IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS OR TRAMROADS AND IN THE MACHINERY ANDS EMPLOYED IN WORKING THE S
Year: 1881

page_text: 1
LETTERS PATENT to Francis Devooght, Architect, 20, Happart Street, of
Antwerp, in Belgium, for an Invention of IMPROVEMENTS IN THE
CONSTRUCTION OF RAILWAYS OR TRAMROADS AND IN THE
MACHINERY AND
PROVISIONAL SPECIFICATION left by the said Francis Devooght at the
Office of the Commissioners of Patents on the 9th September 1881.
14
FRANCIS DEVOOGHT, Architect, 20, Happart Street, of Antwerp, in Belgium.
IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS OR TRAMROADS, AND IN
THE MACHINERY AND APPLIANCES EMPLOYED IN WORKING THE SAME,"
DESCRIPTION.
The carriages are drawn on the rails by means of an ironwire or other cables
sliding on small wheels at the bottom of an horizontal tube laying between the
two rails. This tube has on the upperside a longitudinal cleft or gorge for the
sliding of the two hooks, which are placed on each carriage in the axis of the
gorge.
When this upperpart is groundlevelled it is covered with a striped plate, cutted
through in the length and in the midst by the gorge. One half on one side opens
on hinges to the outside all along the tube after taking away the screw which
fastens it. Cleaning or all other business may thus be made in the tube.
i
The gorge has an opening of 1, 2, 3, inches, according to the thickness of the
hook which has but justly to pass it. The narrowness of this gorge will allow to'
let it open in almost every application.
Should it however be desirable to close it, this would be done by an horizontal
plate, with springs or counterpoises sliding between the upperstriped plate and a
supporting one there under. These three superposed plates would occupy the
opposite side of the plates on hinges, and the sliding plate would be removed away.
by the hooks on passing of the carriage, and shut the gorge again in being driven
by the springs or counterpoises.
,

page_text: Eventually the tube may be entirely open on the upperpart and may self be
suppressed entirely in placing merely the small wheels and other engines on the
road so as may suit best. Preventing from derailments is than assured in guiding
the hooks between two appropriated rails laying in the midst, and forming gorge.
The two rails are maintained on place and fastened to the tube by iron bars
placed from distance to distance. These bars are fastened on the side of the tube,
above and under, to rejoin and be fixed on the rail which are laid with the usual
precaution to keep them in a perfectly parallel and following equidistant position.
The cable is moved by fixed steam, waterpressing, or other engines placed from
distance to distance all along the road. It has a regular and not interrupted
moving, and a sufficient tension is assured by steam, waterpressing, or other
tensioners. When a cable breaks through, the tensioner immediately stops the
engines.
Small wheels are placed everywhere where the cable rubs against any thing.
The carriages have each two hooks (one for going and one for coming back) of
appropriated form and required solidity, passing under the way in the tube.
These two hooks are guided in the gorge of the tube, and thus render every
derailment impossible. Besides the required rubsmall wheels they have horizontal
small wheels, whereon the moved cable slips away and may be pressed, pressed to
a certain degree, or relaxed entirely by means of a handle and its accessories, so as
the conductor wants to advance with the full cable speed, or less quick, or stop.
The same handle by relaxing the cable presses the from to stop.
The hooksbearing beam is guided in groves, and pressed between two springs in
order to prevent from shocks by starting.
When a cable has to leave the hook it is first relaxed and then leaded in another
direction than that which is followed by the hook, either aside or under the tube
as it may suit best. When a cable has to be laid on the hook it is brought there
by an opposite moving.
By want of attention of the conductor an advertiser placed in the tube itself
assures the relaxement of the pressing at the very instant the cable has to leave
the hook.
The distance between leaving and returning of the cable in the tube or tubes is
always short enough, so that the carriages may cross it by the merely rolling force
obtained in the very moment the advertiser relaxes the cable. Should it be
possible, and this must be very exceptive, that the disposition of the ground would
not admit of it, than the carriage may-be-driven-without-stopping by a mechanical
driver, or slided by an axiliary cable with balls engaging in a moveable foot
placed or to be placed on the hook of the carriage.
The length of a cable is unlimited, even so as the number of fixed machines that
move it, and which varies accordingly to the power of those machines, the number
and weight of carriages, length and weight of cable, number and degree of curves,
mountings, and descents, etc.
The machines of required power are placed either at the head of the line or
intermedial, or on the crossings, or at the bottom and top of mounting lines, and
as it may be convenient, and the service may require on the road, under 'the road,
or in the neighbouring houses, etc.
The number of carriages on a road is unlimited, but in proportion of the power
and strength of machines and cables.
To assure the outwatering of the tube by bringing it into communication with the
common sewer or ditches where it is necessary.

page_text: Fig. 2, transversal sectional view of a tube with the two hooks of a carriage
approaching; the cable is lead out of the tube on the right.
Fig. 3, plan of this tube, and the book on the height of the small cable wheel.
Fig. 4, longitudinal sectional view of this tube and hook.
Fig. 5, hook with the foot out.
Fig. 6, plan of the hook at the heigth of the advertiser.

page_text: v, stock joining the facing plates in the closen tube of a crossing by passing of
the hook in the other open tube.
w, grappling plates.
x, stockaway driving turning on o, driven away by the hook, and set out by the
spring.
y, cylinder of the steam engine..
2, admission regulator commanded by the stock G turning on o.
A, returning wheel with sliding gorge.
B, leather string for transmission.
C, cart, bearing two.
D, wheels with sliding gorge.
E, guidings of the cart.
F, steam cylinder of convenient length, whose, stock is fixed on the car of the
tentioner, steam regulated by the mecanician.
G, stock driven against the cylinder F through the cart C after the breaking of
the cable, and thus cutting the steam communication of the cylinder y.
H, handle of the conductor.
I, trein.
J, little chain of the pressing block with intermedial triangle and stocks.
K, springs of the carriage.
L, foot sliding in his o for pressing the ball cable.
M, ball cable.
N, steam cylinder of convenient length.
P, stock commanded by the forehook of the carriage opening.
Q, the steam communication with the cylinder of the driver by intermedial
of the
R, spring stock, which closes the steam communication in setting up the stock P
as soon as the
Ș, needle returns back to the cylinder, which is done immediately after it ends
his outcourse by the usual excentrique of a steam engine. This needle is guided
on rails, and bears a
T, driver turning on o. This driver is driven in by the hook of the carriage and
set out by a spring.
U, returning wheel, with bitting or gliding gorge moved by the cable. It has
on its axos a smaller wheel according to the speed to be given to the ball cable.
V...returning wheel placed at the bottom of a mounting line to withhold the
cable in due position when it still continues, that is to say, when there-the-cable-is-
not the head of a line on a moving machine. On the axis of this wheel. V
eventually a smaller wheel for a ball cable.
W, foot handle.
✗, counterpoise of greater weight than the foot, including rubbing, commanded
by the handle stock W by intermedial of a triangle.
Y, hooksbearing beam, guided in groves and pressed between two springs in
order to prevent the shock of starting.

page_text: "
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Francis Devooght in the Great Seal Patent Office on the
8th March 1882.
FRANCIS DEVOOGHT, Architect, 20, Happart Street, of Antwerp, in Belgium.
"IMPROVEMENTS IN
THE CONSTRUCTION OF RAILWAYS OR TRAMROADS, AND IN
THE MACHINERY AND APPLIANCES EMPLOYED IN WORKING THE SAME."
The object of iny Invention is,-
First. To dispense with the locomotives, horses, and all other encumbrances
heretofore used for drawing carriages and vehicles of all kinds on rails, railways,
tramroads, and the like, especially where the carriages are required to follow each
other in large numbers, and as regularly as possible, both in the interest of the
public and the companies proprietors or working companies.
Secondly. To render derailment of the carriages impossible.
.I obtain these results by a system of traction, by endless cables constantly and
regularly.driven or actuated by machines fixed at the head or all along the road.
Each and every carriage acting independently from the preceding and following
ones can be connected with or disconnected from the traction-cable in the manner
hereinafter described, as found requisite. Under each carriage and in the centre
line of the road are fixed two hooks of suitable form, on the one of which the driven
cable may be pressed or allowed to run free, according as the carriage is required
to advance or to stop. These two hooks, placed each before an axle of the wheels
of the carriage, are guided between two suitable rails, or in the narrow longitudinal
slot of a tube placed in the centre line of the road between the two ordinary rails,
and being thus guided prevent the carriage from getting off the rails.
And in order that my said Invention may be fully understood, I shall now
proceed more particularly to describe the same, and for that purpose shall refer to
the several Figures on the explanatory Sheets of Drawings hereunto annexed, the
same letters of reference indicating corresponding parts in all the corresponding
Figures.
Fig. 1 of my Drawings is a cross section of a tube with the two hooks of a
carriage coming out of a curvature on the left and receding. The cable is led out
of the tube on the left.
Fig. 2, cross section of the tube with the two hooks of a carriage approaching,
the cable being led out of the tube on the right.
Fig. 3, plan of this tube and the hook at the heigth of the small cable wheel.
Fig. 4, longitudinal section of tube and hook.
Fig. 5, hook with the foot out.
Fig. 6, plan of the hook at the heigth of the advertiser.
Fig. 7, plan of a bifurcation with the working of plates.
Fig. 8, plan of a crossing with the working of plates.
Fig. 9, section of this crossing.
Fig. 10, cylinders and driving wheels moving the cable.
Fig. 11, section of these machines.
Fig. 12, plan of a steam tension appliance.
Fig. 13, section of the same.
Fig. 14, plan of two carriages passing each other in opposite directions.
Fig. 15, longitudinal section or side view of the said carriages.
Fig. 16, cross section of the same carriages.
Fig. 17, steamdriver for crossing.
Fig. 18, section of the same.
Fig. 19, plan of a terminus.
Fig. 20, side view of the same.
Fig. 21, plan of a gradient and guide-pulleys.
Fig. 22, side view of the same.

page_text: Fig. 23, plan of a gradient and guide-pulleys moved by an intermediate machine
acting on a cable.
Fig. 24, side view of the same.`
Fig. 25, plan of the road.
The carriages are drawn on the rails by means of an ironwire or other endless
cable or rope (shown in heavy black lines) constantly moved, and sliding on small
wheels d (see Figs. 1, 2, 3, & 7, and shown also on the road in Fig. 25), these
wheels being at the bottom of a horizontal tube (see Figs. 1, 2, 3, 4, 7, 14, 15)
lying between the two rails of the line. This tube has on the upper side a longi-
tudinal cleft or slot (see Figs. 1, 2, 6, 8, 9, 25) between the plates e on one side and
the plates f, g, i, on the other side for the sliding of the two hooks (see Figs. 1, 2,
3, 4, 5, 6, 8, 9, 14, 15, 16) that are placed on each carriage in the axis of the
slot which is guiding the two hooks.
.
When this upperpart of the tube is level with the ground it is covered with
striped or roughened plates e & ƒ (see Figs. 1, 2, 4, 9), separated longitudinally and
in the centre by the slot. One half e (see Figs. 1 & 2) on one side opens on
hinges to the outside, all along the tube, after removing the screws which fasten
the plates. Access is thus afforded to the tube for cleaning or any other
purpose.
The slot has an opening of one, two, or three inches, according to the thickness
of the hook (see Figs. 1, 2, 6, 7, 8, & 9) between the plate e and the plates f, g, i,
which hook should just pass along freely. The narrowness of this slot will admit
of its being left open in almost every application.
Should it however be desirable to close it this would be done by a horizontal
plate with springs or counterpoises g (see Figs. 1, 2, 4, 7, 8, 9) sliding between the
fixed upper striped plate f (see Figs. 1, 2, 4, 9), and a fixed supporting one i
beneath it (see Figs. 1, 2, 4, 9). These three superposed plates f, g, i, (see Figs. 1,
2, 4, 9) would occupy the opposite side of the plate on hinges e (see Figs. 1 & 2).
The plate fis fixed with one side on the border of the tube, and with the other
on the bolt h, fixed itself in the plate i, leaving between the plates fand i the
necessary width for removing the sliding-plate g which has the required openings
so as not to obstruct the bolts h. The sliding-plates g are connected together by
pins (see Fig. 7) so as to present always a smooth, equal, aud uninterrupted line
in order to be removed out of the slot by the hooks on the passing of the carriage
(see Figs. 1, 2, 7, 8, & 9). After the passing of the carriage the sliding-plates are
driven into the slot by the springs or counterpoises (see Figs. 7 & 8). The s
between the two rails of a line is left entirely open in the carriage shed or house
over the holes where the hooks and their mechanism are to be examined. The
width of this opening diminishes by degrees till it is equal to the width of tube
and slot. The first sliding-plates by coming in or last sliding-plates by going out
of the line do not entirely close the slot there, but retire by degrees from it till
behind the imaginary line followed by the hook, in order to prevent the jarring of
the hooks and to secure their smooth passage.
e.space
If desired, the tube may be entirely open on the upperpart, and may be dispensed
with completely by merely placing the small wheels d and other appliances on the
road, as may be found most suitable. Prevention of derailment is then assured by
guiding the hooks, which are somewhat lengthened below and suitably adapted
therefor, between two suitable rails lying in the centre and forming a slot.
The two rails of the line are maintained in place and fastened to the tube by
iron bars (see Fig. 16) placed at suitable distances. These bars, two on each, side,
are fastened on the tube, one above, the other below, and rejoin on the rails,
which are laid with the usual precaution in order to maintain the proper guage.
The cable is driven by fixed steam, hydraulic, or other motive power engines.
t is a driving wheel with gripping groove and cap. (see Figs. 1, 2, 23, 24), and
actuating cylinders on the road (see Figs. 10, 10 & 11) placed at suitable distances
along the road. The motion of the driving wheel t. may be transmitted to a
grooved wheel fixed on the axle of the smooth grooved wheel or guide-pulley

page_text: provided with cap A2 on the opposite side of the road by means of a leather:
strap B (see section of the machinery on the road). The cable has a regular and
uninterrupted motion, and is maintained at a sufficient tension by steam, hydraulic,
or other tension appliances (see Figs. 12, 12 & 13), as will be readily understood.
The tension appliance may consist of a sliding carriage C, guided in its cross-head
guides E, and bearing two wheels or guide pulleys with smooth grooves D provided
with caps, and round which the cable is rolled after passing round the wheels or
guide-pulleys with smooth grooves and caps A, and round the wheels t and A³; also
of a steamcylinder F of convenient size, in which the pressure is regulated by cocks
under control of the engineman. In this cylinder is moving a steampiston, on which
the pressure is acting only on the one side facing the sliding-carriage, which is
connected to the piston-rod.. The pressure on the piston tends to drive the sliding-
carriage against the cylinder F, and consequently assures the tension of the cable..
When a cable breaks, the pressure on the piston no longer meets the resistance of
the cable and drives the sliding-carriage, and maintains it against the cylinder F.
By this motion the sliding-carriage draws the lever G, moving on its fulcrum o,
shuts the safety valve z placed on the feedpipe to the cylinder y, and thus stops
the driving wheel t; consequently when a cable breaks the tension appliance
immediately stops the engine.
Anti friction wheels or rollers b (see Figs. 1, 7, 25) are placed at every point.
where the cable would otherwise rub or be liable to friction.
The carriages are each provided with two hooks, one for travelling in one
direction, and the other for returning, these hooks being of suitable form and of
the requisite strength, and well supported on all sides by side-pieces, and passing
under the way in the tube (see Figs. 1, 2, 3, 4, 5, 6, 8, 9, 14, 15, 16). These two
hooks are guided in the slot of the tube (so as to render derailment of the carriages
impossible) between plate e and plates f, g, i, (see Figs. 1, 2, 7, 8, 9). Besides the
required anti friction wheels a (see Figs. 1, 2, 3, 4, 6, 8, 9), they have horizontal
small wheels c (see Figs. 1, 2, 3, 4, 5) on which the cable travels, and may be pressed..
to a certain degree or loosened entirely by means of a crank handle H (see Figs. 14,
15, 16), according as the conductor may require to advance with the full speed of
the cable, or at a slower rate, or to stop entirely. A small double grooved pulley
is fixed at the lower end of the rod of the crank handle. In the one of these grooves
is secured the small chain J of a horizontal link connected to a bell crank placed
alongside the hook. This bell crank transmits the motion to the vertical link n,
fastened to the small chain m of the advertiser and to the bell crank p, joining the
pressing block q by the link (see Figs. 1, 2, 3, 4, 14, 15, 16). The same crank
handle H by freeing the cable puts on the brake I of the wheels of the carriage by
winding up the small chain of the brake rod in the other groove of the pulley, and
in an opposite direction to the small chain J of the pressing block, and vice-versa
(see Figs. 14, 15, 16)..
Above the ordinary bearing springs K (see Figs. 14, 15, 16) of the carriage the
beam which carries the hooks is guided in groves, and pressed between two
buffing and draw springs in order to prevent the shock of starting (see Y in Figs.
14, 15, 16).
The hooks have cable removers 8 (see Figs. 1, 2, 4, 15) for the purpose of moving
out of the way any cable to be crossed when not clear, which may occur but very
seldom, as the cables lie just there lower than elsewhere. (The crossing of the
double line is shown at Fig. 25°. In the section the upper dotted line shows the
ideal line followed by the cable when on the small wheel c of the hook, and
the lower dotted line shows the ideal line followed by the cable on the rollers d
at the bottom of the tube).
When a cable has to leave the book it is first released by the conductor moving
the crank handle H and lifted over the low end of the hook, and then led in
another direction than that which is followed by the hook, either to one side, or
out, or at the bottom of the tube, suitably enlarged when necessary, as it may suit
best (see the cable leaving before the driving wheels-t in the machinery on the

page_text: road, and in Figs. 1 & 2; also before the wheels V above, and A³ below in Fig. 21,
before the wheel A³ in Fig. 22, before the wheels A³ above and Vt below in
Fig. 23, and before the wheel V in Fig. 24). When a cable has to be laid on the
hook it is brought there by an opposite movement (see the cable returning behind
the wheels A' in the machinery on the road; also behind the wheels A³ above and
V below in Fig. 21, behind the wheel V in Fig. 22, behind the wheels V* above
and A³ below in Fig. 23, and behind the wheel A³ in Fig. 24).
In case the conductor should fail to release the pressure in due time, an advertiser
(see fixed barj in the tube, and the table k with the lever on the hook in.
Figs. 1, 2, 4, 6, and the fixed bars; on the road about one to two or more yards
before arriving at the wheels t; also the fixed bars j before arriving at the wheels V
above and A³ below in Fig. 21, at the wheel A³ in Fig. 22, at the wheels A³ above
and V below in Fig. 23, and at the wheel V in Fig. 24) placed in the tube itself
assures the releasing of the pressure (see p, r, q, in Figs. 1 & 2) at the very instant
the cable has to leave the hook. The advertiser is composed of the fixed advertising
bar placed in the tube along the road where necessary. The remainder of the
mechanism is on the hook, namely k, table of the advertiser, wherein is a small
opening between two rollers through which a small chain m of a certain length passes,
fastened above on the pressing link n.
The other end of the chain m is fastened
under the table k on the lever l, which has its fulcrum on its center. The length
of the chain m is so calculated that it shall be in a state of tension when the cable
is pressed by the pressing block q (see Figs. 4, 6, and forehook in Figs. 1 & 2).
The lever stands then with the fastening point of the chain m exactly under the
opening of the table, whereas the other end is so disposed under the table as to
meet every advertising bar j placed on the road (see Figs. 1, 2, 4, 6). When the
forehook (see Figs. 1, 2, 6,) advances, the lever l is brought in contact with the
advertising bar j fixed in the tube and driven under the table k. The opposite
side of the lever / drags the chain m for about 1 to 2 inches under the table,
lowering to the same extent the pressing link n with all its mechanism, and thus
releasing the cable, at the same time forcing back the pressing block q for 1 to 2
inches. The conductor has his hand constantly on the crankhandle, just as a
coachman constantly holds the reins of his horses, so that by the slightest shock of
the advertiser, and even instinctively, he will not only not retain the crankhandle
but will moreover assist in releasing the pressure, which is however unnecessary.
The pressure on the cable by the pressing block 7 is maintained by the conductor
by means of the crankhandle H, and when he releases it the pressure is removed.
Should the pressure not be strong enough, or should the retaining of the pressure
be too laborious when the small chain J is merely rolled on the small wheel of the
crank handle H, then this small wheel may be transformed into a pinion of a toothed
wheel of greater diameter with grooves of less diameter, and on those would be
rolled, always in an opposite direction, the small chain J and the small chain of the
carriage brake L.
The distance between leaving and returning of a cable in the tube or tubes is always
short enough, so that the carriages may cross it by the mere momentum obtained at
the moment the advertiser releases the cable. The distance to be run over the road
crossing a double road (see 25º), and the distance to be run over the road crossing a
single road (see 25b) is from about one to two yards in front of t, up to about one
to two yards behind A2 following the road, going and returning. From about one to
two yards or more, before and behind, to leave the cable before the driving wheel t,
and to take the other cable behind the returning wheel or guide-pulley A².
Should it happen, which is very unlikely, that the carriages are not able to
reach the next cable, then they may be driven without stopping by a mechanical
driver (see Figs. 17 & 18). This mechanical driver is composed of a steam-
cylinder N of a length equal to about the distance to be run over, and in which is
moving on both sides, and regulated by the ordinary eccentric of a steam engine, a.
piston with its rod connected to the needle s guided on rails. On the needle 8 is
a driver T moveable on o. On the steampipe to the cylinder is a valve Q regulated

page_text: by the lever P, connected by links to the springlever R and to the valve Q. The
Drawings shows the needle at the end of its outcourse after driving over a carriage
whose hindhook is seen in front of the driver T. The working of the eccentric
will now get in the needle s against the cylinder N by dragging at the end of its
backcourse the springlever R, and at the same time brings the lever P on its dotted
line and shuts the valve Q, which so cutts of the steam and stops this engine till
another carriage comes over. The forehook of this arriving carriage pushes the
driver T in the needle s. As soon as passed, the driver T is set out again by the
spring. On the passing of the hindhook the driver T is pushed in and set out
again. The forehook is that on which lies the pressed cable, and which is always
the first in the direction of the moving. As soon as the forehook reaches the
advertiser the cable is released, and it reverses the lever P, bringing the spring-
lever R into position for the returning of the needles and opening the valve Q.
Immediately the steam, suitably regulated, pushes the needle 8, whose driver T
pushes the hindhook of the carriage till the end of its outcourse, the forehook is
then engaged under the other cable to go on, whilst the needles is pushed against
the cylinder N waiting on a following carriage.
When the distance to be run over without cable is too long, instead of the
mechanical driver there may be employed an auxiliary ball cable M (see Figs. 19;
20, 21, 22, 23, 24), moved by the main cable by means of two wheels U & U² (see
Figs. 19 & 20), and V & V2 (see Figs. 21, 22, 23, 24), one with smooth or biting
groove for the main, and the other for the auxiliary cable, both on the same axle.
The auxiliary cable follows the ideal line of the hooks, whilst the main cable is led
out or on the side of the tube. A foot L (see Figs. 4, 5, 7, 8), gliding in its cross-
head guides is than fixed on the side of the forchook behind, held up by a
counterpoise X (see Fig. 14) and pushed down by means of a crank handle W (see
Figs. 14 & 16), till the ball cable M is engaged in the lower notch of the foot L (see
Fig. 5). The foot releases itself automatically from the ball cable M when the
latter rolls round the wheels or pulleys A; or by loosing the crank handle W the
foot is raised again by the counterpoise X. A reduced speed may be given to
the ball cable M by the difference in diameter of the two wheels on the same axle.
On the crossings the slot in the tube may remain open, the plates g removing
and approaching by degrees so as to ensure the smooth entrance and exit of the
hooks. When the slot is to be closed, the breaking off of the plates g is remedied
by grappling-plates w (see Figs. 8 & 9). These plates have a pin v entering a
corresponding opening of the facing plate g in the closed slot of a crossing. The
working of the pin v is regulated by the pin removers & moving on o, driven in by
the hooks and set out by the springs after the passing of the carriages.
On a steep road the actuating engine is placed at the bottom of the gradient to
hold the cable along the way, and to prevent it from being stretched across it.
When the road is very steep up and down, so that short rising and falling gradients
follow each other very closely, an engine is to be placed at the bottom of every
gradient. When this is not practicable and a more or less long cable is to be used,
holding wheels or guide-pulleys V & A³ (see Figs. 21 & 22) are to be placed in
each angle formed below by the rising and falling gradients. The cable is rolled
round these wheels which are placed out or on the side of the tube, so that the
cable follows exactly the line of way.
When the distance between leaving and
returning of the cable in the tube cannot be crossed by the carriages through mere
momentum obtained at the moment the advertiser j releases the cable, au
auxiliary ball-cable M is to be employed.
Holding wheels or guide-pulleys A³ & Vt (see Figs. 23 & 24), moved by an
intermedial engine can be used when it is necessary or where the cable is a very
long one.
When a road terminates in a small thoroughfare or street or otherwise, so that
an engine cannot be conveniently placed, a holding wheel or guide-pulley U (see
Figs. 19 & 20), whereon works at U an auxiliary ball cable M with a convenient
speed is to be placed at this terminus.