Improvements in and relating to Cash and Package Carrying Systems.
Year: 1887

page_text: Date of Application, 9th Aug., 1887
Specification Accepted. 22nd June, 1888
COMPLETE SPECIFICATION.
Improvements in and relating to Cash and Package Carrying
Systems.
I, HERBERT JOHN HADDAN, of the firm of Herbert & Co., Patent Agents, of
67 Strand, London, in the County of Middlesex, Civil Engineer, do hereby declare
the nature of this invention, a communication to me from abroad by Louis Gardner
Bostedo, of 913 F Street, Washington, D.C. United States, Manufacturer, and in
what manner the same is to be performed to be particularly described and ascertained
in and by the following statement :-
My invention relates to Cash & Package Carrier Systems, and more particularly to
a type in which two tracks inclined or otherwise one above the other in the same
vertical plane are employed.
The object of my invention is to provide a complete system for the transportation
of cash or packages from clerks stations to a cashiers stand, and the return of the
cars or rolling vehicles from the cashiers stand to the clerks stations in a novel,
simple and efficient manner.
With these ends in view my invention consists in certain features of construction
and combinations of parts as will be herein-after described and pointed out in the
claims.
In the accompanying drawings,
Fig. 1 is a front elevation of the cash carrier station.
Fig. 2 is a side elevation in section of a cash carrier station showing air cushion in
position.
Fig. 3 is an enlarged front view of the elevator and station.
Fig. 4 is a detached and enlarged view of the car arrester for the upper track.
Fig. 5 is a view of the rear side of the upper track at a station.
Fig. 6 is a view of a car or package carrier, and attached basket.
Fig. 7 is a cross section of the car.
Fig. 8 is an enlarged view of the elevator track section, rear side locked in
position.
Fig. 9 shows the rear side of the elevator track section bar with its attached
locking and releasing device adjusted to lower a car.

page_text: Fig. 10 shows the track supporting brackets.
Figs. 11, 12 and 13 are views of air cushion device.
Figs. 14, 15, 16, 17 and 18 are views of the clearing plates that are used to clear
cars at stations not their own.
In this system for cash or package carrying, the chief elements are a despatching
and return track, that lie in the same vertical plane. The upper being the forwarding
track from clerks stations, and the lower rail the change or package carrying track
from the bundle table or cashiers stand to the clerks stations.
These tracks are a sufficient distance apart to permit free travel of the suspended
cars on the upper track, so that no interference will be had with similar transporting
vehicles on the lower track.
Stations are made at proper intervals, and at each station are affixed vertical guide
rods E, that are parallel to each other. See figure 1. These guides E, are placed a
suitable distance apart and from the main track lines U, P. Portions of the tracks
are removed and a rectangular well hole is formed at each of these points by the
rigid attachment of rectangular frames, R, 1', that hold the detached ends of the
severed tracks in alignment. These frames are secured permanently about the upright
guide rods E, before mentioned.
Movable track sections G, H, are provided to fill the spaces left open at stations.
The upper track section H, is carried by lateral arms pivoted at or to the rear of the
sides of the rectangular frame R, so that it can swing upward if lifted by pressure on
its lower edge.
The lower track section G, rests in its normal position upon lateral projections on
the near surface of the sides of the rectangular frame I', these prevent its upper
edge from falling below the top surface of the main lower track U.
The car elevator S or carriage upon which the travelling baskets are hoisted at
stations, consists of a light frame (see figures 1 and 3) that has four cylindrical
shells or boxes two on each side edge. These are made to slide upon the vertical
guide rods E. Upon the face of the elevator frame S is attached a pivoted rocking
piece K. This piece K has two forwardly projecting arms of same length, that are made
adjustable so as to permit extension, these arms are intended to carry a rigidly affixed
track section L, on their outer ends, they are adjusted in length to permit this track
piece L, to register with the main upper and lower tracks respectively when the
elevator frame S, is brought into proper position. Another frame L¹ is fixed to project
from the same face of the elevator frame at a sufficient distance above the rocking
piece K, to afford rolling way or clearance for a car on the track section L, below it.
The frame L', is provided vertically above the track section L with two dowels, that
enter sockets in the track section G, see figure 1, when the elevator S is raised
sufficiently. The elevator frame S is raised or lowered by the chain or cord Y (see
figure 1,) that is supported upon grooved pulleys located above the upper track, and
reaches down to the hand of the operator.
In figures 1, and 3 the upper track is shown with the rectangular frame R,
connected thereto, the guide rods E, E. being secured near the rear side of the well
hole frame R. Upon one of the rods E, a proper distance above the frame and track,
a sliding ring B, is placed, this is connected to one end of a chain C, the opposite end
of the chain being attached to the hinged track section H, at a point on the track
section opposite the guide rod E. A fixed collar C is secured on the rod to check
the rise of the elevator at a proper point. The track section H, is attached to the
frame R, by pivoted arms D, one on each side and these may be so made at the points
of juncture therewith as to permit longitudinal adjustment to line the track section H,
with the track P. The bars D, are pivoted at their rear ends to the frame R, and
at the front ends to the bar H, which latter has short limbs 1, 2, projecting at its ends
so as to bear upon studs Z that are projections from the permanent upper track P,
see figures 1 and 3..
When the elevator frame S is raised so that its upper socket on the guide rod on
which the ring. B, is placed is brought to bear upon the ring B, it will lift it and its
connecting chain, and the latter. being of a proper length will clevate the track

page_text: portion H, so as to clear the way for the elevator track section L, to take the place
of H, and will be prevented from too great an elevation by the check collar C, on
rod E, above it.
As it is essential for the proper operation of the elevator, that a locking and
releasing device be combined with an efficient car arresting and retaining apparatus
which will act in conjunction therewith, I have arranged such a novel locking and
releasing appliance to be operated on the same elevator track section bar, in connection
with the car arresting and despatching apparatus. A description of the car arrester
and despatcher will first be given, and afterward I will explain the locking and
releasing device that automatically acts to release the elevator and the car on it, to.
lower it to the counter convenient to the hand of an operator.
The body of the track section bar L, is recessed on its front face to receive the car
arresting and despatching apparatus above alluded to, this device, serves to arrest a
car on the elevator track section and store the energy of its impact, to be afterward
utilized in starting a car that is elevated to the upper track, this impetus being
given when the elevator track section is made to line with the upper track, and
thus force the car on this upper track to speed toward the cashiers stand or the
bundle table.
A slot is made through the bar Is, see Figs. 8, and 9, it is parallel to the top and
bottom edges of this bar as well as the shoulders formed by the recess or excavation
made in the face of the bar, L the slot i is of proper length to permit free action of
the working parts that have connection with it as will be explained.
A ratchet bar 15 Fig. 3 is placed in the recess cut in the track section bar L and is
of such proportionate width to this recess as to slide freely in it.
Integral with the bar 15 the portion 16 is extended at one end, it is cut with
ratchet teeth 17 on its top edge, these teeth having their sloping edges and square
shoulders so arranged that an engaging dog will lock the bar 15 as it is slid endwise,
as will be further explained.
The guide plate 19 is so attached to the bar 1 that it will serve to hold in place
and permit the vertical sliding movement of the engaged ends of the latches 20, 21
see figure 3.
The latch 20 is pivoted at 22 to the ratchet bar 15, and its free end is held by a
loosely bearing overhanging flange to slide vertically a short distance, its upward
movement being limited by the abutment of its top edge with the shoulder or
recessed edge e', of the track section bar L. Near the pivot 22, of the latch 20 a
spring 23 is made to bear on the upper edge of the latch, and cause it to rest normally.
with the latch toe d, projecting below the lower edge of the bar L, to engage a stud
that projects from the side of the frame of a car, when the car is run onto the
elevator of which the bar L is an attached part.
The latch 21 is also pivoted to the ratchet bar 15 at 3, and rests with its sloped.
edge against a shoulder et formed on the projecting lower flange e³, produced by
recessing the track section bar L, and it may here be explained that when this bar is
slid end wise, this movement will automatically raise the latch if the bar moves toward
the end on which the ratchet teeth are cut, a movement in an opposite direction will
permit the latch 21 to be depressed and project its latch toe d, below the edge of the
bar L, this depression being accomplished by the spring f, which is affixed to the
latch 21 near its pivoted end, the opposite end of this spring having an engagement
with the side of the bar I, see figure 3.
When a car runs onto the elevator track section bar L, and passes the latch toe of
the latch 21 it comes into contact with the latch toe of the latch 20 and slides the
ratchet bar 15 end wise, this movement will be cushioned by a spiral spring 24 that is
supported on a slide rod which has a sliding support in a perforated block fixed to the
bar L and against which the spiral spring 24 bears.
The compression of the spiral spring 24 by the collision of a car with the shoulder
of the latch toe on latch 20 will permit the latch 21 to fall into place behind the stud
formed on the car frame that has engagement with the shoulder of the latch too of
latch 20, in this manner a car is located in place on the elevator track section bar L..

page_text: between the adjacent shoulders of the two latches 20, 21 and is thus held until
released by another operation.
Upon the track section bar L above the portion of the ratchet bar 15, that has
teeth cut on its upper edge, an arm 25 is pivoted to engage the ratchet teeth cut in
this extended portion, the inner end of this arm having a depending toe formed on it
to fit the ratchet teeth and lock with them, a spring 27 affixed to the top edge, and
having contact with the overhanging edge of the bar L causing a proper depression
of the arm 25, to lock its toe with the teeth of the ratchet bar 15 when this bar 15 is
moved endwise by an abutment of a car as has been explained.
The outer end 26 of the pivoted arm 25 is extended clear of the end track section
bar L, and is made to strike a projecting pin on the side of the upper track when the
elevator is raised to line with it, when such a contact of parts is made, the lever will
be vibrated, its toe released from the teeth of the ratchet bar, and this bár quickly
projected endwise by its attached spiral spring to give a car a starting impulse, or
despatch it, and it will be apparent that the sliding of the bar 15 will raise the latch 21,
and thus permit the progressive movement of the car.
One of the most important features of this system of cash and package transportation
consists in provision of means to permit cars and attached package receptacles to pass
stations on a single track without "switches or turnouts.' In order to permit cars
that are despatched from the cashiers desk and that are intended for more remote
stations on the same track line to pass an intermediate station, when the elevator of
such a station is in line with the main lower track to receive its own car, that
may be delayed for any cause, a series of special devices are provided, shown in
figures 14, 15, 16, 17 and 18. These consist of a number of wedge-shaped plates q³
that correspond in number to the number of cars, and stations employed on a
track line.
One plate is affixed to each car, and each one is provided with a lateral projecting
stud, which is of proper length to strike against its own abutting latch plate on an
elevator track section bar. The front ends of these plates y³, each have their front
edges sloped like a plow shear, to adapt them to lift the abutinent latches of all other
elevator section bars than the one the car belongs to, so that each car will be
automatically stopped, and locked where it belongs.
I will now describe the construction and operation of the locking and releasing
mechanism that locks the elevator in place to line with the lower track to receive a
car, and automatically releases the same when a car runs on it. This device is located
upon the reverse side of the track section L and is shown in figs. 8 and 9.
Upon the face of the bar L, two flat elongated locking bolts 28 29, are held in
sliding contact therewith, by their ends, these bolts are similar in form, and manner of
attachment, hence a description of the sliding bolt 28 will answer for both.
•
The bolt 28 has its outer end cut to form a hook m, that engages a cylindrical
stud m', which projects from the front face of the permanent lower track at one side
of the opening in it at a station.
The outer end is enlarged in width, having its upper edge sloped or cut on an
incline s, to afford a proper form for contact with the stud m³, and permit this bolt
and its mated bolt 29 to slide inwardly when the track section bar L is raised from
the counter at a station, to line with the lower track, and it should be stated that the
construction is similar at each end of the bar L as regards the locking bolts 28, 29
and the studs m¹, that are placed to support the bar level with the track line.
The enlarged end of the bolt 28 is provided with a triangular bole, cut through
it near the hook m, the inclined side of the triangular orifice 2 is sloped upwardly
and inwardly to engage slidingly the fixed stud m³, which projects from the track
section I, in proper relative position to be in contact with the side m³, as stated when
actuated by means that will be described, in its proper connection.
The stud m³, is provided with a flanged head to bear loosely on the outer surface of
the locking bolt 28, and prevent its lateral displacement.
Near the inner or opposite end of the locking bolt 28, a short longitudinal slot n, is
cut through the body of the bolt to receive and have a sliding engagement with a

page_text: flanged and shouldered screw bolt n', which latter holds the bolt 28 in proper position.
on the side of the bar L.
.
It is evident that a weight or pressure applied to the top surface of the bar L when
the hooked ends of the locking bolts 28, 29, are resting upon the studs m², will cause
the outer ends of these bolts to move upwardly and slide inwardly by reason of the
engagement of the inclines m¹0, with the studs m³, it is also apparent that the inward.
sliding of the bolts will instantly release the track section to lower a car on it to the
counter, if the bolts are not prevented from sliding inwardly as just described. I
will now explain the construction cf other parts that constitute the lock for the
bolts 28, 29. The length of the two locking bolts just mentioned is such, in relation
to the length of the bar L to which they are attached, that a considerable space
intervenes between their inner ends, upon which the offset portions 30, 31 are
integrally formed to afford a space on the bolt 28 for the pivotal attachment of the
latch bar 32, the corresponding offset on the inner end of the bolt 29 allowing the
free beveled end of the latch bar 32 to fall into place by gravity and engage the
inclined shoulder n', formed on this end of the bolt 29 to receive it.
The length of the latch bar 32 is such, in relation to the space between the inner
ends of the locking bolts 28, 29, that it will drop into place and form a spreading
latch bar to lock the bolts rigidly when they are forced outwardly as far as the
studs m³, will permit them to move.
1'
The inner ends of the locking bolts 28, 29 are further provided with ears o, 0¹
which project from their free outside surface at the ends of the bolts, these ears o, o
are each perforated in a line parallel with the lower edge of the bar L, to receive the
spring supporting rod 0, on which the spiral spring O, is placed. Near one end of
the rod O, a collar 02, is rigidly secured on its body, a sufficient portion of the rod
projecting beyond the collar O³, to enter the perforation in the ear o, on the bolt 28
the collar resting against the adjacent surface of the ear.
The opposite end of the rod O, enters the perforation in ear o¹, on the bolt 29 so
that the spiral spring O', which is located between the rigid collar 02, and the ear o¹,
will exert its expansive force to push the locking bolts 28, 29 endwise, and hold them
in such projected adjustment.
The length of the slot i, that is made through the bar L is such, that it will extend
at least from the inner end of one locking bolt, to the inner end of the other bolt,
and the stud 35 that projects from the rear surface of the ratchet bar 15 through this
slot, is adapted to bear upon the upper edge of the latch bar 32, near its free end to
hold the bar depressed and cause a rigid lock of the bolts 28, 29, when they are
projected by the spring O', and the latch bar has dropped into place between them, as
shown in figure 8. The latch bar 32 is cut away on its upper edge between the
points, to reduce the width of said bar and thus allow it to be sufficiently
elevated to cause its free end to rise above the inner end of the sliding bolt 29 before
the upper edge of the bar is in contact with the stud 35. This elevation of the
latch bar is caused when a car is being elevated, to allow it to pass through the gap
in the lower track, to line the track section bar L, with the upper track and despatch
a car, it being understood that the spiral spring which cushions the recoil of the
car, and stores its momentum, has been previously compressed by a car that was sent.
from a cashier's stand or bundle table to this station, the longitudinal movement of
the ratchet bar 15 thus effected, carrying the stud 35 towards the center of the latch
bar 32 on the rear side of the track section bar L and permitting the engagement of
the inclined edges of the ends of the locking bolts 28, 29, with the fixed studs m', to
push these bolts inwardly. As the sloped free end of the latch bar 32 which
corresponds with a similar inclined shoulder n, against which it rests, will adapt it
to rise when the contact of the bolts with the studs m', takes place as described.
When a car is to be despatched, it is raised as just stated, and when the section
bar I is about in line with the ends of the upper track, the arm. 26 will collide
with a stud affixed to project from an adjacent end of this track, and by this
contact release the ratchet bar 15. The spring 24 that is attached to the ratchet
bar 15 will project it in a proper direction to carry the affixed stud 35 over the

page_text: high portion of the edge of the latch bar 32 and hold it depressed to securely
retain the locking bolts 28, 29 in extended adjustment and adapt them to support
with their hooked ends, the elevator and attached track section bar I, in line
with the lower track, where it will remain until a car with a package receptacle
attached, arrives at this station, runs onto the elevator compresses the spring and
slides the ratchet bar 15. The movement just described will unlock the latch
bar 32 and allow the weight of the car and attached package receptacle, to push
the locking bolts 28, 29 inwardly, in consequence of which, a release of the looks m,
from the supporting studs m³, will be afforded, and the elevator, with its load will be
lowered to the counter to allow the clerk to readily have access to the same, and
secure the bundle or change that was transmitted from the other end of the line.
In this connection I will explain the means I employ to arrest cars that may be
sent on the lower and upper tracks from other stations, and arrive just at the instant
that the track is opened by the operation just described, at a station nearer the
cashiers stand.
In figures 4, 5, and 3, views of the frames R and I', are given, showing these
"back stop" devices in position, I will first consider the lower "back stop" which is
constructed as follows:
On the side of the well hole I' of the lower track the "back-stop" is located, this
consists of a rigid bar 5 that is pivoted to the track on its rear surface, at 6, and is
bent to form an offset at 7, 8; the portion 9, of this bar extending toward the well
hole frame 1.
The bar 5, is adapted to support the buffer rod 10 that is surrounded by the spiral
pri ng 11, which acts as a cushion to the buffer rod, and neutralizes any shock
ustained by its head 12 this latter portion being intended to engage a projection on
the frame of a car approaching the elevator station when the bar 5 is in a position to
permit such a contact of parts.
The bar 5 and its buffer rod is held in the position just described by the tension of
the plate spring H', which is made to bear on its top edge at a proper point to depress
the head 12, of the buffer rod 10, below the lower edge of the track U, and in a line
with the abutment formed on a car frame to engage it, when the car comes with
momentum from a cashiers stand or a bundle table.
The vibrating lever K¹ that is pivoted onto the inner surface of the well hole
frame I, of the lower track has its end K2, extended to lie over the free end of the
bar 9 and in consequence its opposite end K³, is depressed by the action of the
spring H¹.
The end K³, of the lever K¹ is in turn engaged by the extremity L³ of the rocking
arm I, the opposite end L³, of which is made to bear upon the lower surface of the
end M, of the lever M', to raise it.
A chain or other flexible connection N, is attached to the end M, of the lever M²,
and is downwardly extended to connect to a washer N³, which is seated on and
attached to a spiral spring N, that encircles the supporting guide rod E, of the
elevator. The chain connection N, is of such a relative length as to permit the spiral
spring N, to nearly seat itself upon the stop block T', that is secured on the guide
rod E, of the elevator.
The construction of the back stop mechanism of the upper track is identical with
that of the lower track just described, it is located on the side of the elevator
opposite to the lower track" back stop" and has a chain or other flexible connection N¹
extended to engage the pivoted arm M, which is loosely secured to the rear face of
the well hole frame of the lower track, and from thence downwardly to be attached
to the washer M5 and its spring S₁ that is made to surround the guide rod E of the
elevator near the supporting block T that in conjunction with its fellow block T¹
furnishes a base on which the elevator frame S rests when it is in a lowered position
near the counter.
It should be further explained that the ends of the levers M', m are so located as
to closely approach the vertical guide rods E the normal position of these levers
throwing these ends up with the bodies of the levers inclined from a horizontal plane

page_text: so that an impinging weight resting on the ends of said levers M' m will operate on
the compound lever system of the back stop mechanism to elevate the free ends of
the both buffer rods and thus clear both the upper and lower tracks for the free
passage of a car or cars.
The upper boxes of the elevator frame S are of such relative diameter that they
will clear the ends of the levers M'm on their upward and downward passage through
the well hole frame of the lower track, while the lower shells or boxes of the elevator
frame are made to strike against the adjacent ends of these levers.
When the elevator frame moves upwardly the levers M m will yield without
affecting the depressed adjustment of the buffer rods of the back stops, so that a
car from a distant station will be held on either the upper or lower track when
the elevator with a car on it, is being raised to despatch the car on the upper track.
After the car has been despatched by the action of the spring on the fixed track
section bar as has been previously explained, the lower boxes of the elevator frame S,
will abut against the ends of the levers M', m, and depress them sufficiently to elevate
the outer ends of the buffer rods 5, 13, so as to clear the upper and lower tracks
simultaneously with the seating of the fixed track section bar L, to align it with
the lower track and thus adapt it to receive its car when it is returned from the
cashier's stand.
Upon the arrival of the car just mentioned, its contact with the locking and
releasing device of the fixed track section bar L, which has already been described,
will allow the air cushion mechanism (yet to be described) to lower the elevator
frame S, and its locked car gently to the counter, convenient to the hand of the clerk
or receiver, the free track section bar G, being restored to close the gap in the well
hole of the lower track and afford freedom for passage of the other cars in an obvious
manner.
In operation, the lowering of the elevator frame S to rest near the counter con-
veniently for the deposit of goods or cash in its basket, will compress the springs
N', S', by a contact of its sliding boxes with these springs. The tension or draft
exerted by the weight of the elevator frame S, on the chains N, N¹, will be trans-
mitted through the system of compound levers that have connection with the back
stop bars of the upper and lower tracks, and raise the buffer rods 10, so that their
ends 12 will be raised to allow cars to run freely on both the tracks when the elevator
is in the depressed position just mentioned.
When a car with its attached loaded basket is to be forwarded from a clerks station
to the cashiers stand or bundle table, the elevator frame S, is raised, and it will be
seen that a few inches rise of this frame will release the compression of the springs
N, S and in consequence the tension of the springs H¹, will be exerted to instantly
throw down the buffer rods of the back stops, thus providing an arrester for cars
moving on either track until the elevator is again lowered to line with the lower
track.
And
In figures 6 and 7 of the drawings improved devices for facilitating, and increasing
the effective action of the cash and package transporting car, and its connected
receptacle are shown. To afford a reliable action of the travelling car and its attached
basket, it is necessary that the center of weight of the load placed in this basket be
about in a direct line under the car wheels, to insure the free travel of the car.
as it is not possible to so load the car at all times that this will be effected by the
location of the goods in the receptacle, a provision must be made for the automatic
regulation of the basket, to cause it to align the center of its load weight to the center
of the wheels of the car. I have made such a provision that is simple and effective
and that in its operation prevents an undue lateral vibration of the basket or goods,
which would be objectionable and hinder the proper travel of the car.
It is also important that an elastic cushion be provided that will absorb the shock
of a sudden stoppage of the car, and in this appliance to the car, it is of advantage
to introduce the recoil arrester at the points of attachment of the package receptacle
or carrier, to the car proper, so that a collision of the wheels or frame of the car with

page_text: a rigid obstacle, will not dislodge the contents of the basket or other package
receptacle that is connected to the car frame.
I will now describe appliances that will afford the regulation of weight of the car
load, and absorb the shock of a sudden stoppage of the car.
In figure 6, 36 represents the frame of the car, to which the grooved wheels 37 are
revolvably secured. The depending standards 38, 39 are connected below the wheels
by the cross bars 40, 41, the lower ends of the standards are enlarged to form bosses
which are perforated to receive the horizontal bar 42, that is secured to the upright
hangers of the basket J³, by insertion of its ends through the perforated upper ends
of these hangers, and compression of the set screws f, to fix the bar 42, rigidly
therein.
Upon the bar 42 preferably near its center the arm I³, is placed and secured by set
screws, to permit its proper adjustment with regard to the suspended basket J, this
arm 13, is preferably provided with a bifurcated free upper end, the two limbs of this
forked end being located, one each side of the cross bar 40, see figure 7. The space
allowed between the forked ends, is such that a sufficient swing of the basket J, is
permitted to insure the proper adjustment of its load to align its center of weight with
the vertical plane of the wheels 37, and not allow any objectionable side vibration of
the basket while the car is in transit on the track.
Between the depending standards 39 38 and the boss I³, the spiral springs 44, are
placed, these springs being made to encircle the horizontal bar 42, see figure 6, the
springs should be of proper tensional strength to cushion the loaded basket and to do
this properly the spring should be slightly compressed when inserted in place on the
bar.
An important adjunctive feature of this cash and package transportation system
consists in the provision of an air cushioning device, which will by its action in con-
nection with the car arrester, as well as the cooperation of the locking and releasing
devices that have been previously described, effect the easy descent of a car on the
elevator frame S, to rest at the lower ends of the guide rods E. This device will
now be described.
W, represents the cylinder of the air cushioning device, it is made preferably of
seamless brass tubing, and is of such a length as will allow a suitable travel of its
piston to perform the work of arresting an elevator's descent properly as will be
explained.
The cylinder W is secured in place in contact with the upper well hole frame R,
see figure 2 by its insertion through a hole made through the rearwardly projecting
rib of this frame at a point about central between the terminations of this rear
wall of the same, and afterward clamping it in place by a set screw c.
The cylinder W is provided with a piston rod W', which has a head W', secured
to its top end, this head being preferably constructed having a leathern cup-packing W³,
secured between the metal flanges of the head to allow the piston to be moved
freely upward and by the spreading of the flexible sides of the leathern cup, be held
air tight against the inside surface of the cylinder W, when the piston is depressed.
The upper end of the cylinder W, is closed and the lower end may be left uncovered
as shown, or it may be closed with a head and have a stuffing box provided for the
air tight passage of the rod.
Near the upper end of the cylinder W, a flap valve w, is attached to hang down-
wardly and be normally closed by gravity or a weak spring, so that the upward
movement of the piston rod and head will forcibly expel the air in advance of the
piston head through this valve port.
The piston rod W₁, is made of a piece of metal tubing, and thus will afford a
passage for air into the portion of the cylinder W above the piston head.
The passage of air into the cylinder as just stated, is controlled by a regulating set
screw P, which is inserted in the base of the hollow rod V, and graduates the size of
an orifice P2, made through the side wall of the tubular piston rod, to increase or
diminish its area from full size to a complete closure of the same..

page_text: The lower well hole frame I', is perforated at a central point in its rearwardly
projected rib, to afford a means of support for the piston rod W1, which loosely slides
therein, and is held by the means indicated to move in proper alignment with the
cylinder W.
and
One of the important and necessary provisions is to elevate the piston W1,
hold it in this position secure, whilst the car is being moved upwardly above the lower
track, and then automatically disconnect the lock of the air cushion piston, to allow
its head to cushion the descent of the released elevator, which latter is simultaneously
freed to descend to the counter by mechanism that has been before alluded to in this
specification.
The piston locking and releasing device will now be described. It is shown in
figures 2, 11, 12, and 13.
In figure 2, 50 represents an arm that is affixed by set screws 51 to the lower end
of the piston rod W, and extends toward the front, when the piston is fully elevated
as shown in the figure named; the arm projects beneath the rear frame piece I of
the rectangular frame that affords passage way for the elevator at a station, this piece
being in connection with the lower track U.
The arm 50 is cut away at 52, to produce a shoulder at this point, the face of which
is parallel to the body of the piston rod, and also to the inner face of the well hole
frame I it projecting slightly in advance of the latter named piece.
An integral portion of the arm 50 is projected forwardly from the base of the
shoulder 52 to produce a horizontal limb 53, on which the lower portion of the
elevator frame S will rest when it is locked with the piston rod, as will be hereinafter
explained; and the outer end of the limb 53 is bent upwardly to form a retaining
hook.
Upon the shoulder 52 of the arm 50 a tilting hook 54 is pivoted at 55 to vibrate
horizontally, this vibration or rocking movement being limited by the abutment of
the lower edge of the horizontally extended arm 56 of the hook 54. The ends of
each of the arms 56 are bent at a right angle at points equally distant from the
pivot 55 to produce respectively fingers 57 and 58 which project in opposite directions
from each other, but in parallel planes, the finger 57 reaching forwardly, and the
other finger 58 extending toward the rear of well hole frame piece I¹ beneath the
same.
The hooked top portion 59 of the tilting hook 54 is preferably made triangular, or
with sloped sides that extend from an apex to afford a latch hook on each side of the
bar 60, these hooks being adapted to engage projecting pins in a manner and for a
purpose that will be shown.
Upon the outer face of the tilting hook 54 a plate elliptic spring 61 is mounted on
the set screw 55 that affords a pivotal bearing for the tilting hook 54. The spring 61
has its bent ends in contact with the horizontal arıns 56 of the hook 54, to exert
its elastic force upon the tilting hook, and hold it in place when it is tipped in either
direction, while it permits such a tipping movement.
The spring 61 has one of its ends crutched to embrace the finger piece 57 of the
arm 56 in a manner to hold the spring in alignment with the arms, and cause it to
remain always in bearing contact with the arms 56 when the tilting hook is rocked
on its fulcrum bolt 55.
A pin 63 is firmly affixed in the front face of the bar 11 of the rectangular well
hole frame of the lower track U at a proper point to engage one the hooks or
shoulders of the double-shouldered tilting hook 54 as shown in figures 2, and 12 and
a similar projecting pin 64 is affixed to extend from the rear surface of the elevator
frame S, to engage the opposite shoulder or hook on the tilting, double hook 54, this
latter named engagement of the hook and pin 64 on the elevator frame S being
shown in figure 11.
The pin 64 is designed to engage the tilting hook on arm 50 when the elevator is
resting at the base of the guide rods E which support it, and afford a means of
lifting the piston rod until the arm 50 is immediately below the lower track U when the
hook will be tilted and the opposite shoulder of the same be made to engage the
B

page_text: pin 63 to hold the piston rod W₁ with its attached head W2, near the top of the
cylindrical barrel W to be utilized to cushion the descent of the lowered elevator.
The lower portion of the elevator frame S is downwardly extended to form depend-
ing arm 65 that is located about midway between the vertical guide rods E and the
free lower end of extremity 66 of this arm 65 is bifurcated, the limbs being curved
in opposite directions in the same vertical plane to afford a means of ready engage-
ment of the arm 65 with the horizontal limb 53 of the arm 50 on which it rests when
the piston is connected to the elevator.
On the arm 65 of the elevator frame S a lateral limb 67 is formed to project hori-
zontally; this limb 67 is intended to engage with the finger 57 sec figures 11 and 12
and by a vibration of the tilting hook 54 release its hooked attachment with the
pin 63, the vibration being sufficient to lock the opposite shoulder of this double
tilting hook upon the pin 64 and thus connect the elevator frame with the piston of
the air cushion.
It is evident that when a car and its attached package receptacle is elevated to the
upper track, to despatch the same toward the cashier's stand or a bundle table, that
this may be readily effected, as the elevator will unseat from the arm 57 of the air
cushion device when the elevator frame passes the lower track. When the elevator
itself is afterwards lowered to line with the lower track to be in a position to receive
the package carrier which was despatched from it on the upper track, if the depending
arm 65, of the elevator frame S, is extended sufficiently to allow its forked end 66, to
seat upon the bracket arm 53, that projects beyond the frame to receive it, whilst the
track section bar L of the elevator frame is yet a few inches above the upper edge of
the track line of the lower track U, the limb 67 being also so located relatively, as to
cause it to have contact with the tipping finger 57 of the tilting double shouldered
latch hook 54 to effect a release of the pin 63 and an engagement of the pin 64 just
before this seating of the elevator on the bracket arm is accomplished; the air cushion
will thus be brought into action so as to prevent a jarring contact of the track section
bar L with the supporting pins on which it rests, to line it with the lower track; the
cushion of air thus afforded, graduating the descent of the elevator and its car till it
gently seats itself on these pins.
It will be evident from the foregoing description, that the car of each station will
be independent in action both in moving toward the cashier's desk and in its return
to its own elevator, upon which said car will be instantly locked fast to the track
section bar as well as the arm of the air cushion device, and the momentum that is
stored up for the subsequent despatching of a car on the upper track, will act to
release the elevator from the studs it was previously resting upon, and allow
the weight of the elevator and its car with an attached loaded receptacle to be
gently lowered automatically to rest within the reach of a clerk at the counter.
And when the car on a lower track is thus instantly lowered without a jar, the
downward passage of the elevator frame, will instantly restore the free track section
bar of the lower track to its place between the ends of the track, to close the gap in
the same and thus permit cars of other stations to pass freely above the car that was
lowered as just stated.
If the car of a station is held at the cashier's desk or bundle table, the traffic at
other stations is not impeded thereby, as the cars of other stations can freely pass
over the elevator track section bar, the clearing plates on these cars being adapted to
lift the latches of all stations but their own, and so pass them without impediment to
their passage ordinarily. If, however, a loaded elevator at a station, is being raised
to despatch a car while another car is near this station, and that might collide with
the rising elevator, the "back stops" are set to cushion an approaching car as soon
as the elevator leaves its position on the blocks at the lower end of the guide rods of
this elevator, so that a running car is thus held until the rising elevator has
been returned to allow the car to continue its journey by the dropping of the
cushioned end of the back stop buffer rod as soon as the elevator has seated itself
upon the studs of the lower track to line its track section bar with the lower
track line.

page_text: The back stop upon the upper track line is made to operate the same as the lower
one to stop a car from running into an occupied elevator, and this stopped car
will resume its passage by reason of its gravity and the inclination of the track
as soon as the buffer bar is dropped, which will automatically take place when
the upper swinging track section is lowered into proper alignment with its fixed
track.
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. In a cash or package carrier system, the combination with a removable upper
track section, and an elevator guide rod, of a slide secured on the guide rod, and
connected with said removable section whereby the upward movement of the elevator
removes the section, substantially as set forth.
2nd. The combination with a swinging track section, and an elevator guide rod, of
a ring slide mounted on the guide rod and connected with the swinging track section,
and an elevator adapted to engage the ring and remove the track section, substantially
as set forth.
3rd. The combination with a removable track section, of a car elevator provided
with a supplemental track section, and means for stopping a car on, and despatching a
car from the elevator track section, substantially as set forth.
4th. The combination with an elevator track section adapted to replace a removed
track section, of a yielding abutment that stores the force of car momentum when a
running car is stopped thereon, substantially as set forth.
5th. The combination with an elevator track section adapted to replace a removed
track section, of a yielding abutment that stores the force of car momentum when it
is stopped thereon, and expends this energy in starting a car upon an upper track,
substantially as set forth.
6th. A car receiver and elevator adapted to automatically store the energy of a
car brought to a stop thereon, and to automatically expend said energy in starting a
car therefrom, substantially as set forth.
7th. The combination with the elevator section adapted to occupy the positions of
removable track sections, of a yielding vertically swinging abutment, substantially as
set forth.
8th. The combination with the yielding vertically swinging abutment, of the gravity
latch or recoil check adapted to lock a car on the elevator track section, substantially
as set forth.
9th. The combination with the yielding abutment secured to the elevator section
and provided with a series of ratchet teeth, of the spring actuated pawl or dog.
adapted to engage these teeth when a car is being received on the track section,
and release the teeth when a car is being despatched therefrom, substantially as
set forth.
10th. The combination with a series of yielding abutments, of vertical swinging
shoulder, plates, that are secured to a series of elevator track sections of cars provided
with buffer plates adapted to lift or clear all the abutments excepting their own,
substantially as set forth.
11th. The combination with a car elevator, of a track section remover secured to
the elevator by a pair of arms, substantially as set forth..
12th. The combination with an elevator track section bar, of two sliding locking
bolts that are adapted to move inwardly and release the bar when a car runs onto the
elevator track section, and releases a latch that locks these bolts extended, substantially
as set forth,
13th. The combination with a track section bar, and two locking bolts held to
slide in opposite directions endwise on this bar, of a pivoted latch bar that holds
the bolts in extended adjustment, a spiral spring to force the bolts apart, and a
stud that is adapted to release the latch bar from locked contact with the

page_text: locking bolts when a car runs onto the elevator track section, substantially as set
forth.
14th. The combination with a track section bar, two sliding locking bolts that are
made to move toward each other when they unlock this bar, and a spiral spring
supported on a rod so as to bear on the inner ends of the locking bolts, of a
latch bar that is pivoted to one end of the locking bolt, and lock both bolts
extended when said latch bar is held by a stud on the ratchet bar, substantially
as set forth.
15th. In a back stop, for the arresting of cars on the tracks of a two track cash
or package carrier, the combination with a back stop or car arresting mechanism,
of an elevator frame so arranged as to permit the back stop to be held clear of
the track when the elevator is at a point of rest below the lower track, and
automatically assume a position to engage a rolling car on either track, when the
elevator frame is given a starting impulse upwardly, substantially as set forth.
16th. In a back stop for a cash and package carrier, the combination with an
elevator frame, two tracks, and two upright guide bars, of a pivoted back stop,
the buffer rod of which is adapted to be held in a position to clear the track
when the elevator is resting below the lower track, and to be allowed to
automatically assume a position to engage a rolling car when the elevator is
moved from its points of support in an upward direction, substantially as set
forth.
17th. In a back stop for cash or package carrier, the combination with an
elevator frame, two tracks, and two upright guide bars, of two pivoted back stops,
one for each track, that are adapted to be held to clear the tracks when the
elevator frame is lowered to a point of rest below the lower track, and also be
released to resume a position that will cause them to arrest cars rolling on either
a lower or upper track, when the elevator frame is moved a short distance above
the blocks on which it rests, and is still below the lower track, substantially as set.
forth.
18th. In a car for a cash or package carrier, the combination with two wheels, a
frane piece, two standards depending from this piece, and two cross bars secured
to the standards, of a goods or cash receptacle, two hangers attached to the
receptacle, a bar adjustably secured to the hangers, and an adjustable arm that is
adapted to engage the cross bars and limit the side swing of the basket or goods
receptacle, substantially as set forth.
19th. In a car for cash or package carrier, the combination with the depending
standards of the car frame by which the goods or cash receptacle is connected to
this car, of a goods receptacle, two hangers, a horizontal bar secured by its ends to
these hangers, an arm rigidly secured to the horizontal bar located between the
depending standards of the car frame, and two elastic springs that are interposed
between the sides of the secured arm and the adjacent faces of the hangers,
substantially as set forth.
20th. In a car for a cash or package carrier, the combination with the two depending
standards of the car frame, of a goods or cash receptacle, two hangers, a horizontal
bar affixed to the hangers, an arm secured on this bar and a spiral spring that
encircles the bar, and is adapted to cushion the arrested momentum of the loaded
receptacle, substantially as set forth.
21st. An air cushion device that is adapted to cushion the descent of an elevator
from a point slightly above the lower track, to seat it gently in line with this track,
substantially as set forth.
22nd. An air cushion device that is adapted to cushion the descent of an elevator
and a car with its freight, from the lower track to a proper point of rest below the
lower track and release the elevator, when it is elevated in line with or above the
lower track, substantially as set forth.
23rd. The combination with a tubular chamber, a valve at the upper end of the
chamber hinged to close automatically, and a piston head and rod, of a bracket arm,

page_text: a double shouldered tilting hook, a pin on the elevator frame, and a pin on the well
hole frame of the lower track, substantially as set forth.
24th. The combination with an elevator frame, and the tracks of a two track
store service system, of an air cushion device that is adapted to support the elevator
on its downward passage from a point just above the lower track, and release it to
move freely up and down between the tracks, substantially as set forth.
25th. The combination with a tubular chamber, a valve at the upper end of this
chamber, and a piston head and rod, of a bracket arm, and a tilting double hooked
latching bar, that is adapted to engage a pin on the elevator frame, and a pin on the
track well hole frame alternately, to lock the piston rod of the air cushion device to
the well hole frame, when released from the elevator frame, and the reverse, substantially
as set forth.