Improvements in Cable Tramways.
Year: 1895

page_text: Date of Application, 22nd Nov., 1895-Accepted. 29th Dec., 1895
Improvements in Cable Tramways.
I, ALFRED DAVY, of Peel Terrace Sheffield in the County of York Engineer,
do hereby declare the nature of my said invention and in what manner the same is
to be performed to be particularly described and ascertained in and by the following
statement:-
My invention has for its object improvements in cable tramways which are so
designed and constructed as to be much less costly than those now in use necessitating
much less excavation or interference with the foundations of the roads over which
the tramway passes. Indeed by by my invention it is only necessary to remove the
paving stones or metal to the same depth as the rails to be laid on the road so that
no extra disturbance of any kind is necessitated thus allowing the cable system to
be utilized on routes that would otherwise never pay with the present costly mode
of construction. My system can also be laid almost as fast as the ordinary tramway
systems which is a most important consideration.
Whether for double or single lines the various positions constituting my system
are constructed of such a depth that all the parts may be laid upon the bed
prepared for the foot of ordinary girder tramway rails. The outer rails may be
used of any desired section as this forms no part of my invention. The conduit
consists of two rails of such section that when the two internal bottom flanges abut
or nearly abut and the webs are vertical there is a sufficient space left between the
two top internal flanges for the neck of the gripper to work easily. The top
flanges are thus narrower than the bottom ones. There are external bottom flanges
to each rail of any desired width. The upper part of the conduit rails may be
square or they may be cut off diagonally so that less surface room is taken up.
These two rails forming the conduit may be fixed either continuously or at intervals
upon base or foot plates to which they are bolted or rivetted thus firmly connecting
them and securing the gauge for the gripper slot. The pulley boxes are cast
preferably with open ends from either cast iron or steel or they may be boxed
together. Each of these is provided with two or more substantial bosses set at
angles to each other and having holes of considerable area to receive the pulleys.
These pulleys may be cast iron or steel or stamped from steel or other metal with
back bosses of considerable size which form the bearing upon which they run.
When the two pulleys are in position the lower edges nearly meet and form a
natural groove or recess upon which the cable rests or runs. These pulley boxes
may be connected with the conduit rails by the base plates or they may be set
separately. They have suitable doors for access to the pullies as well as side lugs
or holes for the connection of tie bars between the side rails so as to preserve the
gauge accurately. It will thus be seen that the pulley boxes are a very important
part of the system. The bearings for the pulleys may be formed by the insertion
of two renewable steps one being at the bottom, at the front, and the back one at
the top so that wear is most conveniently provided for and the moving parts
maintained accurately.
In the case of a single line two conduits are used instead of one and the pulley
boxes are set intermediately or they may be made to carry two sets of pulleys for
the up and down cable. I may however form the two conduits by a central rail
with one web and two flanges and two outer rails all set on one bed plate which
may be made to connect the two conduits together and ends may be formed thereon

page_text: and turned up on the twist so as to connect with the outer rails to keep the gauge
or short separate stable ties may be used.
In order that my invention may be clearly understood and more easily carried
into practical effect I have appended hereunto a sheet of drawings upon which I
have given a sufficient example of my invention to enable others to apply it to the
varying conditions met with in practice. It will however be clearly understood
that these drawings are explanatory only as the various sections and sizes may be
varied according to the nature of the work and the foundations upon which the
system is laid.
Figure 1 is a cross sectional elevation through one side of a double system
between the pulley boxes.
Figure 2 is a cross sectional elevation through one side of a double system
and through one of the pulley boxes E.
Figure 3, is a cross sectional elevation through a single line system between the
pulley boxes.
Figure 4 is a broken off section through the right hand side of the pulley box E
shown at Figure 2 but to an enlarged scale.
Figure 5 is a cross section through the bearing boss e on line 1-2.
Figure 6 is a broken off section through a portion of a pulley box E showing
one alternative mode of mounting and forming the pulleys K.
As hereinbefore stated I lay no claim to the rails A which may be of any
desired section and they are laid on any approved prepared foundation which is
levelled across to receive the pulley boxes E which are the same depth as the outer
rails or practically so. The centre rails B and B', which form the continuous box
for the cable C, are made narrower at the top flanges than at the bottom
flanges so that when the bottom flanges come together a sufficient space S is
secured for the neck of the gripper G-I am now referring to Figure 1 upon the
drawings. The same remark however applies to the alternative sections shown at
Figure 3 where the upper portions of B 64 are formed diagonally so as to secure a
larger road surface for ordinary vehicles and these sections are exchangeable from
Figure 1 to Figure 3 and vice versa.
At Figure 2 the pulley box E is clearly shown in section made in one casting
from iron or steel or it may be made in sections bolted or rivetted together which
will be well understood. In any case the boss bearings e³ or e³ are well secured
thereto so that the pullies K may be firmly mounted therein or thereupon. One
mode of mounting the pullies K is shown in enlarged detail at Figure 4 where K¹
has a neck which runs in the bored hole of the box e². Liners e and e* may
be fitted in these bosses which are renewable to take the wear as will be well
understood from the drawing, et being hollowed out and slid in through a hole in
the side of the boss. eis easily put in by first lifting out the pulley K as seen at
Figure 5. The pullies K may be formed by flanging from a tube as seen at Figure 6
and the bearing may be formed internally so as to run upon the pin or stude³ which
is fastened by a screw neck e or otherwise into E.
The gauge of the line is maintained by the tie bars T which may be connected
to the rails in any convenient manner. The rails B and B¹ may be united to the
pulley boxes E by sole plates bolted to each, and intermediate sole plates
may be used under the table rails to accurately maintain the space S for the
gripper.
In the case of the single line either separate pulley boxes such as E may be used
for the up and down cable and placed alternately or double boxes may be used with
end flanges to receive the rails B. The two sets of cable rails at Figure 3 may be
united by tie pieces extra to the double boxes if desired.
It will thus be seen and understood that my system requires little or по
excavation beyond that required by the rails A and that the whole of the parts
are substantially tied and connected together to form one comprehensive tread upon
the ballast W.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1st. The improvements in cable tramways as herein set forth which may be laid
directly upon the ballast W substantially without extra excavation and as shown
upon the annexed drawings.
2nd. In cable tramways the rails B rolled or made so as to form their own base
and gripper groove substantially as herein set forth and shown.
3rd. In cable tramways the pulley boxes E with pullies K for carrying and
guiding the cable C substantially as herein set forth and made and mounted in such
like manner as shown by Figures 2, 45 and 6.
4th. In cable tramways the combination of the cable box rails B with the pulley
boxes E substantially as and for the purpose herein set forth and as shown upon
the drawings.
Dated this 21st day of November 1895.
GEORGE BARKER,
77 Colmore Row, Birmingham, Agent for Applicant.