IMPROVEMENTS IN CABLE TRACTION STREET RAILWAYS AND IN AND CONNECTED WITH APPARATUS FOR PROPELLING VEHICLES THEREON
Year: 1881

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane, in the
County of Middlesex, Patent Agent, for an Invention of "IMPROVEMENTS IN
CABLE TRACTION STREET RAILWAYS AND IN AND CONNECTED WITH APPARATUS
FOR PROPELLING VEHICLES THEREON." A Communication from abroad by
Charles Wiggo Rasmusen, of Chicago, in the County of Cook, State of Illinois,
United States of America.
No text detected.

page_text: of less width are separated by a narrow space which constitutes a slot that is
continuous with the tube. The intermediate ribs serve as track or rail supports
for the small wheels of trucks that carry the endless wire ropes constituting the
double traction cable that propels the cars, that is to say, the endless ropes are
placed side by side and run on drums that are placed either at the ends of the
road or any other required distance apart and rotated by a steam engine or other
motor, so that the cable as a whole travels constantly in one direction (although
one half of it necessarily moves in the opposite direction to the other half and
through the tube of the neighbouring track of the same road). The drums will
have peripheral grooves or else rows of cavities to receive the wheels, so that the
ropes will bear on the drums and the wheels be relieved of strain. The wheels are
journalled on short axles having detachable and adjustable clamps through which
the wire ropes pass, and by which they are firmly secured and held separated
nearly the distance of the space between the wheels. The latter are constructed
with a tread and flange like ordinary car wheels to prevent them from becoming
detached from the ribs on which they run. And for the same reason the diameter
of the body of the wheels is nearly the same as the distance between the ribs and
the under side or base of the top flanges of the tube, so that the wheels can have
no vertical movement or at most but a very slight one. In place of this arrange-
ment of the wheels I may construct them with concave treads and arrange them
horizontal or nearly so, thus attaining the same result, to wit, preventing displace-
ment of the trucks. By this construction and arrangement of the tube and cable
trucks, the cable is supported and carried along steadily and with comparatively
little friction.
To enable the cables to pass around curves as easily as practicable the ribs or
flanges constituting the track on which the trucks run are placed relatively to each
other in diagonal position.
To some of the truck axles I hinge a pendant metal plate which serves as a
scraper or clearer for removing from the tube accumulations of snow or other
obstructing material that may fall through the slot in the same, man holes being
provided at suitable intervals in the tube to receive the material collected by the
clearer. Springs are applied on each side of the clearer to hold it normally vertical,
and yet allow it to yield or turn on its hinge in case one of the arms of the
propelling wheels chances to strike it at an oblique angle. preferably roughen
the upper surface of the tube to prevent horses' feet slipping thereon. I also
propose to have the lapping portions of the base flanges constructed to interlock,
so as to prevent the longitudinal parts tipping or turning outwards. The said
parts will be secured together by bolts passing through the base.
I will now describe the apparatus which is attached to the underside of the cars
In
for connection and disconnection with the cable and also for braking the car.
the first place it is to be understood that the transporting wheels of the car are fast
on their axles and otherwise constructed and arranged in the usual way. On each
axle at the middle of its length is loosely mounted a rimless propelling wheel, that
The latter
is to say, a wheel composed of a hub having radiating spokes or arins.
may be arranged to slide in radial sockets in the hubs of wheels, and spiral springs
be placed in such sockets behind the spokes, so that the latter will yield in case
they should strike on one of the truck axles or other object. I also propose to
place caoutchouc in the enlarged sockets of wheel so that it will surround the
spokes. The spokes will thus be adapted to yield laterally as required to facilitate
turning a curve. In other words the spokes will yield laterally when there is any
unevenness or inclination of the track, thereby lessening friction and wear of the
parts. Metallic springs may obviously be substituted for caoutchouc with the
same effect.
To prevent the ends of the spokes from striking on the top of the tubular rail
before entering the slot, as they tend to do more particularly when passing around
a curve, I employ a yoked guide consisting of two arms, which are either made of
flexible material or else attached to the hubs of the spoke wheels in such a manner

page_text: as to give them some flexibility in a lateral direction. To the ends of said arms
are journalled small wheels whose peripheral rims or flanges run in the slot of the
centre-rail and guide the spokes of said wheel into the same, and thus enable the
slot to be made narrower than would be otherwise practicable. The arms of the
propelling wheel may be curved to better adapt them to engage the truck axles.
The respective propelling wheels are prevented from movement end wise of their
axles by means of clamping collars. The spokes or arms are of sufficient length to
enable them to project down through the slot in the tube and engage the axles of
the cable trucks, and they are made as thin as practicable, so that the slot in the
tube may be made correspondingly narrow.
It is obvious that if the cable travels in one direction and the propelling wheels
be locked so that rotation is prevented, the car will be propelled at the same rate
as the cable travels, since the spoke or arm that rests against the truck axle
constitutes for the time being a fixed attachment of the car.
Cor
the cables cannot be carried across swing or draw bridges I propose to
uct the rails on which the cars run over such bridges with a longitudinal
incl....tion from each end of the bridge to the other end thereof, so that the cars
will acquire increased momentum and passing over one end of the bridge, and be
thereby enabled to pass over the remaining portion and beyond the bridge, where
another travelling cable will carry them forward. It will be understood that
there are two tracks across the bridge and sloping in opposite directions. There
will be a groove equidistant between the rails for the spoke wheel to pass in.
The means for locking the propelling wheels are in the nature of friction brakes
whose primary elements are a lever and flexible metal bands that work on friction
hubs of the propelling wheels. The lever is pivoted to the car bottom equidistant
between the axles and arranged transversely. Each friction band is attached to
said lever at points on opposite sides of its fulcrum, and each end of the lever is
connected by a rod and chain with winding posts at the ends of the car, such
winding posts being provided with band wheel and pawl and ratchet for locking
them when the car is in motion. By rotating either post the lever will be shifted
in position and the friction brakes applied so as to lock the wheels rigidly and
effect the propulsion of the car. And if it be desired to arrest the car, such winding
post is released and turned the other way, which has the effect of applying the
brakes to the car wheels. It will be noted that the wheels are locked, as described,
so that they cannot rotate but without preventing rotation of the axles therein by
reason of the great difference in the area of the respective frictional surfaces, and
the difference in leverage which is in the ratio of the diameters of the wheel hubs
and axles respectively. Hence a comparatively slight amount of friction on the
periphery of the wheel hubs is sufficient to lock the wheels by overcoming the
friction of the axle with the hubs. I employ the old form of brake beams, except
that they are bent at each end to allow space for the operation of the propelling
wheels, and I connect them with the lever by rods which are attached at the same
points as the friction bands, and from the respective ends of the lever brake rods
and chains extend to a winding post. The chains are however wound on the post
in reverse direction, so that when a post is rotated in one direction to apply the
friction bands and lock the propelling wheels in order to produce propulsion of the
car, the other chains will be slackened correspondingly and the brake beams let off
the running wheels, and vice versa, the reverse rotation of a winding post applies
the brakes and simultaneously releases the lock of the propelling wheels, so that the
car is promptly arrested; thus the mechanism for starting and stopping the car
are combined and operated simultaneously and by the same means or mechanical
agent.
I propose to lay a small steam pipe in the tube for the purpose of melting snow
or ice therein if necessary. In place of a double cable in some cases a single cable
may be employed.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Alexander Melville Clark in the Great Seal Patent Office on the
11th April 1882.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of
Middlesex, Patent Agent. "IMPROVEMENTS IN CABLE TRACTION STREET RAIL-
WAYS AND IN AND CONNECTED WITH APPARATUS FOR PROPELLING VEHICLES
THEREON." A communication from abroad by Charles Wiggo Rasmusen, of
Chicago, in the County of Cook, State of Illinois, United States of America.
This Invention relates to improvements in the class of street railways in which
the cars are propelled by means of endless travelling wire ropes or cables arranged
and travelling in a tube or tubular centre rail laid between the ordinary track or
running rails.
The improvements pertain to means for locking the cars to the travelling cables
or ropes for propelling them, and also for releasing the cars when it is desired to
arrest their motion. The cables or ropes are carried on trucks whose wheels run
on flanges or ribs of the tubular centre rail and pass around rotating drums or
large pulleys located at the ends of the road (or at points which are a less distance
apart), the drums being rotated by any suitable power, and the endless cable
The Invention also includes
thereby caused to travel at the required rate of speed.
other features which will be hereinafter set forth.
In the accompanying Drawing forming part of this Specification Figure 1 is a
sectional view showing the tube or tubular rail in which the cable runs, and a car
bottom having the improved mechanism applied thereto for connecting it with
said cable; Figure 2 is a plan view of the double cable and trucks attached thereto;
Figure 3 is a plan view of the car bottom and attached mechanism inverted;
Figure 4 is an end view of the car and sectional view of the track; Figure 5 is an
enlarged cross section of the double cable; Figure 6 is a sectional view of the
spoked wheel; Figure 7 is a sectional view showing the spoke wheel guides whose
rollers run on the centre rail; Figure 8 is a cross section of the hollow centre rail
showing its construction on curves.
Each
The rails A, A, on which the transporting wheels B, B, of the car C run are
constructed and laid in the usual way. Equidistant between them is placed the
tube or centre rail D, which is preferably laid on the same cross ties that support
the sleepers of the track rails A, A, and whose upper side is on a level with the
latter as shown (Figure 4). The different sections of the tube D are divided
lengthwise or constructed of two like parts for sake of economy in manufacture
and convenience in handling, or laying the rails, and repairing the road.
part or half of such tube D is constructed with continuous horizontal top and
bottom flanges a¹, a³, and an intermediate rib b, all of which are formed on the
inner side of such parts, so that when the latter are placed together in the required
relation, as shown in Figure 4, the base flanges a² abut or preferably lap, and the
top flanges a¹ being of less width are separated by a narrow space which
The ribs b serve as track or
constitutes a slot that is continuous with the tube.
rail supports for the small wheels E of trucks that carry the endless wire ropes F, F,
constituting the double traction cable that propels the cars, that is to say, the
endless ropes F are placed side by side and run on drums (not shown) that are
placed either at the ends of the road or any other required distance apart and
rotated by a steam engine or other motor, so that the cable as a whole travels
constantly in one direction (although one half of it necessarily moves in the
opposite direction to the other half and through the tube of the neighbouring
track of the same road. The drums will have peripheral grooves or else rows of

page_text: cavities to receive the wheels E so that the ropes E will bear on the drums and
the wheels be relieved of strain. The wheels E are journalled on short axles H
baving detachable and adjustable clamps I' (Figure 5) through which the wire
ropes F, F, pass, and by which they are firmly secured and held separated nearly
the distance of the space between the wheels E. The latter are constructed with
a tread and flange like ordinary car wheels to prevent them from becoming detached
from the ribs on which they run, and for the same reason the diameter of the
body of the wheels E is nearly the same as the distance between the ribs b and
the underside or base of the top flanges a' of the tube D so that the wheels can
have no vertical movement, or at most but a very slight one. In place of this
arrangement of the wheels E I. may construct them with concave treads and
arrange them horizontal or nearly so, thus attaining the same result, to wit,
preventing displacement of the trucks. By this construction and arrangement of
the tube and cable trucks the cable is supported and carried along steadily and
with comparatively little friction. To enable the cables to pass around curves as
easily as practicable, the ribs or flanges constituting the track on which the trucks
run are placed relatively to each other in diagonal position, as shown in Figure 8.
To some of the truck axles I hinge a pendant metal plate G (Figures 1 and 5)
which serves as a scraper or clearer for removing from the tube D accumulations
of snow or other obstructing material that may fall through the slot in the same.
Man holes will be provided at suitable intervals in the tube D to receive the
material collected by the clearer. Springs c are applied on each side of the clearer
to hold it normally vertical and yet allow it to yield to or turn on its hinge in
case one of the arms of the propelling wheels chances to strike it at an oblique
angle. I preferably roughen the upper surface of the tube D to prevent horses'
feet slipping thereon. I also propose to have the lapping portions of the base
flanges a constructed to interlock so as to prevent the longitudinal parts tipping
or turning outwards. The said parts will be secured together by bolts (not shown)
passing through the base.
I will now describe the apparatus which is attached to the underside of the car
for connection and disconnection with the cable F, F, and also for braking the car.
In the first place it is to be understood that the transporting wheels B, B, are fast
on their axles and otherwise constructed and arranged in the usual way. On each
axle I at the middle of its length is loosely mounted a rimless propelling wheel J,
that is to say, a wheel composed of a hub d, having radiating spokes or arms e.
The latter may be arranged to slide in radial sockets in the hubs of wheels E and
spiral springs (Figure 1) be placed in such sockets behind the spokes so that the
latter will yield in case they should strike on one of the truck axles H or other
object. I also propose to place caoutchouc in the enlarged sockets of wheel J, so
that it will surround the spokes, as shown in Figure 6. The spokes will thus be
adapted to yield laterally as required to facilitate turning a curve. In other
words the spokes will yield laterally when there is any unevenness or inclination
of the track, thereby lessening friction and wear of the parts. Metallic springs
may obviously be substituted for caoutchouc with the same effect.
To prevent the ends of the spokes from striking on the top of the tubular
rail D before entering the slot, as they tend to do more particularly when passing
around a curve, I employ a yoked guide, consisting of two arms a³, Figures 6
and 7, which are either made of flexible material or else attached to the hubs of
the spoke wheels in such a manner as to give them some flexibility in a lateral
direction. To the ends of said arms are journalled small wheels 63, whose peripheral
rims or flanges run in the slot of the centre rail D and guide the spokes of said
wheel J into the same, and thus enable the slot to be made narrower than would
be otherwise practicable. The arins e of wheel J may be curved to better adapt
them to engage the truck axles H. The respective wheels J are prevented from
movement end wise of their axles I by means of clamping collars f. The spokes or
arms e are of sufficient length to enable them to project down through the slot in
the tube D, and engage the axles H of the cable trucks, as shown in Figure 1, and
:

page_text: they are made as thin as practicable so that the slot in tube D may be made
correspondingly narrow.
It is obvious that if the cable travels in the direction indicated by the arrows
(Figure 1), and the wheels J be locked so that rotation is prevented, the car C will
be propelled at the same rate as the cable travels, since the spoke or arme that rests
against the truck axle H constitutes for the time being a fixed attachment of
the car.
As the cables cannot be carried across swing or draw bridges, I propose to
construct the rails on which the cars run over such bridges with a longitudinal
inclination from each end of the bridge to the other end thereof, so that the cars
will acquire increased momentum in passing over one end of the bridge, and be
thereby enabled to pass over the remaining portion and beyond the bridge, where
another travelling cable will carry them forward. It will be understood that there
are two tracks across the bridge, and sloping in opposite directions. There will be
a groove equidistant between the rails for the spoke wheel to pass in.
The means for locking the propelling wheels J are in the nature of friction
brakes, whose primary elements are a lever K (see Figures 1 and 3), and flexible
metal bands L, that work on the friction hubs d of the propelling wheels. The
lever K is pivoted to the car bottom equidistant between the axles I and arranged
transversely as shown. Each friction band L is attached to said lever at points on
opposite sides of its fulcrum, and each end of the lever is connected by rod h and
chain h¹ with the respective winding posts N at the ends of the car, such winding
posts being provided with the hand wheel k (Figure 1), and pawl and ratchet for
locking them when the car is in motion. By rotating either post N the lever K
will be shifted in position, as shown by dotted lines Figure 3, and the friction
brakes applied so as to lock the wheels J rigidly and effect the propulsion of
the car.
And if it be desired to arrest the car, such winding post N is released
and turned the other way, which has the effect of applying the brakes to the car
wheels.
It will be noted that the wheels J are locked as described, so that they
cannot rotate but without preventing rotation of the axles therein by reason of the
great difference in the area of the respective frictional surfaces, and the difference
in leverage which is in the ratio of the diameters of the wheel hubs and axles
respectively. Hence a comparatively slight amount of friction on the periphery
of the wheel hubs is sufficient to lock the wheels by overcoming the friction of the
axle with the hubs.
I employ the old form of brake beams O, except that they are bent at each end
to allow space for the operation of the propelling wheels J, and I connect them
with the lever K by rods P which are attached at the same points as the friction
bands L, and from the respective ends of the lever K brake rods and chains 7
and m extend to the winding posts N. The chains h', m, are however wound on
the post N in reverse direction (Figure 1), so that when a post is rotated in one
direction to apply the friction bands L and lock the wheels J in order to produce
propulsion of the car, the chains m will be slackened correspondingly and the
brake beams O let off the running wheels B, and vice versa the reverse rotation
of a winding post N applies the brakes O and simultaneously releases the lock of
the propelling wheels so that the car is promptly arrested. Thus the mechanism
for starting and stopping the car are combined and operated simultaneously and
by the same means or mechanical agent, viz., the winding post.
I propose to lay a small steam pipe in the tube D for the purpose of melting
snow or ice therein if necessary. In place of a double cable I propose in some
cases to employ a single cable.
Having described the nature of the said Invention and the manner of performing
the same, I declare that what I claim as the Invention to be protected by the
bereinbefore in part recited Letters Patent is,—
1st. The combination with a car and travelling cable or rope of a spoked

page_text: wheel and a brake or equivalents, adapted to operate substntially as shown and
described.
2nd. The use of a travelling cable or rope, a car, a device or wheel attached to the
latter and adapted to engage with the former, and a brake or locking mechanism
for locking the wheel in position, as shown and described.
3rd. The wheel having spoke sockets packed with caoutchouc or equivalent, and
the spoke fitted therein and adapted to yield laterally, as and for the purpose
specified.
4th. The spoke wheel provided with flexible arms carrying flanged wheels which
run in the slot of the tubular rail, as herein before specified.
5th. The combination with the spoked wheel and the car, of the two cables F, F,
arranged side by side and clamping devices therefor, and the trucks consisting of
axles H and wheels E, and the tube D having the lengthwise ribs and corre-
sponding grooves to receive the wheels, as set forth.
6th. The combination with the tube D and a cable arranged to travel through
it, of a scraper or clearer attached to said cable so as to operate in the manner
specified.
7th. The combination of springs with the hinged clearer and travelling cable
trucks, as shown and described.
8th. The combination of a lever with a wheel having radial arms and mounted
loose on the car axle, the friction band passing around the hub of the wheel and
operated by traction on the lever, a winding post, a rod and chain attached thereto,
and the lever, as shown and described.
9th. The combination of the winding post, and lever, and devices connecting
them and wound reversely on the former, the friction bands, the propelling wheels
having friction hub and radial arms, the brake beams and the rods connecting
them with the lever, all as shown and described, whereby the application of the
friction bands releases the brakes, and vice versa, as shown and described.
10th. The combination of springs and sliding spokes with the wheel hubs having
radial sockets, as shown and described for the purpose specified.
11th. The flexible yoke a³ having rollers
attached to its ends and adapted to
follow the curve line of the track and guide the spokes of the wheel J into the
slot of the tubular centre rail D, as specified.
12th. As a means of connection (across a water channel between two traction
cable lines) a draw bridge provided with inclined tracks and a groove between
them, substantially as and for the purpose specified.
In witness whereof, I, the said Alexander Melville Clark, have hereunto set
my hand and seal, this Eleventh day of April, A.D. 1882.