very thin, the lower part being
strengthened by two side bands f,f, of less depth, rivetted to the main band, and
forming the means of joining the separate lengths of the latter together, as shown at
Figure 30. As any unevenness in the surface of the band e would wear away, the
surfaces of the gripper g when slipping through between its jaws, the band is merely
butt jointed, the upper part being left unsecured; and in order to prevent the edges
of the joint from catching in the gripper, the joint is formed oblique, as shewn at
Fig. 30, with the obtuse angle in the direction of the motion, as indicated by the
arrow. The band is supported on guide pulleys i, and is held in the upright
position by side pulleys j, j, the several pairs of which may either be sufficiently
near together to maintain the whole of the band in the upright position, or they
may be at greater distances apart, so that the band may sag down into the hori-
zontal position between each pair.
The gripper consists of two metal jaws g, g, provided by preference with leather,
wood, or caoutchouc gripping surface g¹, and attached to springs g², which when
free to act, hold the jaws away from the band.
Over the jaws is fitted a sliding sheath h, which in being forced down by a screw
or lever over the inclined outer surfaces of the jaws, forces these together so as to
grip the band between them as indicated on the Drawing.
It will be seen that by this construction the tube K can be made of con-
siderably smaller dimensions than in the case of the rope traction, recesses being
formed at intervals for the guide pulleys ; to run in as shewn at Figure 32.
If desired, the steel band e might be arranged to run in the flat or horizontal
position, instead of vertically as described, in which case it would merely be twisted
into the vertical position where it is held by the gripper jaws, the band being.
sufficiently flexible to allow of this being done."
...The guide pulleys in this arrangement, as also in the rope traction, are by pre-

page_text: ference mounted on wood bearers Z in order to lessen the noise produced by the
vibrations of the moving parts.
It will be evident that the form of spring gripper shewn in these Figures might
also be applied to the system of rope traction.
Figures 35 to 37 shew my improved arrangement for maintaining the travelling
rope or band in a stretched condition by means of hydraulic pressure.
Figure 35 shews a longitudinal section of the apparatus; Figure 36 shews a plan,
and Figure 37 a cross section. The large wheel or pulley m round which the
traction rope n passes, is mounted on a strong pivot o fixed or formed on the
bydraulic cylinder p. This cylinder is free to slide to and fro on fixed guides p',
and works over a fixed plunger q, having a central passage q' from end to end. The
outer end of this passage communicates with a valve box r, by means of which it is
connected to an accumulator, and which is arranged as follows:-A pipe S leading
from the accumulator communicates with the chamber closed by the valve **
opening inwards, so that the water pressure can enter the chamber from the
accumulator, and pass thence through the channel of the plunger to the inner end
of the cylinder, so as to force the latter back and thus strain the rope or band to an
extent corresponding to the load on the accumulator. The chamber r¹ also com-
municates through a second valve with a passage leading through a check
valve back to the pipes in communication with the accumulator. The valve ³ is
loaded by means of a weighted lever to an extent corresponding to the maximum
pressure which it is necessary to maintain in the cylinder, in order to keep the rope
or band stretched to the requisite degree. Thus supposing that in warm weather
the water pressure has moved the cylinder p and wheel m outwards so as to stretch
the rope in its expanded state, and the latter then contracts on the weather be-
coming colder, the cylinder in being drawn inwards by the increased strain of the
rope, will force a portion of the water back through the channel q¹ of the plunger q,
and through the valves and back into the accumulator.
It will however be seen that if the valve 3 be loaded to a greater extent than
the load on the accumulator, then on the rope contracting after expansion, it will
be stretched with a correspondingly greater force than that afforded by the accumu-
lator, so that by taking advantage of the warmest weather to stretch the rope with
the greatest power afforded by the accumulator, it may be maintained stretched to
a greater extent at other times of the year quite independently of the accumulator,
and thus the strain on the rope may be regulated by varying the load on the
valve.
The above described apparatus might also be employed without any valves at
all when it is not required to provide for the maintenance of the pressure in the
cylinder p, independently of possible fluctuations of pressure in the accumulator,
the passage g¹ of the plunger being in that case simply connected by a single pipe
with the accumulator, a stop cock or valve being if necessary provided for cutting
off the communication between the two when it is desired to have access to the
cylinder or to relieve it from all pressure, for the purpose of removing and replacing
the rope.
In this case the cylinder will be provided with a blow off cock.
It will be evident that in place of sustaining the pressure in the cylinder by
connection with an accumulator, the valve chamber might be provided with a
pressure gauge and be connected to a small band force pump, so that whenever thie
pressure gauge indicates by a decrease of pressure that the rope is getting slack,
the pressure may be raised by working the force pump. In this case the valve
may act as an ordinary safety valve opening into the atmosphere, so that when
the pressure in the cylinder becomes excessive through the contraction of the rope
the water would be discharged to a corresponding extent through the safety valve.
The cylinder might be fixed in all the above arrangements and the rope wheel
be attached to the moving plunger.
Having thus described the nature of my said Invention and in what manner the
same is to be performed, I claim,-.
First. Constructing the rope gripping apparatus with three gripping jaws, two

page_text: of which are made to move laterally to and from the sides of the rope, while the
third is made to act upon the top of the rope, substantially as herein described
with reference to Figures 1 to 16 of the Drawings.
Second. In rope gripping apparatus operating as set forth in the preceding claim
moving the side jaws to and from the rope by means of a horizontal sliding plate
operating by means of inclined slots and pins, substantially as herein-described
with reference to Figures 1 to 3 of the Drawings.
Third. In a rope gripping apparatus operating as set forth in the first claim, the
provision of means for clamping or locking together the two side jaws before or at
the same time as the top jaw is brought into action, substantially as and for the
purpose herein described with reference to Figures 1, 2, 3, 12, 13, 14, 15, and 16,
of the Drawings.
Fourth. In rope gripping apparatus operating as set forth in the first claim,
constructing the gripper frame with inclined slots in which work pins on the side
jaws, so that on raising or lowering the slide to which these jaws are linked they
are caused to move to and from each other, substantially as herein described with
reference to Figures 4 to 7 and 8 to 11 of the Drawings.
.
Fifth. Constructing gripping apparatus for travelling bands or ropes of two side
gripping jaws attached to springs which tend to move them apart, the jaws being
pressed together by means of a sliding sheath acting upon the inclined back sur-
faces thereof, substantially as herein described with reference to Figures 30, 31, 33,
and 34 of the Drawings.
Sixth. Constructing brake apparatus for rope tramways of two break shoes, one
of which is situated inside, and the other outside the slotted part of the rope tube,
and which are so actuated as to cause them to nip the slotted part of the rope tube
between them when the brake is to be applied, substantially as herein described
with reference to Figures 17 and 20 to 26 of the Drawings.
Seventh. The method of constructing rope or band traction tramways with a
single track formed by the top of the tube on which the cars run by means of
central or lateral flanged wheels, while the other wheels of the car run on the
roadway, substantially as herein described with reference to Figures 17, 18, 19, 26,
and 27, of the Drawings.
Eighth. In rope or band tramways where the rope tube is on one side of the track,
the method of counteracting the tendency of the rope or band, to twist the car on
the track by constructing the wheels on the opposite side of the track of a slightly
larger diameter than the others, substantially as herein described with reference to
Figures 26 and 27 of the Drawings.
Ninth. Constructing travelling bands for propelling the tram cars of thin bands
of steel, strengthened at their lower part by one or more additional side bands
rivetted thereto, substantially as herein described with reference to Figures 30
to 33 of the Drawings.
Tenth. Constructing rope tubes for tramways of a series of transverse flanged
iron frames at distances apart, the space between which is built up with concrete
or brickwork entering between the flanges of the frame, while the slotted top of the
tube is formed by longitudinal angle or Z irons fixed to the metal frames, sub-
stantially as herein described with reference to the accompanying Drawings.
Eleventh. The method of stretching the traction rope or band by fixing the
wheel or pulley round which it passes on the sliding cylinder or plunger of hydraulic
apparatus connected to an accumulator or force pump, whereby the force with
which the rope or band is stretched can be regulated, means being provided for
such pressure to yield on the contraction of the rope or band, substantially as herein
described.
Twelfth. Constructing hydraulic stretching apparatus for traction ropes or bands
wherein the rope pulley is carried by a travelling cylinder moving over a fixed
plunger, and communicating by means of a passage through the plunger with an
accumulator with or without the provision of a loaded valve for regulating the

page_text: pressure in the cylinder, substantially as herein described with reference to Figures
33 to 35 of the Drawings.
.
In witness whereof, I, the said William Eppelsheimer, have hereunto set
my hand and seal, this First day of May, in the year of our Lord One
thousand eight hundred and seventy nine.
W. EPPELSHEIMER.
(L.S.)