Improvements in Cable Railway Structures, and in the Devices for Gripping, Supporting, and Guiding the Cables in such Structures.
Year: 1890

page_text: Date of Application, 9.h Sept., 1890
Complete Specification Left, 4th June, 1891-Accepted, 4th July, 1891
PROVISIONAL SPECIFICATION.
Improvements in Cable Railway Structures, and in the Devices
for Gripping, Supporting, and Guiding the Cables in such
Structures.
We JOHN HYDE PENDLETON of No. 601 Hamburg Avenue, Brooklyn, in the
State of New York, United States of America, Civil and Mechanical Engineer,
CORNELIUS TIERS of No. 234 Fifth Avenue in the City and State of New York,
President of The Rapid Transit Cable Company of said City and State of New
York, and ANDREW BRYSON Jr. of No. 18 West 21st Street in said City and
State of New York, Civil and Mechanical Engineer do hereby declare the nature
of this invention to be as follows :-
It has been found advantageous in cable railways to make use of two cables
within the trench, the special object being to have one cable in position for use in
case the other one becomes in any manner injured, and in some instances both cables
are run at the same time and a portion of the cars connected to one cable and
another portion to the other cable in order that the strain may be divided and
smaller cables employed for propelling the cars.
Where two cables are run in the same trench difficulty has been experienced in
guiding them as they pass around curved portions of the track in order that such
cables may be supported against the lateral action resulting from the tension on
the cable.
We construct the trench in such a way as to adapt it to the reception of the
two cables. The supporting wheels are provided and placed in positions for
sustaining the cables as they pass around the curves and the gripping mechanism
is especially adapted to grasping one cable or the other, and to being disconnected
from one cable and applied upon the other cable and these devices are adapted
to cable railways running through cities in which there are slot bars at eich side
of a narrow slot in the roadway through which slot the mechanism made use
of in grasping either one or the other of the cables is suspended and operated.
In the construction of the trench itself we make use of iron buck stays placed
at intervals and extending up so as to support the railway tracks and also to hold
the slot rails; and where the track is curved the trench is widened upon the inner
side of the curve and there are supporting wheels or pulleys for the cables, and
there are deck beams supported on columns and iron girders, there being inter-
mediate wedge bars so that the deck beams have the requisite inclination to
correspond to the pavement, so as to throw the water away from the slot between
the slot rails; and provision is made in this structure for openings, covered by
removable man-hole plates, and a passage way is provided between the guide
pulleys and the wall of the trench, so that a workman can pass along for oiling or
repairing the pulleys.
In some forms of trench structures, the guide pulleys are both of them horizontal,
the lower one being of larger diameter than the upper one, so that the inner cable
of the curve travels upon the smaller pulley and the lower cable upon the larger
pulley and the lower and outer cable of the curve is carried down below the normal
level, or the inner cable of the curve is carried up above the normal level, in order
that the gripping device connected with one cable may not come in contact with the
other cable, but in some structures it becomes necessary to carry the two cables at
the same normal level, in which instance the inner cable of the curve is in contact
with a horizontal pulley having a broad conical face and a flange at its lower edge,
and the outer cable of the curve is carried by a wheel or pulley, grooved upon its
periphery and placed at an inclination, so as to extend out beyond the pulley that
carries the inner cable and in all instances there are stationary guide rails

page_text: adjacent to the respective pulleys, to prevent the cables accidentally becoming
displaced, or to guide them back into their position upon the respective pulleys:
and we make use of vertical guide pulleys upon horizontal axes, placed at intervals
and adjacent to the ends of the curves, for supporting the cables in their proper
positions as they enter and leave such curves.
The frames for supporting the guide pulleys are properly bolted and braced, and
the bearings or boxes for the respective axes of the pulleys are constructed so as
to allow either wheel to be removed if injured.
The gripping mechanism is partly within the trench below the pavement and
partly above the trench and supported by the axles of the car, and there are plates
passing down through the slot between the slot rails and connecting the respective
parts of the gripping mechanisin, and these plates can be moved up and down by
the mechanism that is supported by the car axles, in order to give motion to the
respective parts of the grip for gripping the cable, or slackening the hold upon the
same, or for disconnecting the one cable and grasping and gripping the other cable,
and the cable mechanism, both above and below the slot rails and pavement, is
adapted to rise and fall as a whole, so as to accommodate the positions in which
the respective cables within the trench are travelling.
When the inner cable is raised, in passing around the curve, the grip mechanism
is raised by a stationary rail having inclined ends. When the outer cable of the
curve is depressed in going around the curve, the grip mechanism is depressed by
a stationary rail having upwardly inclined ends.
When the inner cable of the curve is lifted from its normal level position, the
grip mechanism is counterpoised, so as to have an upward tendency sufficient to
carry the cable in addition to its own weight, thereby the grip mechanism will
travel at the ordinary level when passing around the curve, and connected to the
cable at the inner side of the curve. When the grip mechanism is connected with
the cable travelling at the outer side of the curve, such grip mechanism is carried
down below its normal level, so as to be at the normal level of the cables: it being
understood that ordinarily the grip mechanian has to be elevated to pass over the
stationary pulleys upon the straight track and after passing the lust pulley on the
straight part of the track the grip mechanism is depressed to the normal level of
the cables, in passing around the curve when connected with the outer cable upon
such curve.
The peculiar grip mechanism which is adapted to the structure before set forth,
consists of a single gripping device, that is adapted to being raised or lowered
bodily and within the trench. It is also adapted to being carried Interally across
the trench from one cable to the other, ami it is adapted to grasping the cable firmly,
or to allowing the cable to run through the gripping mechanism when the car is
standing still, or to entirely dropping the cable at the end of the route, or when
passing across an interserting cable upon another track, and the lower member of
such grip mechanism has to be depressed and passed under the cable when the cable
is to be picked up and gripped.
All those various movements are communicated to the parts of the grip mechanism
within the trench by mechanism that is upon the car and acts through three or
more plates that stand edge to edge in line with each other and pass down through
the slot between the slot rails.
There is a frame that is supported by the axles of the car and in this frame is a
box that can be raised or lowered bodily within the frame, and with this box are
connected levers acted upon by springs or similar counterpoising devices and these
springs are usually sufliciently strong to raise the box, the mechanism within it,
the plates that extend down through the slots, the gripping mechanism within the
trench and the cable that is connected with such gripping mechanism so that the
parts travel at the proper distance above the stationary wheels in the straight
portions of the track.
To the box before mentioned are connected plates that pass down and are rigidly
attached to a gripping frame that there is within the trench so that these parts

page_text: permanently move together, and there are between these vertical end plates usually
three vertically moving plates or bars, the centre vertically moving plate is connected
with a head piece that is acted upon by peculiarly constructed toggle levers that
are moved by connections to hand levers at the respective ends of the car, and this
plate is connected with the grip block by horizontal transverse slides so that the
grip block is raised and lowered and to one of the other vertical bars horizontal
swinging levers are connected, adjacent to the grip block, so that such grip block
can be slipped bodily and transversely of the trench from one cable to the other.
The lower member of the grip block is provided at its ends with rollers or wheels
upon which the cable is allowed to run and this grip block and the parts connected
with it can be raised or lowered for gripping the cable, and in addition it can receive
a lateral motion, by the third bar before mentioned, that passes through the slot,
so that it can be moved to one side of the cable for either dropping the cable, or so
that the grip can be passed down to the side of the cable and below the same to take
under the cable and raise it up into its position for being clamped against the other
part of the grip and when one cable is gripped it may be raised up at one side of a
central portion projecting downwardly upon the grip frame and when the other
cable is gripped it may be raised up upon the other side of this downwardly projecting
central portion of the grip frame, but usually we find it advantageous to move the
whole of the grip mechanism bodily from one side to the other in changing such
grip from the one cable to the other.
Upon the car itself the connections to the gripping device are made in duplicate
to the respective ends of the car, so that the gripping device may be actuated from
either one end of the car or the other, because it is usually preferable to have the
engineer or driver at the forward end of the car, and the lever by means of which
the gripping devices are brought into action, is removably connected to the respective
parts so that it can be carried from one end of the car to the other and the
mechanisin at the one end is thereby thrown out of action and the mechanism at
the other end of the car is brought into action by the lever being put into position
and connected to the links and other actuating parts. Where one cable railway
crosses another cable railway we provide stationary inclines within the trench for
raising and lowering the grip mechanism at the proper time; and the attendant by
the mechanisin before mentioned, disconnects the grip from the cable before reaching
the cable that crosses above the one with which its grip has been connected, and the
grip mechanism is raised above the crossing cable and the car by its momentum
passes across the intersecting tracks after which the grip mechanism is lowered
and the cable again seized for propelling the car.
Dated this 9th day of September 1890.
BREWER & SON,
Agents.
COMPLETE SPECIFICATION.
Improvements in Cable Railway Structures, and in the Devices
for Gripping, Supporting, and Guiding the Cables in such
Structures.
We, JOHN HYDE PENDLETON, of No. 601 Hamburg Avenue, Brooklyn, in the
State of New York United States of America, Civil and Mechanical Engineer,
CORNELIUS TIERS, of No. 234 Fifth Avenue in the City and State of New York,
President of The Rapid Transit Cable Company of the said City and State of
New York, and ANDREW BRYSON Jr., of No. 18 West 21st Street, in said City
and State of New York, United States of America, Civil and Mechanical
Engineer, 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 :-
It has been found advantageous in cable railways to make use of two cables
within the trench, the special object being to have one cable in position for use in

page_text: ense the other one becomes in any manner injured and in some instaures both cables
are run at the same time and a portion of the ears connected to one cable and
another portion to the other cable in order that the strain may be divided and
smaller cables employed for propelling the cars.
Where two cables are run in the same trench, difficulty has been experienced in
guiding them as they pass around curved portions of the track in order that such
cables may be supported against the lateral action resulting from the tension on
the cable. We construct the trench in such a way as to adapt it to the reception
of the two cables. The supporting wheels are provided and placed in positions for
sustaining the cables as they pass around the curves and the gripping mechanism
is especially adapted to grasping one cable or the other, and to being disconnected
from one cable and applied upon the other cable and these devices are adapted to
cable railways running through cities in which there are slot bars at each side of a
narrow slot in the roadway, through which slot the mechanism made use of in
grasping either one or the other of the cables is suspended and operated.
:
In the construction of the trench itself, we make use of iron buck stays placed
at intervals and extending up so as to support the railway tracks and also to hold
the slot rails and where the track is curved the trench is widened upon the inner
side of the curve and there are supporting wheels or pulleys for the cables, and
there are deck beams supported on columns and iron girders, there being inter-
mediate wedge bars so that the deck beams have the requisite inclination to
correspond to the pavement, so as to throw the water away from the slot between
the slot rails; and provision is made in this structure for openings, covered by
removable man-hole plates, and a passage way is provided between the guide
pulleys and the wall of the trench, so that a workman can pass along for oiling or
repairing the pulleys.
In some forms of trench structures, the guide pulleys are both of them horizontal,
the lower one being of larger diameter than the upper one, so that the inner cable
of the curve travels upon the smaller pulley and the lower cable upon the larger
pulley and the lower and outer cable of the curve is carried down below the norinal
level, or the inner cable of the curve is carried up above the normal level in order
that the gripping device connected with one cable may not come in contact with
the other cable, but in some structures it becomes necessary to carry the two cables
at the same normal level, in which instance the inner cable of the curve is in
contact with a horizontal pulley having a broad conical face and a flange at its
lower edge and the outer cable of the curve is carried by a wheel or pulley, grooved
upon its periphery and placed at an inclination, so as to extend out beyond the
pulley that carries the inner cable; and in all instances there are stationary guide
rails adjacent to the respective pulleys, to prevent the cables accidentally becoming
displaced, or to guide them back into their position upon the respective pulleys;
and we make use of vertical guide pulleys upon horizontal axes, placed at intervals
and adjacent to the ends of the curves, for supporting the cables in their proper
positions as they enter and leave such curves.
The frames for supporting the guide pulleys are properly bolted and braced, and
the hearings or boxes for the respective axes of the pulleys are constructed so as
to allow either wheel to be removed if injured.
The gripping mechanism is partly within the trench below the pavement and
partly above the trench and supported by the axles of the car, and there are plates
passing down through the slot between the slot rails and connecting the respective
parts of the gripping mechanism, and these plates can be moved up and down by
the mechanism that is supported by the car axles, in order to give motion to the
respective parts of the grip for gripping the cable, or slackening the hold upon the
same, or for disconnecting the one cable and grasping and gripping the other cable,
and the cable mechanism, both above and below the slot rails and pavement, is
adapted to rise and fall as a whole, so as to accommodate the positions in which the
respective cables within the trench are travelling.
When the inner cable is raised, in passing around the curve, the grip mechanism

page_text: is raised by a stationary rail having inclined ends. When the outer cable of the
curve is depressed in going around the curve, the grip mechanism is depressed by
a stationary rail having upwardly inclined ends. When the inner cable of the
curve is lifted from its normal level position, the grip mechanism is counterpoised,
so as to have an upward tendency sufficient to carry the cable in addition to its
own weight, thereby the grip mechanism will travel at the ordinary level when
passing around the curve, and connected to the cable at the inner side of the curve.
When the grip mechanism is connected with the cable travelling at the outer side
of the curve, such grip mechanism is carried down below its normal level, so as to
be at the normal level of the cables; it being understood that ordinarily the grip
mechanism has to be elevated to pass over the stationary pulleys upon the straight
track and after passing the last pulley on the straight part of the track the grip
mechanism is depressed to the normal level of the cables, in passing around the
curve when connected with the outer cable upon such curves.
In the drawing
Fig. 1 is a vertical section longitudinally of the trench at one of the man-hole
plates;
Fig. 2 is a longitudinal section in smaller size of the trench and an elevation of
the cables without the lifting rail;
Fig. 3 is a similar view of the trench with the lifting rail and without the
cubles;
Fig. 4 is a vertical transverse section of the trench and an elevation of the cable
wheels at the commencement of the curve.
Fig. 4 is a vertical transverse section of the trench at the straight portion of
the road;
Fig. 5 is a vertical section diagonally to the trench and through the cable
supporting wheels ;
Fig. 6 is a cross section in large size of the slot rails and parts supporting
the same;
Fig. 7 is a plan view of the slot rail at one side ;
Fig. 7 is a view representing the grip as connected to the inner cable;
Fig. 8 is a cross section similar to Fig. 4 showing a modification of the guide
ways for the grip when connected with the lower and outer cable;
Fig. 9 is a similar view with the grip connecting with the upper and inner cable;
Fig. 10 is a longitudinal section in smaller size of the trench showing the
positions of the cables;
Fig. 11 is a section representing the cables and an intersecting track;
Fig. 12 is a general plan view of the road bed;
Fig. 13 is an elevation of the guide wheels with parts of the inclosing trench
structure in section;
Fig. 14 is a diagrammatic plan view of a curved track to denote the positions of
the man-holes ;
Figs. 15 & 16 are cross sections at the lines y y and respectively of Fig. 12,
showing the positions of the grip when connected with the respective cables;
Fig. 17 is an elevation and Fig. 18 a plan partially in section of the pairs of
guide wheels at the entrance of the curve.
Fig. 21 is an elevation of the car showing portions of the grip mechanism;
Fig. 22 is a plan view in larger size of the framework and parts carried by the
car axles.
Fig. 23 is an elevation of the grip mechanism and a section of the box supporting
the mechanism under the car;
Fig. 24 is a cross section at the line of Fig. 23;
Fig. 25 is a sectional plan at the line y y Fig. 23;
Fig. 26 is a sectional plan at the line == Fig. 23.
Figs. 27, 28 & 29 are cross sections at the line to Fig. 23 the parts being in the
various positions assumed by them under different circumstances.

page_text: 1918 section at the time 7'2' fig. 25.
We will doserihe first the construction of the trench.
We find it advantageous to place cable wheels, and man-holes to give access to
the same, at about 30 to 50 feet apart and to make use of four or five intermediate
transverse frames for supporting the parts of the trench enclosure. The
transverse frames are similar, but those that are provided at the man-holes also
receive the supports for the vertical cable wheels.
Referring especially to Figs. 1 to 7 inclusive each transverse frame is made
of a lower buck-stay A preferably of cast iron. These buck-stays A are set in
the trench in the proper positions and they are provided with the diagonal tie
bolts C extending up to near the surface of the road-way and the trench is to be
filled in with concrete as shown at B3 Fig. 4^, leaving a central channel way for
the reception of the cables N N and the cable wheels () ()' that support the same
and at the places where the wheels ()() are provided, such buck-stays are extended
up
in the form of side frames Q the width between which corresponds to the width
of trench between the concrete at B and there are brackets Vextending outwardly
and towards each other from the frames Q and terminating with boxes receiving
the cross shafts of the cable wheels () 01 These journal boxes or bearings
for the cable wheels are of any desired character: usually they are lined with
Babbitt metal and provided with hingel caps as shown, so that these caps can be
swung back and the shaft and wheel lifted out for repairs or for the reception
of another wheel and it will be observed in Fig. 1 that the wheels 00 are
upon separate shafts and one in advance of the other, and one wheel is adapted to
one cable and the other wheel to the other cable, hence one wheel is not in the
way of the other wheel and this construction facilitates access to the wheels even
while the cables are in motion, and between the frames Q there are double yoke
shaped guides P that prevent either cable slipping off its wheel and in addition to
these there are side guides 1 extending out over and adjacent to the outer edges
of the respective cable wheels to prevent the cable slipping off the cable wheel
and passing down between the cable wheel and the frame Q.
A man-hole is provided adjacent to each pair of cable wheels and the concrete 13
is recessed beneath the man-hole, so as to give access to the cable wheels and boxes
for cleaning, oiling or repairing, and the man-hole is covered by a removable
plate see Fig. 1, supported by the iron work that sustains the railway rails and
the slot rails as hereafter described.
Resting upon the top of the concrete B are the iron beams F preferably I-shaped
in section and they are united to each other by longitudinal irons G at the inner
edge of the concrete at each side of the trench and the tie bolts C pass up and
through the top flanges of the wrought iron beams F, so that such beams are held
down firmly at their outer ends and between these beams may be placed longi-
tudinal sills W of wood and they are directly beneath the track rails R which
track rails R rest upon the tops of the iron beams F and are secured to the same by
the clips M and M.
Upon the top of each of the wrought iron beams there is a wedge bar E
and resting upon each wedge bar E is a deck beam D and the inner ends of
these deck beams are cut off diagonally to facilitate the reception of the slot
rails hereafter described and the deck beams D wedge E and wrought iron
beams are firmly secured together, preferably by rivets passing through the
flanges of the deck beams D and iron benins F and the outer ends of these deck
beams D are adjacent to the track rails R and the clips M that hold the rails
preferably rest upon the flanges of the deck beams D." At the ends of the duck
beams are the slot rails K that are of iron or steel, the top member being level and
the other member inclined outwardly at an acute angle. Angle braces are provided
all along the track between the respective deck beams and slot rails on each side
of the slot, so that the slot rails Kare connected firmly to the deck beams and
the slot rails are of considerable strength in consequence of their triangular form
as represented in Figs. 4 & 44 and the beveled or inclined portion of each slot

page_text: rail is adjacent to the beveled end of the deck beam and these angle iron braces II
are riveted to the slot rails and secured by bolts I which pass through slots in the
deck beams, so that a slight movement is allowed for in adjusting the position
of the slot rails in relation to the ends of the deck beams for regulating the width
of the slot between the slot plates, and this adjustment can be made by loosening
the bolts I if necessary, and the slot rails may be wedged apart by the insertion
of a suitable lever tool in the slot adjacent to the deck beams should it become
necessary.
The nearly horizontal upper members of the slot rails do not rest directly upon
the surfaces of the deck beams D but there are angle braces J which may be
riveted to the under faces of the slot rails and rest upon the deck beams D and
extend down at the sides of such deck beams and provided with holes for the
bolts I so that the slot rails and the angle braces, H. & J can be moved together in
adjusting the slot rails and they are secured by tightening such bolts I.
Between one deck beam and the next all along the track and adjacent to the slot
rails are the iron slot-rail supports L that are Ľ shaped in section and provided
with a longitudinal lip for supporting and strengthening the edges of the slot rails
that rest upon such lip and the ends of these slot-rail supports may be flanged and
perforated for the passage of the bolts I but the bottom portions of these slot rail
supports at their ends rest upon the flanges of the deck rails D and are preferably
permanently attached by bolts or rivets, and it will be seen by reference to
Figs. 4 and 4 that there is a space between the outer edge of each slot-rail and
the upper edge of the slot rail supports to allow for the slot-rails being moved to
open the slot wider when necessary, and by inserting a wedge or suitable tool
between the top edge of the slot rail support and the edge of the slot rail, such
slot-rail may be forced inwardly to lessen the width of the slot.
We have shown a spring washer 1" Fig. 7 around the bolt 1 and between the
head of said bolt and the angle brace H which spring yields when the slot rail is
moved, thereby avoiding the necessity of loosening the bolt I when it is necessary
to adjust the slot-rails.
In constructing this trench for cables, it is preferable to introduce a vertical
sheet or plate of iron as at T between the edge of the filling piece and the vertical
member of the angle iron G to prevent any substance falling into the trench in
applying the pavement, and we have represented the paving stone blocks at $ the
same being inserted between the respective track rails I slot-rail supports L and
the deck beams D and the spaces above the deck beams and also within the slot-
rail supports L are preferably closed with bituminous concrete or any suitable
material, there being recesses left adjacent to the nuts of the bolts I, to be filled
with sand or earth so that the nuts of these bolts I can be turned without breaking
up the roadway.
Upon reference to Fig. 1 it will be seen that the cast iron man-hole plate X is
applied over the man-hole opening and that the angle iron G is stopped at opposite
sides of this opening and a separate piece of angle iron inserted at G between the
beams and outside of the man-hole opening.
The man-hole plate is supported at two of its sides by the deck beams D see
Fig. 1 and the two other sides may rest one upon the slot-rail Land the other
upon a support between the deck beanis D similar to that shown for the plate.
Fig. 4 hereafter mentioned. By removing the man-hole plate access is given to
the trench adjacent to the wheels O O' for supporting the cable.
The wheels 4 and 11 are applied one above the other and at suitable distances
apart at the concave side of each curve in the roadway and the cable that is next
to those wheels upon the straight part of the track, which for convenience is called
the inner cable, is carried up upon the wheels 4 and the adjacent or outer cable
runs upon the wheels 11, in order that the two cables may not rub against each
other and that they may occupy a definite position in their movements. In Fig. 2
the inner cable is shown as carried up to the cable wheels 4 and the cable Ñ is
run at nearly the ordinary level upon the lower wheels 11 and it is to be understood

page_text: that said wheels 4 and 11 are to be placed side by side all around the inner side of
the curve and wo remark that the structure of the trench at the outer or convex
side of the curve is substantially the same as before described, the tracks, slot
rails and slot rail supports being curved upon the proper radius, and the deck
beams, the wedge bars, the slot-rails and the track are substantially the same above
the wheels 4 and 11 as in the other portions of the track, except that the parts are
adapted to receive the movable covers Xthat are similar to the man-hole covers X
their upper surfaces being suitably corrugated or ribbed, and the slot rail supports
are provided with lips 26 for the support of such moveable covers and the angle
irons or filling pieces L support the edges of such movable covers adjacent to the
track rails R and it is advisable to provide the track rails on the inner side of
the curve with flanges as usual, in order that the flanges of the wheels may run in n
groove.
The wrought iron beams F1 are longer than the beams F and the buck stays A'
are also longer than the buck-stays A in order that they may be adapted to the
reception between them, of the vertical columns 9, there being suitable castings
upon the upper surfaces of the imck-stays and at the under sides of the beams
for the reception of the ends of such columns 9 and these columns 9 are adapted
to receive between them the cross bearers 2, 10 and 12 for the axis 17 of the
wheel and the axis 16 of the wheel 11 and it is preferable to make these cross
bearers with cap pieces secured by bolts, so that the bearers may be firmly
clamped upon the respective columns 9 and there are sleeves or distance pieces 13
around the respective columus 9 for supporting the ends of the cross bearers 12.
Upon reference to Fig. 5 it will be seen that there is a socket 14 upon the casting
that contains sockets 15 for the lower ends of the columns 9 and that rests upon
the buckstays A' and that this rocket 14 receives the lower end of the shafi or
axis 16 of the cable wheel 11 and the axis 17 of the cable wheel 4 is supported at
top and bottom by the cross bearers 2 and 10. By placing these columns 9 between
the buck stays and the beams, the respective cross bearers can be arranged in
diagonal positions and the cross bearers will not be in a position to interfere with
the cables and the other parts of the structure can be properly supported from
these columus 9, and the two cable wheels 4 and 11 can he kept comparatively
close together, it only being necessary to have the space required for the cross
bar 10 to pass out from between them.
n
The buck-stay A' is provided with a frame A³ and from one huck-stay to the
other there are longitudinal inclined bars A³ which serve to prevent the cable
dropping down beneath the lower wheel 11, the upper edges of such bars A² being
adjacent to the under edges of these cable wheel* II.
The inclined track U commences near the last pair of wheels on the straight
portion of the structure as indicated in Fig. 3 and it is suitably supported by
brackets from the interior of the structure and it extends up above the cable
wheels 11 and between them and the cable wheels 4 as seen in Fig. 4 and the
grip mechanism represented at U is adapted to take either the cable N or the
cable N' and it has a shoulder or offset at 20 upon each side and the mechanism
is constructed so as to grasp the cable N upon the left side of the grip mechanism
as shown in Fig. 4 and the cable N' on the right side of the grip mechanism as
seen in the detached view 74 and when the grip mechanism has hold of the cable N
as seen in Fig. 4 the offset 20 is above the track U and slides against the outer
edge of that track so that the grip mechanism is supported thereby against the
strain of the cable, and in either position the main body of the cable mechanism
occupies a central position within the trench, but when the inner cable N' on the
right side as seen in Fig. 74 is grasped by the grip mechanism, the lifter 21 of the
grip slides upon the upper surfaces of the inclined track U lifting up the grip
mechanism bodily in order that it may follow the inclination of the cable Nas
seen in Fig. 2 and the lifter 21 sliding upon the top of the track U and the body
of the grip mechanism sliding against the outer edge of such track as seen in
Fig. 7 causes the grip to be properly supported as it is carried by the cable around

page_text: the curve and the cable N' itself is carried at a little higher level than the groove
in the wheel 4 so that such cable is laid reliably in the groove of the wheel + as
the grip mechanism passes along.
The grip mechanism, as fully described hereafter, is not a double grip but a
single grip adapted to grasping either one cable or the other, but we do not limit
ourselves in this particular as the car and the grip mechanism might be turned
around bodily so as to take hold of either one cable or the other cable, and it will
be understood that in all instances the inner cable of the curve is carried above the
outer cable and that the grip mechanism is carried up or down by the inclined
track and in consequence of being carried up when it is connected with the
inner cable of the curve, it is sufficiently high to be out of the way of the outer
cable of the curve, and that the two cables do not approach each other sufficiently
near to cause the one or the other to which the grip mechanism is connected to
come in contact with the cable to which it is not connected.
It will now be understood that when the grip mechanism is being carried by the
inner cable of the curve, it is elevated into the position represented in Fig. 7ª by
the track U and the cable N' is laid back into the upper cable wheels 4 as the
grip passes along and the grip mechanism descends at the end of the curve as the
cables pass upon the straight line structure, if now the structure has a curve in
the opposite direction the cable N' becomes the outer cable on such curve and the
grip mechanism is not lifted and it remains in the position indicated in Fig. 4 as it
travels around the curve with the cable N adjacent to and supported by the
wheel and in this case the cable N becomes the inner cable of the curve and
travels upon the upper wheels + hence if the grip mechanism U¹ Fig. 4 which is
connected with the cable Napproaches a curve in the opposite direction say to
the left, the lifter 21 of the grip comes over and rests upon the inclined track U
and it is thereby raised so as to follow the line of the cable N' as it ascends to the
wheels 4 of such opposite curve and it will be apparent that a sufficient distance
will be provided in the structure where there is a compound curve first to the right
and then to the left, or rice versa, for the introduction of the rising track U in
order that such track may lift the grip mechanism because in the space between
the curve in one direction and in the other direction, the cable N' that has been
upon the lower wheel 11 is the outer cable of the curve and it passes up to the
wheels upon the curve in the opposite direction and thereby becomes the inner
cable of the curve and travels in the wheels +; and the cable N₁ passing downwardly
from the wheel 4 to the wheel 11 on one curve and the cable N passing upwardly
from the wheel 11 to the wheel on the other curve, do not touch where they cross
each other, because the wheels 11 keep the outer cable N' near that side of the
trench until it reaches the wheels 4 which are near the same surface of the trench
and the cable N' in passing down from the wheels 4 near the inner surface of the
curved trench reach the lower wheels 11 upon the curve in the opposite direction,
which being larger, keep such cable N¹ towards the same side of the trench that it
before occupied, and there is sufficient space between one cable and the other where
they cross each other vertically for the portion of the grip which intervenes between
such cables.
It will be apparent that the track U where it approaches the curve can be easily
supported from the respective buck stays and that where it passes around the curve
it will be supported by brackets from the columns 9 as shown in Fig. 4.
To prevent the upper cable coming above the top of the cable wheel 4 upon a
curve, in consequence of any sudden movement given to the car or grip, we make
use of a deflector guard 25 extending out from the frame and being above such
cable wheel 4 as shown in Fig. 4. It is only necessary to have this deflector guard
of comparatively short length and above the central portion of the wheel adjacent
to where the cable is in contact with the same. This deflector guard may be a
seginent of a circle and be in one piece with the cross bearer 2.
The track rails are usually about 30 feet long and we find it preferable to bring
the ends of these track rails near to the man-hole plates so that the expansion and
B

page_text: contraction may be provided for at this place and the slot rails should be of the
same length and the joint between them also made near the man-holes and when the
slot rail supports are permanently united at their ends to the flanges of the deck
beams, expansion and contraction should also be allowed for adjacent to the man-
holes. With this object in view we prefer to place two buck stays and the paris
carried by the same, about two or three feet apart one at each side of the man-hole,
so that the slot rail supports L' passing over the man-hole may be comparatively
short and at its ends are angle irons 26 see Fig. 1 that are holted or riveted to
the adjoining deck beams and bolted or riveted to the slot rail supports L' the
holes for the bolts or rivets being sufficiently elongated to allow for expansion and
contraction see Fig. 1; and this slot rail support should be about a quarter of
an inch less in length than the distance between the deck beams D Fig. 1 at the
average temperature, in order to allow for the expansion of the structure at a
maximum temperature.
:
In the modification shown in Figs, 8, 9, 10 and 11 the cable which is at the inner
side of the curve and runs upon the smaller wheels, is at the same level, or nearly
so, as the cable and grip mechanism upon the straight track, and the cable which is
at the outer side of the curve is depressed, so as to pass around upon the wheels of
larger diameter and the grip mechanism is counter-poised so that the tendency of
the same is to rise and when connected with the cable at the outer side of the curve,
such grip mechanism is forced downwardly by the action of a downwardly inclined
stationary track. We also provide for raising the grip mechanisin after it is dis-
connected from the cable, in order that such grip mechanism may be lifted over the
cables that cross above the cable with which the grip had been connected, and such
grip is depressed automatically, after the car has gone over the crossing, so as to
be again in position for gripping the cable.
Referring now to Figs, 8, 9, 10 and 11 we have represented a gripping device
which is fully described hereafter, that is capable of gripping either one of two
cables, and this gripping device is counter-poised so that the tendency is to rise
when umeted upon by downwardly inclined bars or rails. We have represented
such gripping device as provided with a grip block N' with rollers or pulleys Nat
the ends, a frame K K supported by the end plates K Kand vertical rols o, o
see Fig. 23, by which the gripping mechanism is to be acinated; and upon the grip
frame there are bars 30 and 31 extending longitudinally and tapered at their
ends, and one of these bars 31 projects at one side as shown in Fig. 9 at the time
the other har is drawn in between the frames K, K, and this other bar 30 projects
as seen in Fig. 8, the bar 31 being within the frame K², K², the grip mechanism
having been shifted laterally from the position shown in Fig. 9 where it is connected
with the cable N' to the position shown in Fig. 8 where it is connectal with the
cable N.
The special features of the present modification are illustrated in Figs. 8 and 9
wherein there is shown a downwardly inclined track ( beneath which the projec
Lion 30 passes and this downwardly inclined track is represented in Fig. 10 in which
its position in relation to the cable N is indicated, but this downwardly inclined
truck G is secured to the angle iron and iron beams upon the side of the
trench opposite to the wheels 4 and 11; and adjacent to these wheels 4 and 11 are
the guide rails P³, 14, which are adjacent to the lower edges of the wheels 4 and 11
respectively, and their ends are curved backwardly at the entrance end of the
curve upon the track and they are fastened to the braces A in the buck stays and
to the respective columns and frames supporting the wheels 4 and 11.
Upon reference to Fig. 9 it will be seen that the grip mechanism is connected
with the cable N¹ and upon the curvel portion of the track this cable N' travels
upon the same level or nearly so as it does when upon the straight track, it being
understood that the grip mechanism is sustained at sufhcient height above the cable
wheels OO to lift the cable and travel along with it, and when the grip mechanism
arrives at the guide rail P, the side of the grip block N runs against the rail P
with the cable N¹ in position for passing into the groove of the wheel 4 and when

page_text: the grip mechanism passes on to a straight line beyond the curve, such mechanism
remains at its normal level; if, however, the grip mechanism has hold of the cable
that comes upon the outer side of the curve, the parts assume the position indicated
in Fig. 8 that is to say, the bar 30 passes beneath the downwardly inclined track (+
which carries the grip mechanism downwardly and bodily and by the time such
grip mechanism arrives opposite the wheel 11 it has been depressed by the
track G until the gripping device which has hold of the cable N, is in line with
the groove of the wheel 11 and the side of the grip block N' is drawn by the action
of the cable against the guide rail P³, as the parts travel around the curve, and as
soon as the grip mechanism passes by the curve and from beneath the track G² the
grip mechanism and cable are raised bodily by the counterpoise so as to be above
the cable wheels O O' and adapted to pass over such cable wheels and their supports,
without coming into contact with them.
If the grip mechanism is connected to the cable N' Fig. 9 and passes around the
curve to the right hand adjacent to the wheel 4, and thereafter such grip mechanism
is caused to pass around a curve in the opposite direction, there must be sufficient
distance between the end of one curve and the conummencement of the next curve,
for a downwardly inclined track G2 to act upon the bar 31 to depress the grip
mechanism and cable, in order that it may pass around the lower and larger wheel 11
of such curve, the cable N' at that time becoming the outer cable upon the curve
and the cable N running against the upper and smaller wheel + and becoming the
inner cable upon such curve; there will, however, always be room enough for the
cables to pass by each other, between the compound curves, as they lead from
the upper wheel of one curve to the lower wheel at the next curve.
In cases where the mechanism that tends to lift the gripping device and the cable,
is not sufficiently strong to entirely counterpoise the weight of the cable and the
gripping mechanism, the bar 30 or 31 may run between two inclined tracks, the
lower one being indicated by dotted lines in Fig. 8 but it is usually preferable to
sufficiently counter-poise this grip mechanism so it tends always to lift the same
when not otherwise acted upon, and this is particularly advantageous in crossing
intersecting tracks as indicated in Fig. 11.
ル
We have shown crossing tracks RR with which the cables n, n¹ are made use of
and as these cables a pass over the cable N there will not be any special pro-
vision needed at the crossings for the grip mechanism connected with such cables'n n¹
but with the grip mechanism connected with the cable N it is necessary to dis-
connect such grip mechanism before reaching the crossing, and the grip mechanism
requires to be depressed in order that the grip may be disconnected and so that the
grip may not lift the cable N into contact with the cables n n² to cause the sanic to
chafe and with this object in view we make use of the downwardly inclined guide
rails S, to act upon the grip mechanism, after the same passes the cable wheels O O'
and hold such grip mechanism down until it comes into proximity with the crossing,
at which moment the attendant disconnects the grip from the cable and the grip
mechanism is raised bodily by its counterpoise, so as to pass over the crossing
cables nn' to the opposite side of the intersecting tracks, and the upward incline $*
ensures the proper raising of the grip and after the grip mechanism has passed the
intersecting tracks, the bar 30 or 31 runs under the depressing inclined guide bar S
which carries the gripping mechanism down sufficiently far for the grip to be hooked
under the cable and connected thereto and this depressing incline S³ does not extend
to the next set of cable wheels 00' so that by the time the car arrives at such
cable wheels the grip mechanism has been raised automatically and sufficiently to
pass over such cable wheels.
The devices shown in Fig. 11 are adapted to the cable and gripping mechanism
when travelling in the direction indicated by the arrow, and it is to be under-
stood that the positions of the inclined guide rails S S S³, will be the same,
in relation to the direction of motion, upon the adjacent track, so as to accommodate
the car passing in opposite direction along such adjacent track.
The modification shown in Figs. 12 to 18 inclusive is made with reference to

page_text: maintaining the two cables, at the same level upon the curved portion of the
track, as they are upon the straight portions of the track; and in carrying out
our present invention we provide guide or supporting wheels, for the cables, in
pairs at the inner sides of the curved portions of the track. One wheel of the
pair is at an inclination and has a flange upon its upper edge, the other wheel is
horizontal upon a vertical axis and has a flange near its lower edge, the grooves
of the flange having an inclined side upwardly and a nearly horizontal side
downwardly and the grip when connected with the cable on the inner side of
the curve moves along at about the ordinary level, so as to be above the usual
supporting wheels, and while moving in this position it is entirely free from
contact with the inclined wheels and the cable sags down from the grip and rests
upon the flanges of the horizontal wheels. When the grip is connecteal with the
outer cable, such grip is depressed after passing the last pulley on the straight line,
so that the grip does not lift the cable, but moves with the cable at the normal
level thereof, so that the cable as it passes along with the grip, draws against the
edge of the inclined pulley and into the groove formed between the surface of the
inclined pulley and the flange thereof.
Referring now to Figs. 12 to 18 inclusive, the buck stay, A. are provided with
the vertical bracket or side frame and one track rail Brests upon such side
frame, the other track rail Brests upon the beam C which is preferably of
I form and extends from the concrete 1) to the columns E there being bolts 2 to
connect the buck stays with the beams (and connecting angle irons F F
extending along at the upper portions of the concrete or in short lengths riveted
to the I beams and the length of the buck stays upon the curved portion of the
track and of the beam (is to be such as to have a passage way between the
horizontal supporting pulleys and the emerete D, in order that access may be
had all along the immer side of the curve to the different wheels and devices that
are used in connection with the cable and at the two ends of the curve there are
man-holes and plates I which are supported between the deck beams I and the
rails and slot rails K, by the removal of one of these man-hole plates, necess
can be had to the passageway, and we remark that in cases where the man-hole
plate can be placed outside the track, there may be one man-hole and its plate
at the middle portion of the curve and over the passageway, so that access can be
had to all the parts of the curve.
Heretofore it has been usual to place over the wheels that guide the cable or
cables around the curve, removable metal plates, which are objectionable in the
roadway, as horses are liable to slip on them, and there is a considerable leakage
of water around the man-hole plates and dust and dirt pass down to the guide
wheels for the cables, and the covering plates extend all around the curve, and
have to be removed whenever access is needed to any of the pulleys. We prevent
this difficulty as much as possible by placing above the columns and frames and
over the guide wheels, horizontal or nearly horizontal plates W, extending over
the passageway reaching to the concrete D and above these plates a layer of
cement or of asphalt or other bituminous material, preferably of an elastic nature
is placed and the paving stones or blocks are set upon the same. By this means
the roof or covering for the guide wheels and their journals and fraines is made
water tight, and in consequence of the passageway between the wheels and the
concrete, being sufficiently large for workmen to obtain access to the respective
parts, it is unnecessary to have man-hole plates except one in the middle of the
curve or one at each end of the curve as seen in Fig. 14 or both.
The passage way allows the workunan access to the parts for oiling or otherwise
without necessitating the stoppage of the cables.
The columns EE are supported at their lower ends by frames 3, resting upon
the buck stays and bolted thereto and the re are also frames 4 at the upper ends
of the columns that are bolted to the beams C and these columns are at a sufficient
distance apart for the introduction of the horizontal supporting pulleys G and
inclined supporting pulleys M and we find it alvantageous to place the axes of

page_text: these pulleys G and M in a vertical plane radial to the curve of the track and each
pulley has a nearly horizontal Hange 5 the surface of the pulley above the
flange forming a bearing for the cable N, and the upper portion of the pulley is
flaring to an open groove so that when the cable N comes in contact with any
portion of the surface of the pulley G it will slide down and finally rest in the
groove above the flange 5.
The pulley M has a flange 6 projecting from its upper edge, so as to form a
groove for the cable O and it will be apparent by inspection of Fig. 16 that the
cables N and O are normally in the same or nearly the same horizontal plane, and
the arms of the pulley M are curved downwardly upon their upper edges, so as not
to come into contact with the flange 5 of the pulley G.
The horizontal frames l' pass across from one pair of columns to the next, und
are provided with a central cross piece having a journal box at the lower end of
the axis or shaft of the pulley G and there is a removable cap 7 upon this frame
and a similar cap 8 upon the frame 4, so that by removing these caps 7 and 8 the
pulley can be taken out towards the concrete D and into the passageway provided
beneath the beams C. This allows for replacing either pulley G, when worn or
injured; and between the lower ends of the outer columns E there is a longi-
tudinal frame having a journal box 9 for the lower end of the shaft or axis of
the inclined pulley M, and there is a removable cap 10 upon the frame P for the
upper journal of the inclined pulley M, so that by removing these caps either
pulley M can be taken out of its position for repair or otherwise.
It is to be understood that these pairs of pulleys G and M and the columns
and frames for supporting the same extend all around the inner side of the
curved track; and these pairs of pulleys are sufficiently near to each other as
indicated in Fig. 12 to properly support the cables as they pass around such
curved track.
We have represented a grip shank K' extending down between the two slot
rails and connected with the grip mechanism in which K³ is the body of the
grip and represents a grip block into which the cable is received and shows
one of the end rollers of the grip mechanism. This grip mechanism may be
changed from one side to the other, as hereafter explained, so as to connect with
the cable N as in Fig. 15 or the cable () as in Fig. 16 and when the grip
mechanism is connected with the cable N the body of the grip K³ runs against
the stationary rail T the grip mechanism being at the ordinary elevation, so as
to pass freely over the stationary guide wheels upon the straight portion of
the track, and the projection 31 at one side of the grip is above the
stationary rail T in order that the tension of the cable may not pull down the
grip mechanism and cause the roller № to come in contact with the edge of
the inclined pulley M.
When the grip mechanism is connected with the cable ( Fig. 16 the projection 32
at the other side of the grip mechanism passes below the stationary rail S which
stationary rail S at its ends is curved upwardly so that the projection 32 under-
runs such stationary rail S and brings the grip mechanisin down to the normal
level of the cables or nearly so, after the grip mechanism has passed the last pair
of supporting wheels upon the straight portion of the track; hence when the
grip mechanism reaches the first inclined pulley M upon the curved portion of the
track, such grip mechanism is adjacent to the edge of such wheel M and
the portion of the grip mechanism adjacent to the roller slides against the
stationary rail U which stationary rail U is adjacent to the lower portion of the
edge of the inclined pulley M and the horizontal part of such rail U is notched
out to give room for the pulley M to rotate without com.ng into contact with such
rail U and this rail U is supported by suitable brackets 13 which brackets are
preferably in the form shown in Figs 15 and 16 as extending from the respective
columns across the trench and bolted to the brackets of the buck stays, so as to
firmly support such rails U and the brackets are curved upon their upper surfaces
and the lower edge of the rail U passes below the curved upper surface of the

page_text: brackets so that if the cable ( should accidentally slip below the surface of
the rail it will be deflected upwardly and over-ride such rail and come into
contact with the supporting pulleys M. and deflectors 14 may be bolted to the
ruil U as an additional precaution to keep the cable from dropping below such
rail U.
By the improvements thus far described it will be apparent that the grip
mechanism can be connected to either of the cables and the cables in their normal
positions will travel around the curve at the same level as they occupied upon the
straight portion of the track and it is only necessary to allow the grip mechanism
to rise, or to remain in its normally elevated position when connected with the
inner cable of the curve, and the cable is returned upon the inclined surfaces of the
horizontal supporting pulleys and slides down the same so the ordinary level:
and when the grip mechanism is connected with the cable on the outer side of the
curve, such grip mechanism is automatically depressed to the level of the cable
after it passes the last supporting pulley upon the straight track, so as to carry the
outer cable at its ordinary normal level and lay it back again into its proper place
upon the periphery of the inclined supporting pulleys M.
If desired the supporting wheels V may be provided under the cables NO at the
entrance of the curve and between the respective pairs of supporting wheels GM
or as often as desired at intervals around the curve. These supporting wheels V are
preferably cylindrical and their upper surfaces are slightly above the upper surfaces
of the supporting rails U and above the outer edges of the flanges 5 in order
that the cables may be kept from contact with the upper surfaces of the rails or
from falling below the edges of the flanges 5 these wheels being an additional safe
guard to prevent either cable falling too low and it will also be apparent that
the stationary rail T which is adjacent to the upper edges of the horizontal
pulleys being placed so that its lower edge is below the top edges of such
horizontal pulley (it is not possible for the cable N to rise over and pass above
the horizontal pulleys G.
:
We will now describe in detail the grip mechanism heretofore referred to.
Referring now to Figs. 21 to 31 inclusive, 25 are stationary rods that are upon
the platforms of the ears at the ends thereof and upon the upper ends of which
rods are received the movable frames F which frames and the parts that are con-
nected with them, can be changed froin one end of the ear to the other. The
frame carries the lever hamile pivoted at 27 and having a turn buckle and
rod 30 to the rocker F, pivoted at 23 below the platform and the lower end of
the turn buckle rod 30 is connected by a movable pin to either of the rockers F
according to which end of the car may be the front and the movable frame F and
the parts therewith connected should always be employed at the front end of the
car. We have shown this frame and the parts as connected to one rocker F and
the rocker at the other end is held stationary by a pin 24 inserted through the
rocker into a hole in the frame F and the pin is withdrawn from the rocker at the
end where the frame F is applied. The rockers are commected by the links 21
to the levers 16 and 17 respectively, and there is a rod extending from the upper
end of the lever 16 to the upper end of the lever 17 and there is a rod D'extending
from the lower end of the lever 16 to the bar D that is made use of in actuaring
the grip mechanism as hereafter described, and a rod D extends from the lower
end of the lever 17 to a projection upon the box C the ends of the rods D³ and D'
being made as hooks so that they can be disconnected from the parts that are
attached to the box C; the rod D does not move end wise and by the arrangement
of parts shown, the rod D³ receives an endwise movement by the action of either
rocker when the handle G is moved in either one direction or the other, and by
the mechanism hereafter described the grip is operated by the movements received
from this rod D³.
The box C is supported in the slide ways 4 upon the side frame 1 which side
frames are connected by the cross frames and the axles B of the wheels B' pass
through bearings or journal boxes upon the ends of the side frames B, and this

page_text: box C can be moved vertically in the slide ways 4 and there are levers E with hook
ends 5 passing into slots or mortices in the sides of the box C, between the slide-
ways and these levers E extend to and are fastened upon the cross shaft E' and
there are springe 6 of any suitable character that tend to lift the levers E and
counter-poise the weight of the box C and the parts connected therewith. We
have shown these springs 6 as coiled around the shaft E' with their ends connected
with the levers E and the cross frame B³ respectively and at the end of the cross
shaft E is a crank E to which are connected the rods E3 extending to the levers E*,
that are pivoted at E below the platforins at the respective ends of the car, and
these levers E are preferably provided with sockets, at their upper ends, for the
reception of a movable land spike lever that is passed through a mortice or slot in
the platform into the socket and by this hand spike lever and one of the levers E
the cross shaft E¹ can be rocked to raise or lower the box ( and the parts con-
nected therewith through the intervening levers E. As this box C only requires
to be raised or lowered occasionally in shifting the grip from one cable to the other,
it is only necessary to provide a hand spike lever that can be inserted into such
socket lever E when required.
At the front and back surfaces of the box C are flanges to which are connected
the vertical end plates K K¹ extending down to the top piece of the grip
mechanism and there is within the box C a plate H that is in line with the
plates KK and slides vertically and centrally through the bottom of the box C
and this plate II passes through the top piece K2 of the gripping device and gives
motion to the parts thereof as hereafter described; and there is at the upper end of
this plate H a head piece H2 sliding within vertical guides 113 upon a plate H* the
ends of which are fastened to or cast with the front and back end portions of the
box and the vertical rods O' and O2 are in the same plane as the plates H
and K K and they pass through the bottom of the box C and are provided with
sliding blocks ( upon the slides that are secured to the cross plate H*.
In order to support and give motion vertically to the plate H we provide a pin 10
that projects from one side of the plate H and passes into the bent lever or crank D',
the pivot 11 of which is at the upper end of the radius bar 12, and at the bottom,
the radius bar is supported by the joint 13 upon the upper surface of the bottom
of the box C and the bar D, to which the rod D³ is hooked passes through a
guide 15 and it is united by the joint to the lower end of the bent lever D' so that
when the rod D³ is moved endwise the bar D is slid and the lever D' is swang
upon its pivot 11 the radius bar 12 swinging at the same time and forming with the
lever D' a toggle and the pin 10 and plate H are noved vertically either in one
direction or the other according to the direction in which the bar D³ is moved.
The top piece K which is supported by the vertical end plates K K' extends
fore and aft or longitudinally of the cable trench and terminates with the down-
wardly projecting ends K³ forming cross slides that support the grip frame L the
upper portions of which project in the form of tapering ended bars 30 31 and these
pass at opposite sides of the plate H such plate H passing down through an opening
between said bars and terminating as an H-shaped frame having slides 32 upon its
edges, transversely, that receive and support the grip block N at the lower portion
of which is the grip bar N¹ and the ribs 33 upon the upper part of the grip block N
slide in the transverse slides 32 on H. It is to be borne in mind that the grip
frome L and grip block N and the parts carried by them are to be slid transversely
with n the downward ends K³ of the frame K, K³ when the grip is to be changed
from one cable to the other and that the grip block N is to be raised and lowered
by the action of the plate H to release or grip the cable, and that the grip block N
also receives a motion transversely of the trench for dropping and picking up the
cable all as hereafter more fully described.
The grip frame L is hollow at the ends as seen in Figs. 27, 28, 29 and it is also
notched at 35 upon its under edges for the reception of the cable as such cable is
lifted up into such notches by the grip block N and there are pulleys N at the end
port.ons of the grip bar Nwhich pulleys act beneath the cable a to support the

page_text: same and there are grip ribs 36 upon the grip bar X' which ribs puss up into the
lower portions of the notches 35 to steady the end portions of the grip bar Nand
keep it in position at the lower edges of the grip frame 1 and these grip ribs 36
pass into the noteles 33 a sutleient depth to allow the pressure upon the cable to
be released by a slight downward movement of the plate I block N and bar N
in which condition the cable is free to run upon and be sustained by the pulley N
with little or no friction or wear by contact with the grip mechanism or when the
grip block N bar Nand pulleys N are raised and the ribs 36 aid in clamping
the cable and the pulleys N also lift the cable sufficiently to bend the same slightly
or the cable is allowed to run freely at the option of the attendant who raises or
lowers the plate I by means of the toggles D² 12 and bars D4, Dª and connections
to the handle (i.
There is a plate 17 extending from one end of the grip frame L to the other and
at one side of the cable and upon this frame L is fastened one or more removable
grip shoes which may be replaced when worn out, and upon the middle part of
the grip bar between the ribs 36 there is a recess containing a suitable filling
material as at 38 which is immediately below the grip shoe 13 and forms one
portion of the grip and these parts can lie replaced from time to time as worn ont.
Upon the grip fraine 1, there are transverse slides 40 supporting the guide blocks P
and in these guide blocks Pare vertical guides for the blocks 41 upon the grip block N
and these blocks 41 slide in the guide block» P as the grip is raised and lowered
bodily by the action of the plate II and slides 32 upon the ribs 33 of such grip block N,
There are in the top piece K of the frame K, K³, longitudinal grooves with
openings downwardly at the ends above the opening in the hollow portions L of
the grip frame and in these longitudinal grooves there are shafts 42 43 nod
movable cover plates 41 retain these shafts in place but allow them to be turned
and there are projecting from the lower ends of the vertical rods 00- crank pins
passing into crank arins 46 47 upon the respective shafts 42 43 and there are at the
ends of the shaft 42 crank arms 48 and at the ends of the shaft 43 crank arms 49
and these pairs of crank arms 48 49 pass down into the hollow portions of the grip
frame and such pairs of crank armis are slotted at their lower ends as shown in
Figs. 27, 28, 29 and the crank arms 48 act upon pins 50 in said hollow portions of
the grip frame and the crank arms 49 act on pins 51 projecting from the guide
blocks P through slots in the walls of the hollow portions of the grip frame 1, so
that when the vertical rod O is acted upon, the shaft 42 is rocked or partially
turned and the crank arms 48 acting upon the pins 50 in the grip frame 14, will
slide the said grip frame bodily and transversely in the end pieces K³ of the
frame so that the whole of the parts of the grip can be changed from one cable to
the other and it will be observed that the operation only can take place when the
grip has been disconnected from the cable and during this operation the ribs 33 on
the grip block N will slide in the grooves at 32 upon the H shaped lower end or
head piece of the plate 11 and as this operation only has to be performed
occasionally and when the car is standing still we make use of the lever Q sec
Figs. 22, 23 and 30 which lever is pivated at 56 upon the box (and passes
through the box and is provided with a spring latch or holding pawl 37 so that
after the rod ( has been raised or lowered to shift the grip bodily the parts will
be held by the spring pawl 37 and be in position for either one cable or the other.
In Figs. 27 and 28 the gripping mechanisin is shown in a position adapted to use
with the cable a and in Fig. 29 the parts are represented in the position they assume
after the lever Q has been acted upon to change the gripping mechanism bodily for
acting in connection with the cable a'.
The bar O is connected as aforesaid through the crank 47 rock shaft 43 arms 49
and pins 51 with the guide blocks Pand these guide blocks P receive the slide
blocks 41 upon the grip block N hence when the vertical rod () is pressed
downwardly the rock shaft 43 is moved and by the crank arms 49 the guide blocks P
are moved laterally upon the transverse slides 40 and in so doing the grip block N
can be made to assume the position represented in Figs. 28 and 29 to the other

page_text: parts of the grip and the position shown in Figs. 24 and 27 that is to say, in
Figs. 28 and 29 the grip block N is in the position for picking up the cable and in
Figs. 24 and 27 it is in the position for gripping the cable and upon reference
to Figs. 28 and 29 it will be seen that the grip block N can be moved aside from
beneath the gripping mechanism when the parts are in position for acting upon
either one cable or the other. Referring now to Fig. 23 it will be apparent that
through the agency of the har D2 and toggle levers D' and 12 the plate H can be
raised or lowered and when the bar D2 is pressed inwardly the lever D' acting upon the
stud 10 forces the plate H downwardly and carries the grip block N also downwardly
and this operation as performed relieves the cable from the action of the grip, but
the plate H is not forced downwardly enough to disconnect the rib 36 from the
groove 35 unless it is desired to drop the cable and by a continuation of the end
movement of the bar D' the plate H is forced down carrying with it the grip
block N until there is room for the cable to pass out laterally and at this moment
the end 60 of the lever D' comes into contact with the projection 61 upon the
vertical rod O2 and forcing this downwardly brings into action the rock shaft 43
and crank arms 47 and 49 that give motion to the pins 51 and the guide blocks I'
which guide blocks are moved laterally upon the transverse slides 40 and carry
with them the blocks 41 upon the grip block N and by this means the parts of the
grip block N are moved bodily from beneath the cable and these parts assume the
position shown in Fig. 28.
The end movement given to the bar D' and the movement of the toggle levers D1 12
ensure the proper downward movement of the plate H and the grip block N and these
parts cannot move further downwardly after the lower edge of the plate I rests upon
the part L of the grip frame and thereafter the end 60 of the lever D' acting upon
the projection 61 of the vertical rod 02 will compel the movement of this rod O' and
slide the grip block N laterally because the slot in the lever D¹ for the pin 10 is
sufficiently long to allow the lever D' to be moved in giving to the projection 61
and rod the necessary movement to slide the grip block N laterally as aforesaid,
and in order to move the grip laterally to hook it in beneath the cable that is to be
picked up, we make use of the lever R Figs. 22 and 23, having a spring 62 around
its axis, one end of which spring is attached to the lever and the other is fixed to
the bearing for the shaft 63 so that as the rod O is forced downwardly this
spring 62 is wound up, hence as soon as the pressure upon the bar D³ is relieved
so that the lever D' moves upwardly towards the stud 10 this spring 62 through
the lever R lifts the rod O2 and through the rock shaft 43 crank arms 47 and 49
the grip N is slipped laterally in beneath the cable so as to catch the same upon
its clamping surface 38 and this operation is promoted by the pulleys N' coming
into contact with the moving cable so that the moving cable rides over such pulleys
and into position and then the further movement of the bar D² and toggle
levers D' and 12 raises the plate H and lifts the grip block N bodily up into
position as indicated in Fig. 27 and the further movement grips the cable so that
the movement thereof is communicated to the car.
In this improvement the entire gripping mechanism may tend to rise in
consequence of the springs 6 being sufficiently powerful to lift the box C and
parts therewith connected. In this instance the bar 30 or 31 that projects at oue
side or the other of the grip device, will.come beneath stationary tracks in the
trench either level or inclined to regulate the position vertically of the gripping
mechanism as illustrated by dotted lines G Figs. 27 and 29.
If the springs 6 are not sufficient to lift the box C and parts carried by it, the
projection or bars 30 or 31 will ride upon the stationary track or incline to regulate
the position of the grip mechanism vertically. The bars 30 31 are rounding at the
ends to facilitate the sliding upon the stationary tracks.
The raising or lowering of the grip mechanism as a whole is especially advantageous
in connection with two cables passing around curves as heretofore described.
Upon reference to Figs. 21 and 24 it will be seen that the box C can be depressed
to any desired extent in lowering the apparatus to pick up the cable, as the hooking
с

page_text: -
ends of the levers E pass through the vertical slots in the slides that hold such
box (and the levers É being made in two parts the ends can be swing horizontally
sufficiently to unhook the ends from the box should it be necessary to do so to
entirely disconnect the grip mechanism and the counterpoise is sufficient to raise the
eable, the grip, the box and the parts therewith connected, the limit of movement
being the slots through which the book ends of the livers pass.
Having now particularly described; nd ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is,
First. The combination in a structure for underground cables, of the buck
stays A. the concrete at the opposite sides of the trench, the wrought iron beams. F
the stay bolts, the wedge bars upon the wrought iron be, the deck beams resting
upon the wedge bars and the slot rails connected at the ends of the deck beams,
substantially as set forth.
Second. The combination with the beams F of the wedge hats E the deck
beams D supported by the welge bars, the slot rails and the angle 1rices connecting
the slot rails and the deck beans, substantially as set forth.
Third. The combination with the slot rail and angle braces of the beams D to
which the angle braces are connected and the slot rail support 1. between the
beams D inving lips for supporting the outer edge of the slot ruils, substantially
as set forth.
Fourth. The imbination with the buck stays and stay bolts of the beams F
secured by the stay bolts, the concrete or similar material supporting the beams,
and the angle irons connecting the inner ends of the beams F and resting upon
the concrete and the lot rails and connections between the same and the beam F.
substantially as set forth.
Fifth. The combination in a trench cable structure, of the buck stays A the
cable wheels' and the separate pairs of bracket arms V and boxes extending
in opposite directions towards each other from the respective buck stays for
supporting the cable wheels, and a man-hole and removable plate provided in the
structure for giving access to the two cable wheels for removing or repairing either
one without disturbing the other, substantially as set forth.
Sixth. The combination with the buck stays and the frames upon the same
within the trench, of the arms and journal bearings V the cable wheels and their
shafts supported by such bearings and the guides Pabove the cable wheels and
extending out from the back stay frames for retaining the cable in position,
substantially as set forth.
Seventh. The combination with the buck stays and the two parallel cables in a
trench, of the cable wheels () ()' and the frames on the buck stays for supporting
the same and the guides between the buck stays and in the form of inverted.
yokes for keeping the cables separate and for preventing them becoming displaced,
substantially as set forth.
Eighth. The combination in a trench structure for two cables, of wheels for
supporting the cables side by side and parallel in the straight portion of the
structure, and wheels one above the other on the curved portion of the structure.
the inner cable upon the curve running continuously upon the upper cable wheels
as it passes around the curve, and the outer cable running continuously upon the
lower cable wheel of the curve, and a grip mechanism adapted to being raised or
lowered to the level of either cable on the curve, substantially as set forth.
Ninth. The combination in a trench cable structure, of two cables and their
supporting wheels upon the straight portion of the structure, cable wheels upon the
curved portion of the structure, placed one above the other so that the cable on
the inner side of the curve may be elevated above the cable on the outer side of
the curve, and a stationary inclined track for raising the grip mechanism and
enusing it to follow the elevated cable on the inner side of the curve, substantially
as set forth.

page_text: Tenth. The combination with the cable wheels 4 and 11 of the columns 9 the
buck stays and iron beams above and below the columns and the cross bearers
above and below the cable wheels and between the columns for supporting the axis
of the cable wheels, substantially as set forth.
Eleventh. The combination with the buck stays and the iron beams, of the
columns supported between such beams and buck-stays, the cable wheels and the
bearings for the axes of such cable wheels and the bar A supported by the frame
of the buck stay and adjacent to the lower edge of the wheel 11, substantially as
set forth.
Twelfth. The combination with the cable wheels 4 and 11 and the supports for
the same, of the bar below the wheel 11 and the frame of the buck stay for
supporting the same and the inclined track U between the cable wheels 4 and 11,
substantially as set forth.
Thirteenth. The combination with the wheels 4 and 11 and the supports for the
samme, of the track U between the wheels 4 and 11 and the deflector guard 25 above
the wheel 4, substantially as set forth.
Fourteenth. The combination with the curves of a cable railway and two cables,
of the guiding pulleys one above the other at the curves in which the cables arc
maintained continuously in position one at a higher elevation than the other, and a
single grip, changeable from one cable to the other, and adapted to being raised
and lowered to the level of the cable, substantially as specified.
Fifteenth. The combination with the wheels 4 and 11 and columns 9 of the
bearers 2, 10 and 12 and the movable cap pieces bolted to the bearers and serving
to connect the columns and bearers, substantially as set forth.
Sixteenth. The combination with the cables and the cable wheels () O' for
supporting the same within the trench, of the wheels 4 and 11 with which the
cables pass in contact at the curved portions of the track, a gripping mechanism
adapted to grip either one cable or the other and a stationary downwardly inclined
track, for carrying the grip mechanism and cable downwardly to the cable
wheels 11, substantially as set forth.
Seventeenth. The combination with the cables N N' and cable wheels 4 and 11
of the stationary downwardly inclined track G2 upon the side of the trench opposite
to the wheels 4 and 11, the guide rails P, Padjacent to such cable wheels 4 and 11
and a grip mechanism adapted to gripping either cable and travelling with the
same adjacent to one of the guide rails, substantially as set forth.
Eighteenth. The combination with the trench structure, the cable and the
supporting wheels for such cable, of a vertically moving grip mechanism and
automatic means for counterpoising the grip mechanism and raising the cable, a
stationary and downwardly inclined rail, and a projection upon the grip mechanism
to run under the stationary rail and depress such grip mechanism, substantially as
specified.
Nineteenth. The combination with two cables in a cable railway system, of a
supporting wheel upon a vertical axis and an inclined supporting wheel adjacent
thereto, such wheels being flanged substantially as specified for supporting the two
cables upon a curve in the same horizontal plane or nearly so as the cables travel
in their normal position, substantially as set forth.
Twentieth. The combination with two traction cables in a cable railway system,
of horizontal wheels on vertical axes and inclined wheels placed in pairs around the
curved portion of the track, for supporting the two cables in a horizontal or nearly
horizontal plane, and a grip mechanism capable of being raised and lowered, and a
stationary rail acting to depress the grip imechanism at the curved portion of the
track when such grip mechanism is connected with the outer cable, substantially as
set forth.
Twenty first. The combination with two cables in a cable railway system, of
supporting wheels in pairs adapted to retain the two cables at the same or nearly
the same level in passing around the curve, and a grip mechanisin adapted to
grasping either cable and moving in an elevated position when connected with the

page_text: inner cable upon the curved portion of the track, a supporting stationary rail
against which the grip mechanism travels when connected with either cable,
the grooves in the horizontal wheels having inclined surfaces for directing the
cable downwardly upon such wheels after the passage of the grip mechanism,
substantially as set forth.
Twenty second. The combination with the supporting pulleys (i and M and the
columns and frames for the same, of the stationary rail T above the upper edges of
the pulleys G the stationary rail U having a vertical and horizontal member, the
latter being notched adjacent to the pulleys M, supports for such rails, a grip
mechanism adapted to travelling in an elevated or depressed position and the
stationary rail S acting to depress the grip mechanism at the entrance of the curve
substantially as set forth.
Twenty third. The combination in a cable railway, of two cables, the supporting
pulleys and M in pairs around the curved portion of the track and receiving the
respective cables, the stationary rails T and U and the supporting wheels V upon
horizontal axes adjacent to the wheels G and M substantially as set forth.
Twenty fourth. The combination in a cable railway system, of cable supporting
wheels and M in pairs around the inner side of the curved track, the frames,
buck stays, and beams for supporting the respective parts, the slot rails and walls
forming the trench enclosure, such enclosure being sufficiently wide to leave a
passage way adjacent to the pairs of pulleys GM and the removable plates to the
inanholes, leading to such passage way, substantially as set forth.
Twenty fifth. The combination with the box (and means for supporting the
samme of the end plates K K and the frame K K³ supported thereby, the grip
frame sliding transversely in the end frames K³ the grip mechanism and the
plate for acting upon the same and the toggle levers D 12 and bar I) for
giving motion to the plate 11, substantially as set forth.
Twenty sixth. The combination in the grip mechanism, of a frame within the
trench and connected with the car for supporting the parts, a grip frame sliding
transversely in the supporting frame and carrying one member of the grip, a grip
block adapted to move vertically for clamping or releasing the cable and
mechanism for sliding the grip block transversely to drop or pick up the cable and
the actuating mechanism, substantially as specified, for giving motion to the
respective parts, substantially as set forth.
Twenty seventh. The combination with the box (and the supports for the same,
of the plate adapted to slide vertically within the box, the bar D² toggle
levers 12 for giving motion to the plate II the plates K K frames K² K*,
through which the plate I passes there being a head piece at the lower end of the
plate 11 the grip block N connected to the head piece of the plate H by horizontal
grooves and ribs, the grip frame L L within the frame K K and adapted to slide
horizontally, the rod (rock shaft and connections for moving the grip block
transversely and the mechanisin substantially as specified for moving the rod (
vertically in communicating the motion to the grip block, substantially as set
forth.
Twenty eighth. The grip block N having the grip bar N¹ and rollers N acting
beneath the cable, the grip frame 1. 1 grooved at 35 for the cable, the upper
member of the grip being connected to the frame and the lower member of the
grip being provided with suitable material at 38 the plate II and its hend piece
connected with the grip block by ribs and grooves and mechanism substantially as
specified for raising and lowering the plate 1 in applying or releasing the grip,
substantially as set forth.
Twenty ninth. The combination with the frame K² K³ of a grip frame sliding
transversely in the frame K K², the vertical rod ()' rock shaft 42 and crank arms
acting upon the grip frame to move the same transversely and a lever for giving
motion to the rod 0, substantially as set forth.
Thirtieth. The combination in a grip mechanism, of a grip frame, slides for
supporting the grip frame and mechanism for moving such grip mechanism bodily

page_text: upon the slides into position for grasping one of two cables, a grip hook and means
for raising and lowering the same to grip or release the cable, and slides upon
which the grip hook can be moved laterally to hook under the cable, or to move
from under and disconnect such cable, substantially as specified.
Thirty first. The combination in a grip mechanism, of a grip frame recessed
longitudinally on its under side for the reception of the cable, slides for supporting
the grip frame, and mechanisin for moving such grip frame bodily upon the slides
into position for grasping one of two cables, a grip hook and means for raising and
lowering the same to grip or release the cable and slides upon which the grip hook
can be moved laterally to hook under the cable or to move from under and
disconnect such cable, and means for raising and lowering the grip mechanism and
the frame holding the same bodily according to the level of the cable, substantially
as specified.
Thirty second. The combination with the gripping mechanism for the trench, of
the bars or plates passing between the slot rails, a box with the grip actuating
devices, wheels, axles and a frame supported by such axles, and a counterpoise
sufficient to lift the cable, the grip mechanism and the box to the maximum height,
substantially as specified.
Thirty third. The combination with the cable gripping mechanism, of a box
fitted to move vertically a counterpoise for the box and its connected mechanism, a
lever and connections for raising or lowering the box and the parts there vith
connected, substantially as specified.
13
J. H. PENDLETON.
C. TIERS.
A. BRYSON, JR.
By Brewer & Son,
Agents.
TAH
J. H. PENDLETON.
C. TIERS.
A. BRYSON, JR.
By Brewer & Son,
Agents.