Improvements in Gripping Devices and Mechanism for Operating said Gripping Devices and the Motor Car and Brakes of Cable Railways.
Year: 1889

page_text: Date of Application, 21st May, 1889
Complete Specification Left, 21st Sept., 1889-Accepted, 26th Oct., 1889
PROVISIONAL SPECIFICATION.
Improvements in Gripping Devices and Mechanism for Operating
said Gripping Devices and the Motor Car and Brakes of Cable
Railways.
We, JOHN HYDE PENDLETON, of No. 601 Hamburg Avenue, Brooklyn in the
State of New York, United States of America, Civil and Mechanical Engineer,
CORNELIUS TIERS of No. 234 Fifth Avenue in the City of New York in said State
of New York, President of the Rapid Transit Cable Company of said City and
State of New York, and ANDREW BRYSON Jr. and LINCOLN Moss the former of
No. 18 West 21st Street and the latter of No. 244 West 123rd Street in said City
and State of New York, both Civil and Mechanical Engineers, do hereby declare the
nature of this invention to be as follows:-
In our present invention the grip is upon a special car of each train of cars, and this
special car which we term a "motor car is to be connected to the travelling cable by the
grip, and the cars connected to said motor car are drawn or pushed by said motor car as
the latter is carried along by the travelling cable. The motor car also carries a
reservoir for compressed air and the air is forced into said reservoir by pumps operated
by connections to one of the car wheel axles. The compressed air is used for operating
the grip upon the motor and also for operating the brakes upon the cars connected to
the motor car.
The ports and valves in and connected with the pump cylinder are so arranged
that the pump may be used as an air engine for starting the motor car and its
train, for stopping the same, and for other uses in operating the motor car and
its train.
The frame of the motor car is composed of longitudinal and transverse beams and
end sills securely bolted together and this frame is supported by the axles of the
car wheels.
The stationary part of the grip is bolted to the car frame and the moving part is
pivoted to a shaft that passes through a plunger that is fitted to move vertically in a
cylinder secured to the car-frame.
There is a bifurcated lever pivoted below the shaft last referred to and the short arms
of said lever are connected by arms to said shaft thereby forming a toggle lever and
the long arm of said lever is connected with a hand wheel shaft by a chain. There is
a ratchet wheel upon the hand wheel shaft and when the pawl of said ratchet wheel is
released, the moving part of the grip its shaft and plunger are dropped and the cable
is released from the grip. When the hand wheel shaft is turned to lift the moving
part of the grip and the cable, the chain is wound upon said shaft and in so doing
the toggle lever is swung and the plunger, its shaft and moving part of the grip
are lifted.
We provide two links one connected with the moving part of the grip and the other
connected to a fixed stud, and where the two links are connected together there is also
connected a rod having a handle and by this rod and links the hook of the moving part
of the grip, when said moving part has been lowered and the cable dropped, may be
swung from beneath the cable so that the moving part of the grip may be raised up
against the stationary part of the grip without bringing up the cable. Said rod and
links are also used for swinging the hook of the grip in below the cable when the grip
is lowered to pick up the cable.
We provide a yielding connection in the chain spoken of so as to allow the grip to
yield slightly if an enlargement or bunch in the cable should pass into the grip."
The cable is not clamped directly against the stationary part of the grip by the
| moving part of the grip, but the cable is pressed against the outer surface of an endless

page_text: belt by the hook of the grip and the inner part of the belt is pressed against the
stationary part of the grip.
This endless belt is mounted upon drums and the belt in its travel passes between
the two parts of the grip, and when about to apply the grip, said belt is set in motion
prior to the contact of the cable with said belt so that said belt will be moving at
about the same speed as the cable when the latter is brought into contact with
said belt.
The endless belt may be set in motion by means of a wheel that is brought down
against the travelling cable, and from this wheel motion is communicated to one of the
drums of the endless belt by an endless band and pulleys, or the air engine hereafter
spoken of may be used for giving motion to said endless belt.
The endless belt is composed of a band or bands of leather or leather and canvas, or
canvas alone, to which are secured blocks of leather by metal pins; these pins are
preferably part of a malleable cast iron plate, and the pins after being passed through
the band and the blocks of leather have their ends spread so as to firmly secure the
blocks to the band. Instead of spreading the ends of the pins said pins may have
holes for the passage of wires or keys, each wire passing through the leather block and
through two pins of each plate, the ends of said wires being bent over where they
project beyond the leather block. This arrangement allows for the removal of an
injured or worn block or plate by simply withdrawing the wires or keys and the sub-
stitution of a new block or plate.
Each block of leather is composed of a number of layers of leather placed so that
the end grain of the leather forms the outer surface of the block, so as to form a surface
that will not be speedily worn by the cable and which will not injure the cable and
each block of leather may be surrounded with a metal case upon its sides to prevent
the block spreading by the action of the cable. The metal plates upon the inner part
of the belt take the wear as said plates move against the stationary part of the grip.
The metal plates may be replaced by an endless band or bands of steel. The outer
surface of each block of the endless belt is grooved lengthwise of the belt, and the
cable occupies this groove in that portion of the belt that is adjacent to the hook of
the grip when the cable is gripped, there being a similar groove in the upper surface of
said hook; these grooves in the endless belt and hook prevent the cable moving sidewise
in the grip.
We provide a foot piece and an arrangement of levers links and rollers for bringing
down the roller that sets the endless belt of blocks in motion and we provide a yielding
device in this arrangement of levers and links so that said roller will be kept in
contact with the cable when said roller is lifted by the cable as the latter is carried up
by the grip.
We make the clamping portion of the stationary and moving part of the grip several
feet in length so as to distribute the pressure of the grip upon the cable over a corre-
sponding length of the cable and thereby lessen the risk of injury to the cable, and
the hook portion of the grip is made of hardened steel and the upper surface of said
hook should be very smooth. As this hook is liable to become heated by the passage
of the cable over it, we cause water or other fluid to circulate through a hollow portion
of said hook to keep said hook cool.
There is a shoe of wrought iron or other suitable material secured to the underside
of the stationary portion of the grip for the metal portion of the endless belt of blocks
to take against, and this shoe is held in place by pins so that said plate can be removed
when worn and another substituted.
We apply a brake to one or both of the drums of the endless belt of blocks to hold
said drum or drums so that the friction of the belt upon the drum or drums will be
sufficient to prevent the belt, if wet or greasy being drawn through the grip by the
cable after the grip is applied.
We employ a pair of guide pulleys on the car at each end of the grip, and in
travelling upon a curved portion of the road, those pulleys upon the inner side of the
curve are brought against the cable and the cable passes off from said guide pulleys to
the guide pulleys upon the railway structure, thereby the ends of the hook of the grip

page_text: are not injured by the cable when travelling a curve, for the cable passes through
the grip in a straight line from one guide pulley on the car to the other.
These guide pulleys on the car are upon supports that carry rollers and these rollers
are acted upon by a guide rail that is supported by brackets upon the cross ties and
this rail runs parallel with the track of the railway structure throughout the entire
length of the curve and this guide rail by forcing the guide pulleys against the cable
prevents the cable forcing the car towards the inner rail of the curve. Springs force
the guide pulleys away from the curve as soon as the car passes beyond the curved
guide rail.
In order to take off the grip automatically at the place where one section of the
cable road ends and another section commences, we provide inclines upon the road bed
that act upon levers pendent from the car, as follows:-
One incline acts upon a lever and disconnects the pawl from the ratchet wheel of the
hand wheel shaft before referred to; the grip is at once dropped and also the cable;
a shear now acts upon the hook of the grip and swings said hook out from beneath the
cable and keeps it in that position until the rear end of the hook has passed beyond
the drums of the two adjacent sections; a second incline now swings in the hook
beneath the cable and the grip now lifts the cable by a third incline acting upon a lever
which opens a cock allowing compressed air to pass from a reservoir to the plunger
cylinder before referred to and lifts the plunger, grip shaft, grip and cable. There is
a spring connected with the hand wheel shaft that is wound up when the grip
is lowered; when the grip is raised as just explained the unwinding of this spring
turns the hand wheel shaft and winds up the chain so as to straighten the toggle arms
as the plunger is lifted by the compressed air. As the lever of the cock passes off the
third incline, said cock is turned by a spring to shut off the supply of compressed air
to said cylinder and a passage way opened to allow the air to pass from the plunger
cylinder to the atmosphere.
In order to maintain a supply of compressed air in the reservoir, we provide oscil-
lating cylinders having pistons and rods, the latter being connected to cranks upon one
of the car wheel axles. As the motor car and its train is drawn along by the cable,
these pumps force air into the reservoir until the maximum pressure is reached when
an automatic regulator closes the air inlets to the cylinders and no more air can be
pumped into the reservoir until the pressure therein decreases at which time the
regulator opens the air inlets and the pumping of air into the reservoir is resumed.
There is a four-way cock for each cylinder and each cylinder has ports and valves so
arranged that when the four-way cock is in one position the cylinder and its piston
become a pump to force air into the reservoir. When said cock is turned to another position,
the air passes from the reservoir into the cylinder and moves the piston back and forth
and the cylinder is now an air engine to propel the motor car and its train when
starting. When the cock is turned to a third position, it reverses the engine so as to
back the motor car and its train, or to aid in stopping the train.
The four-way cocks of the two cylinders are operated simultaneously by means of a
cross shaft and levers and links.
The regulator before referred to is composed of a stationary cylinder having a piston
and rod and to the rod is connected a U slide that receives the end of an arm upon the
stem of the valve that admits air to the pump cylinder. The regulator cylinder is
connected by a pipe with the air reservoir so that there is the same pressure in the
cylinder as in the reservoir. The air pressure tends to force the piston in one direction
against the action of a spring and closes the air inlet valve to the pump cylinder; the
spring opens said valve as the air pressure upon the piston diminishes.
We operate the brakes upon the cars attached to the motor car, by compressed air
from the reservoir upon the motor car, there being a pipe connection from said reservoir
extending the entire length of the train with branches leading to the air-brake
cylinders upon the respective cars. A cock is provided in the pipe connection upon
the motor car so that air can be allowed to pass to the air-brake cylinders to put
on the brakes: When the cock is closed, the brakes are taken off by springs
acting upon the pistons of the air-brake cylinders and the exhaust air returns by

page_text: the pipe connection to the cock on the motor car and passes off into the atmosphere.
By our present improvement there is but one gripping device upon each train of
cars and that is upon the motor car, and the gripping device is in charge of the
engineer who also operates the brakes of the train thereby the entire working of
the train is in the charge of one man instead of being divided up amongst several
men as now usual in cable railways, thereby the irregular manner in which the
grips and brakes are applied when this duty is performed by several attendants, is
avoided.
Da
1
1000
COMPLETE SPECIFICATION.
Improvements in Gripping Devices and Mechanism for Operating
said Gripping Devices and the Motor Car and Brakes of Cable
Railways.
We, JOHN HYDE PENDLETON of No. 601 Hamburg Avenue, Brooklyn, in the
State of New York, United States of America, Civil and Mechanical Engineer
CORNELIUS TIERS of 234, Fifth Avenue, in the City of New York in said State
of New York, President of the Rapid Transit Cable Company of said City and
State of New York and ANDREW BRYSON Junior and LINCOLN Moss the former
of No. 18, West 21st Street and the latter of No. 244 West 123rd Street in said'
City and State of New York both Civil and Mechanical Engineers do hereby
declare the nature of this invention and in what manner the same is to be
performed to be particularly described and ascertained in and by the following
statement:
In our present invention the grip is upon a special car of each train of cars, and
this special car which we term a "motor car is to be connected by the grip to the
travelling cable, and the cars connected to said motor car are drawn or pushed by said
motor car as the latter is drawn along by the cable. As there is but one grip for all
the cars of the train we make the clamping portions of the grip very long and employ
toggle levers to act upon the moving part of the grip, which levers are so arranged
that the cable may be clamped with great pressure between the stationary and moving
part of the grip.
The moving portion of the grip is fitted to be raised and lowered vertically and said
moving portion is suspended from a shaft, so that after said moving portion is lowered,
said moving part may be swung upon its shaft to move the hook of said moving part
from beneath the cable to drop the latter, or said hook, if above the cable, may be
lowered, swung under the cable and then lifted when it is desired to pick up
the cable.
We employ an endless belt suitably mounted against the outer surface of which the
cable is clamped by the moving portion of the grip, the inner surface of said belt
being pressed against the stationary part of the grip. We provide for putting this
belt in motion so as to have the same moving at about the same speed as the cable when
the grip is to be applied.
I
To prevent the hook of the grip being heated and worn by the friction of the cable,
we cause water or other fluid to circulate through the interior of said hook and keep
said hook cool. We also provide for dropping and picking up the cable automatically
at the ends of sections of the cable railway and for preventing injury to the hook of
the grip when turning curves, as fully explained hereafter.
We provide a reservoir for compressed air upon the motor car and the air is pumped
into said reservoir by a pump or pumps operated by a connection to one of the car
wheel axles.

page_text: An automatic regulator is provided which closes the air inlet to the pump when the
air pressure in the reservoir reaches the maximum pressure and opens said inlet when
the pressure falls below the maximum.
Each pump cylinder is provided with ports and valves so arranged that the
compressed air may be allowed to pass from the reservoir to the pump cylinder and
move the piston therein and thereby turn the car wheels and aid in starting the car.
We also provide for operating from the motor car, the brakes upon the cars connected
to said motor car.
In the drawings:
Figure 1 is an elevation partly in section of the motor car and grip.
Figure 2 is a plan of the same, the cab of the car and the flooring not being shewn;
for greater clearness a portion of the endless belt is not represented in the Figure.
Figure 3 is a cross section of the elevated railway structure at a curved portion of
the road, and an end view, partly in section of the motor car.
Figure 4 is a section of the car and grip at the line a, a, of Figure 2 the car being
shewn as upon a straight portion of the road.
Figure 5 is a section at the line y, y, of Figure 2, the parts being represented
in larger size.
Figure 6 is a plan view of a curved portion of the road, illustrating the position of
the grip and cable as the car travels upon said curved portion.
Figures 7 and 8 are longitudinal and cross sections respectively of portions of the
endless belt of the grip.
Figure 9 is an elevation of the metal plate and its pins for connecting one of the
blocks of leather to the endless band.
Figures 10 and 10" are sections of modifications of the endless belt.
Figure 11 is an elevation of the brake wheel and brake.
Figure 12 is an elevation of the pawl lever and a portion of the ratchet wheel
which it holds.
Figure 13 is a plan of the cable roadway at the terminals of sections of the cable
railway.
Figure 14 is an elevation of the moving part of the grip detached, shewing the
arrangement of pipes for water or other fluid to circulate through the hook of
the grip.
Figure 15 is a section of the cock for admitting compressed air to the plunger of
the moving part of the grip.
Figure 16 is a sectional plan at the line of Figure 1.
Figure 17 is an elevation, partly in section, of the motor car some of the parts shewn
in Figure 1 being omitted for greater clearness.
Figure 18 is a vertical longitudinal section of the combined pump and air engine
cylinder.
Figure 19 is a horizontal section of the same.
Figure 20 is a section at the line xx of Figure 19.
Figure 21 is a section at the line y, y, of Figure 19.
Figure 22 is an end view of the bearing for one of the trunnions of the oscillating
cylinder.
Figure 23 is a horizontal section shewing portions of two oscillating cylinders
and their hearings and the connections for operating the cocks of said cylinders.
Figure 24 is a section, shewing the position of the cock when the cylinder is used
for pumping.
Figure 25 is a section, shewing the position of the cock to reverse the motion
given by the engine to that given when the cock is in the position of Figures 18,
19, 20, 21 and 23.
Figure 26 is a diagramatic view representing the motor car and part of the
train of cars connected to said motor car, and illustrating the pipe connections
from the storage tanks to the combined air pump and engine and to the brake
cylinders of the train,

page_text: Figures 27 and 28 are sections in larger size of the cock that controls the brake
mechanism, and,
Figure 29 is a diagramatic view representing the pipe connections when one of the
air reservoirs is used as a reserve reservoir.
a represents the cross ties of the elevated railway structure, a' the girders for
sustaining the same, a² the rails of the track, and a³ and a the outer and o1z
and the inner wooden gnard rails, all of usual character.
The frame of the car for supporting the grip and its parts, is composed of the
longitudinal beams b, b, b, b¹, transverse beams 62, 62, tie bars 63 63 and end sills g, 9;
these beams, tie bars and end sills are preferably of wrought metal and they
are to be bolted together in any desired manner.
6464 are the wheels of the car, upon axles 6, 5, in journal boxes 6º, 6º, upon
the beams b¹, b¹. As the motor car is small in comparison with the usual passenger
car it is unnecessary to use more than two pair of car wheels.
7, are draw bars connected to the end sills and a train of cars may be
connected to either end sill of the motor car as the grip and its parts are so
arranged, that the motor car may be drawn either end forward.
e is the stationary part of the grip, preferably of the shape shewn in Figure 1, and
this part e depends from and is cast in one with the plate c¹, which plate is bolted to
the beams 2, 62; as a further support for this stationary part of the grip we provide
lugs at 68, upon said part c, and bolts pass through these lugs and through the tie
bars 3 and connect said stationary part of the grip with said tie bars: c², c² are plates
at opposite sides of and bolted to the part c, and these plates project beyond the lower
part of c and form a groove that extends nearly the entire length of the stationary
part of the grip; this groove is in line with the endless cable c and said groove forms
a passage way for the endless belt f hereafter described.
The moving part of the grip is composed of a plate d see Figure 5, arms d¹, d²,
hubs d², d, and a hook portion d³ extending at right angles to the plate d; said arms,
plate, hubs, and hook may be made in one of cast metal, or the hook may be a separate
piece from the arms, hubs and plate, and bolted to the plate. We prefer to make the
hook of the grip of hardened steel but it may be made of aluminium bronze; the
surface of the groove of the hook is to be as smooth as possible so as to lessen
the friction of the cable on the hook. The hook d³ is of about the same length as the
lower portion of the stationary part of the grips; and said hook has a nearly semi-
circular groove in its upper surface which groove extends the entire length of the
hook and the cable occupies this groove when said cable is being raised or lowered by
the hook. The clamping portion of the grip is made unusually long, as will be seen
by reference to Figure 1 in order that the pressure applied to grip the cable may be
distributed over several feet of the cable and thereby lessen the risk of injury to the
cable by the pressure of the grip upon the same.
The hubs d² d² receive the cylindrical ends of the shafts d¹³ and said shaft has a
square portion where it passes through the plunger d' and also where it passes through
guide slots in the cylinder d³, the plunger d moves vertically in the cylinder d' and
said cylinder is upon a plate do that is supported by the beams 62 and said plate de is
of the same shape as the plate c³ of the stationary part of the grip, and the same bolts
that connect the plate c' to the beams 62 also secure the plate d to said beams.
e, e, are arms loose upon the shaft d¹³ and said arms are connected to the short
arms of a forked lever e', which lever is pivoted at e². e³ is a shaft supported in
bearings upon the cylinder d and upon a standard and this shaft has a hand
wheel and a ratchet wheel e and a chain e' is connected to this shaft e³ and to the
outer end of the long arm of the forked lever e¹.
There is a lever e pivoted at e to the cylinder d³ and this lever has a tooth d¹ to
take into the ratchet wheel e to keep said wheel and its shaft from turning and at one
end of said lever e there is a foot-piece e¹³.
It is now to be understood that when the grip is to be operated, the engineer first
moves the lever e with his foot and disconnects the tooth of said lever from the ratchet

page_text: wheel e and if the cable is to be dropped, he releases his hold upon the hand wheel e
when the weight of the moving parts causes said parts and the plunger d to descend
from the position shewn by full lines in Figure 5 to that shewn by dotted lines in
same Figure. The hook d³ of the grip drops sufficiently below the cable to allow said
hook to be moved from beneath the latter without striking it; and if it is desired to
raise the hook above the table, the engineer pulls upon the rod e¹0 which, through the
links ell, e, swings the moving portion of the grip upon its pivot shaft d¹³ and moves
the hook out from beneath the cable; the engineer now turns the hand wheel e
which winds up the chain e' upon the shaft e³ and in so doing straightens out the
toggle el, e and lifts the plunger and moving part of the grip; as said moving part is
lifted, the links e¹¹, are gradually brought into line with each other and the
weight of said moving part of the grip causes said moving part to swing upon its
pivot shaft and the hook d³ passes above the cable and below the stationary part of
the grip.
If it is desired to pick up the cable, the moving part of the grip is first swung
upon its shaft by a pull upon the rod eo to move the hook from beneath the
stationary part of the grip; then the moving part of the grip is lowered as before
described and by pressing upon the rod e¹ the links e, e¹ are straightened and
the moving part of the grip swung so as to bring the hook 3 beneath the cable;
the hand wheel e is now turned by the engineer which rotates the shaft e³, and
winds the chain e thereon straightening out the toggle el, e and lifting the
plunger and moving part of the grip and also the cable that occupies the groove
of the hook d³.
The link e swings upon a fixed pivot e¹8 and the link e¹² is pivoted to the
plate d of the moving part of the grip, and the two links are connected by a
joint having stops similar to a rule joint so that said links will stop moving
upon said joint e as soon as the links are in line with each other.
The cable as brought up by the hook is not clamped by said hook directly
against the stationary portion of the grip, but it is brought against the outer
surface of an endless belt which belt is, so mounted that a portion of the belt
occupies the groove in the lower part of the stationary portion of the grip, hence
the hook presses the cable against the outer surface of the endless belt and the
inner surface of said belt is pressed against the under surface of the stationary
part of the grip when the cable is clamped by the grip.
The endless belt pass around and is carried by the drums f¹f that are upon
shafts fitted to turn in boxes or bearings upon standards f³, f³, bolted to
the beams, and the holes in the base of said standards for the attaching bolts
are slotted so that said standards may be adjusted in position upon said beams b'.
The endless belt is composed of two or more bands of leather for leather
and canvas combined or canvas alone, to which are secured blocks of leather f
by metal pins 6, that pass through the bands and blocks f; the pins f for eacli
block of leather are upon a plate and said plate and pins are preferably in one
of malleable cast iron and the pins after being passed through the holes formed
for them in the bands and blocks have their ends spread so as to firmly secure the
blocks to the bands f³.
Instead of spreading the ends of the pins to secure the blocks in plac, said pins
may have holes for the passage of wires or keys 13 each wire passing through the
leather block and through two pins of each plate as shewn in Figure 10*; the ends
of the wire where they project beyond the leather block are bent over or other wise
secured to keep them in place. By this arrangement if a plate for leather block
become worn or injured, it may be removed by first taking out the wires f13, and
then withdrawing the pins and another block substituted.
We prefer to employ a sheet metal case f¹ to surround four sides and a portion of
the top of each leather block, see Figure 10A to keep said block from spreading by
the action of the cable, and this metal case may be held in place by the wires ffs
passing through holes in said case, the ends of the wires being bent down outside said
case.

page_text: Each block of leather is formed of a number of layers of leather secured together
by rivets and the outer surface of each block has a nearly semi-circular groove in
it, running lengthwise of the block and the grooves of the respective blocks are in
line with each other so that there is a continuous groove extending the entire length
of the outer surface of the belt. When the cable is clamped, it occupies the groove
in the hook and the groove in the endless belt, hence the cable is prevented from
moving sidewise in the grip.
The blocks are placed upon the band of so that the layers of leather stand cross-
wise of the belt as shewn in Figure 8 and upon their edges as shewn in Figure 7,
so that the end grain of the leather will be at the outer surface of the blocks and
thereby form a yielding and elastic surface for the endless cable c to come in contact
with; the cable will not be injured by contact with said belt and the belt will not be
speedily worn by the contact of the cable therewith, because the cable contacts with
the end grain of the leather of the belt.
Instead of employing the plates 7, to form the inner surface of the endless belt f,
as shewn in Figures 7 and 8, said plates may be replaced by two or more bands of
steel as shewn in Figure 10, the block fleather bands and steel bands being
connected together by rivets, and to give greater flexibility to this form of belt, some
of the bands may be cut in line with the spaces between the blocks as shewn in
said Figure 10.
In order to set the endless belt in motion and have it moving at about the same
speed as the cable so as to prevent injury to either grip or cable when the latter is
being clamped by the grip, we employ a wheel h upon an arm ¹ that is fitted to
swing upon the shaft f2, and said arm is connected to an arm 12 of the lever ³ by a
pin that passes through a slot in the arm h¹ and has a head that comes above said
arm and the arm h¹² carries a roller or pulley h. Upon the axle of the wheel h
there is a pulley h² for a belt h³ that passes over a pulley h upon the shaft ƒ³. There
is a wheel, pulleys 2 and 4 belt ³, arms and h¹ and lever h³ for each drum f',
and when the wheels are brought in contact with the cable as next described, said
wheels are put in motion and by the pulleys h³h and belt h³, the shafts f³ and
drums are rotated and the endless belt fput in motion.
i, i, are bent levers pivoted at 22 and one end of each lever is connected to a
lever by a link ¹. is a rod the outer ends of which are connected to the levers i, i,
and around this rod there is a spring between the fixed collar i and the loose collar i°.
, are links connected to the loose collar and forked end of the bent lever 18
and is a foot piece connected to said lever 18.
It is now to be understood that when the foot piece is depressed by the engineer,
the lever swings upon its pivot and by the links, the rod 3 is moved; this
latter swings the levers i, i, and by the links, the levers 3 8 and arms are
moved so that the rollers or pulleys h° ° at the ends of said arms, 12 are moved down-
ward; the arms ", in moving, allow the arm h', to drop and said arms h¹ drop until
the wheels are brought into contact with the cable, which puts them in rotation,
but the belts h³ are at this time too slack to turn their pulleys ; when the levers 1,
receive their extreme movement, the rollers h are in contact with the belts h³, and
tighten them sufficiently so that they will be put in motion by the revolution of the
wheels / and thereby rotate the shafts f², drums f¹, and endless belt f.
To ensure the rotation of the endless belt while the grip is being applied, the
engineer must keep the foot piece depressed and the wheels h in contact with the
cable until the latter is lifted and clamped between the two parts of the grip. If
the wheels h were kept down to their lowest point while the cable is being lifted by
the grip it might cause a bend in the cable between each wheel, and the ends of the grip.
We provide for allowing the wheels h to rise with the cable as the latter is lifted as
next explained.
The spring around the rod 3 is sufficiently strong so as not to be compressed
during the movement of the parts while the wheels h are being lowered to the cable,
and as before set forth said spring is between the loose collar and the fixed collar,
on said rod ³, and the lever is connected to the loose collar by links 7, . By

page_text: bearing in mind that the lever is held in a fixed position when the foot piece is
depressed, it will be apparent that as the wheels are lifted by the cable that the
levers 8, links i¹ and levers i and rod i³ can resume their normal position, only by
moving against the resistance of the spring i, hence the rollers will be kept in
contact with the belts h³ and said belts will be kept sufficiently tight during the
upward movement of the arms h and h¹2 and wheels h and ensure the rotation
of the endless belt f, until the cable is clamped against said belt.
As soon as the cable is gripped, the engineer releases the foot piece and the
parts are returned to their normal position by the spring it and the counterweights h¹³
upon the levers h³.
We provide a shoe upon the under side of the stationary portion c of the
grip for the inner surface of the endless belt to be moved over or clamped against
and this shoe is of wrought iron or other suitable material and extends the entire
length of the stationary portion of the grip and said shoe is held in place by
pins 16, that pass through the plates c² and through said shoe.
When this shoo
becomes worn out, it can be removed by withdrawing the pins-16 and another shoe
substituted. If the endless belt should get wet or greasy, said belt might slip
and be drawn through the grip by the cable after the grip had be applied, and
the cable would not be firmly held by the grip.
To prevent this we provide a brake wheel 1, upon the shaft f, so that said
shaft may be prevented from turning if the belt should slip in the grip;
when said shaft is held, the friction of the belt upon one of the drums will be
sufficient to prevent said belt slipping in the grip. Both shafts 2 however, might
be provided with brake wheels. The brake for the wheel may be of any desired
character; we have shown in Figure 11 a lever that is to be brought down
upon the periphery of the wheel 1, when it is desired to hold said wheel and
shaft and prevent their rotation.
By experiment we found that the friction of the cable upon the hook portion
of the grip when lifting up the cable and applying the grip, caused said book to
become highly heated and said heat destroyed the temper of the metal of the hook
and the metal lost its hardness to such an extent that the hook was rapidly worn
by the passage of the cable over it. To overcome this we cause water or other
fluid to circulate through the interior of the hook which prevents the hook being
heated beyond the point which causes a circulation of the water through the hook,
and as the water or other fluid is returned to the hook very cold, said cold water
speedily lowers the temperature of the hook and prevents the hook being injured.
Referring to Figure 14 which shows an elevation of the moving part of the grip
detached and of the tank and pipes for supplying water to the hook, m is a small
tank containing water, supported upon the flooring m¹² of the car, and from the
lower part of the tank extends a flexible pipe m', that is connected to a pipe m²
that opens into the interior of the hook d³ near one end thereof; m³ is a pipe that
opens into the interior of the hook near the other end, and the upper end of said
pipe is connected to the pipe m', by a flexible coupling ms, the pipe m' opening
into the tank above the pipe m¹.
It is now to be understood that as soon as the hook 3 becomes heated by the
friction of the cable against said hook, the water in the hook becomes heated and
the hot water ascends by the pipes m³, m³, m³ to the tank and the cooler water
returns to the hook by the pipes m², m² a constant circulation of water through the
hook is thus maintained as long as the hook is heated and this circulation of water,
by itself, is sufficient to prevent the hook being injured by the heat, but we prefer
to let the exhaust air from the air engines hereafter described pass by a pipe m
to a tubular jacket m', that surrounds the pipe m, and this exhaust air will cool
the heated water in said pipe so that the water will return cold to the tank, thereby
causing the hook to be cooled much more quickly than by the use of water alone.
The exhaust air may be allowed to escape into the atmosphere from the jacket m²,
but we prefer to connect said jacket with the tank m, by a pipe m which
opens downwardly into said tank so that the air may pass from the jacket into
B

page_text: said tank and discharge as a jet into the water to more thoroughly cool the contents
of said tank.
We have shown in Figures 4 and 5 three passage ways in the hook d³, for the
air or other fluid and said passage ways merge into one at the ends of the hook,
and this single passage way should run as far as possible into the ends of the
hook, in order that the ends of the hook shall be cooled as quickly as the central.
portion of the same.
In place of using water to cool the hook, all the exhaust air from the engines may
be allowed to pass through said hook; this may be accomplished by connecting the
exhaust pipe m Figure 2 of each engine with a pipe connected to the pipe m³, and
allowing the air to enter one end of the hook and escape from a small opening in the
other end of the hook.
In running upon curves, it is necessary to employ guide pulleys upon the car, to
keep the cable in a straight line where it passes through the grip so that the cable
will pass off from said guide pulleys to the guide pulleys upon the railway structure
and thereby avoid the wear upon the end ends of the grip that would result if the
cable passed off from the ends of the grip to the guide pulleys upon the road bed.
The guide pulleys upon the car are shown in pairs n, n, at opposite ends of the grip,
and each pair is placed as close as possible to the end of the grip. The axis of each
pulley is supported in bearings upon an arm n' depending from and cast in one with
a plate n², which latter is connected to a plate n³, by bolts n' that pass through slotted
holes in the plate n³, and this plate n³ is bolted firmly to the beams b, 6 and
bars n¹².
There is a projection n³ upon each plate n² that passes up through a slot in the plate n³
and between said projection n° and the beams 6' there is a spring n that tends to force
the plate n² and the parts carried by it towards the side of the car, so as to keep the
pulleys n, n away from the cable when the car is travelling upon a straight portion
of the road.
To bring one pulley n of each pair to the cable when travelling upon a curve
of the road we employ a guide rail n' that is concentric with the curved portion of
the track a² and this guide rail acts upon rollers n³ carried by the plates n²;
this
guide rail is outside of the inner rail of the curve and is supported above the cross
ties by brackets n' bolted to the wooden guard rails a³ and said guide rail n' is so
positioned that when the rollers n³ upon one side of the car come in contact with said
rail, the rollers n³, plates n² and pulleys n, upon said side of the car are moved toward
the centre of the car until the cable C is within the groove of the pulleys so that the
cable passes in a straight line through the grip from one pulley to the other as
illustrated in Figure 6 and as this guide rail extends the entire length of the curve,
it keeps the pulleys n in this position while the car is travelling upon the curve; when
the wheels leave the guide rail as the car passes from the curved to the straight
portion of the road, the springs n move the plates n² and parts carried by them away
from the centre of the car so that the pulleys n, do not touch the cable when the car
is travelling upon the straight portion of the road.
When a car is travelling upon the curve of a cable railway the cable tends to draw
the car sideways towards the inner rail of the curved track and the flanges of the
wheels that travel upon said inner rail of the curve are pressed tightly against said rail
which causes great wear upon said flanges.
Our rail which moves the pulleys n to the cable prevents the cable forcing the
car towards the inner rail of the curve because said rail keeps the pulleys n against
which the strain of the cable comes, in a fixed position in relation to the centre line
of the track.
The axis of each pulley n is placed at an inclination so as to be able to use as large
pulleys as possible within a given space, and the shaft or gudgeon for each wheel n
is supported in a bearing partly formed with the arm n' and partly with a cap plate n
that is bolted to said arm.
15
In order to drop and pick up the cable automatically, at the terminals of sections of
the cable railway, we employ the devices next described.

page_text: The pawl leveres before referred to, is connected by a link o¹ to a lever o² pivoted
at o³, to a bracket upon the beam 6' and one arın of said lever extends down and is
adjacent to the inner wooden guard rail o¹ and at the inner side of said guard rail
there is an incline of which is located a short distance from the drum o 25 around which
the cable of one section passes, see figure 13. The cable and car travel in the
direction indicated by the arrow in figure 13 and as the lever o comes in contact
with said incline 04, said lever o² is swung upon its pivot and by the link o¹ the
lever is moved and disconnects the pawl d" from the wheel ee the weight of
the moving part of the grip causes said moving part to drop as soon as the wheel e
is released and the parts assume the position shown by dotted lines in figure 5 the
cable being free of the grip. As the car moves on by momentum, the hook d³ of
the grip comes in contact with the shear of which swings the moving part of the
grip upon its pivot shaft d¹³ and in so doing the hook d³ of the grip is moved
out from beneath the cable and said shear o³ keeps the hook in this position until the
rear end of the hook has passed slightly beyond the drum o around which the cable
of the next section passes as soon as the rear end of the hook has passed beyond said
drum oº, said hook d³ will by gravity, swing under the cable of the next section, but
to ensure its passing under said cable we provide an incline at o' which swings the
hook under the cable with a positive movement and finally brings said hook so that
the groove in the latter is immediately below the cable, and when in this position
arm upon the car see figure 4, comes in contact with an incline
upon the
guard rail o. This arm is connected to the plug of a cock o10 and the movement of
this arm as the arm moves over the incline o turns said cock to the position shown in
figure 15 and allows compressed air to pass from the reservoir T by the pipes oll 022
to the interior of the cylinder and said air acts upon the plunger d and lifts the
same ; the plunger being connected to the moving part of the grip as before described
said moving part of the grip is also lifted and the hook d³ carried up the cable and
the latter is clamped by the grip so that the car will now be carried along by the
cable.
an
As soon as the arm 08 has passed beyond the point o¹³ of the incline o³ a spring o¹4
returns the arm 08 to its normal position and the cock o⁰ is turned so that its
passage way coincides with the pipe o22 and an opening at 018 in the barrel of
the cock and the air escapes from the cylinder d³ passing by said pipe o" and
opening 16.
The plunger d' is to be provided with hydraulic packing so that said plunger will
fit perfectly air tight in its cylinder and we provide a spring p¹ to wind up the chain
upon the shaft e³ when the moving part of the grip is lifted by the plunger as just
described.
It is to be understood that the pawl lever e is returned by gravity to its normal
position with the pawl d in contact with the ratchet wheel e as soon as the lever o
passed beyond the incline of and that said pawl lever prevents the wheel e and shaft e³
turning backward during the upward movement of the plunger and the winding of
the chain upon the shaft and that the moving part of the grip can not be again
lowered until said pawl lever is disconnected from the ratchet wheel e°. The spring
is shown in figure 5 only one end of said spring is connected to the shaft e³ and the
other end to a stud projecting from the cylinder d³ and said spring is wound up
every time the moving part of the grip is lowered and it is to be of sufficient strength
to rotate the shaft and wind up the chain thereon when the moving part of the grip
is lifted as before described. It is very important that the grip shall be so constructed
that it will yield slightly and allow the cable to slide through the grip at times when
the grip is being applied to portions of the cable where the diameter of the cable is
slightly increased such as at splicings for if the car is only partially gripped to the
cable and is not moving at the same speed as the cable and an enlargement of the
cable should pass into the grip, said enlarged portion could not slip through the grip
and the car would move forward with a jerk at the same speed as the cable.
We provide a springy connected to the chain or other connection e from the
toggle lever e to the shaft e so that if an enlarged part of the cable should enter

page_text: the grip while the latter is being applied, said spring will be compressed by the
increased pressure on the hook, of the grip and allow said hook to drop sufficiently for
the enlarged part of the cable to slide through the grip without giving any jerk to
the car that is only partially gripped to the cable.
We have shown said spring q as within a cylinder q' and between one head of said
cylinder and a head upon a rod q that is connected to one part of the chain e', the
cylinder being connected to the other part of said chain.
The spring might have its two ends connected directly to the two parts of the
chain, but we prefer the construction shown, for if the spring 9 should break under
the strain to which it may be subjected, there will still be a firm connection
between the two parts of the chain by the cylinder q' and rod 92 and the moving part
of the grip will be prevented from dropping.
We will now describe the combined air pump and engine which we use upon the
motor car, the pump being used for forcing air into a reservoir and the engine
being employed for aiding in starting the car and its train and for stopping the
same.
1, 1, are cylinders fitted to oscillate upon trunnions 12, 13, in bearings 14, 115, bolted
to the beams 62, 62, and the pistons 117, 117, of these cylinders have rods 18, 16, passing
through stuffing boxes of glands and said rods are connected to cranks 18, 18, upon
one of the axles 6 of the car wheels; these cranks are at 90 degrees apart to assist
each other in passing dead centres.
As the cylinders l, and parts connected with each are exactly alike it will only
be necessary to describe one of said cylinders and its parts.
The cylinder 1, has two ports 2, 3, extending nearly the entire length of the cylinder
and there are openings from the interior of the cylinder to said ports 2, 3, and these
openings have valve seats and valves 4, 5, 6, and 7.
The face of the end of the trunnion 12 is perfectly smooth and flat and said face is
kept in contact with a correspondingly smooth and flat face upon the bearings 14 by
the screw which acts upon the end of the trunnion 1³.
In this bearing there is a vertical opening for the cock p¹ and a second opening
or passage way at p² at the bottom of which is a valve seat and valve p³: p is a port
or passage way partly in the cylinder 1, and partly in the bearing and this port
connects the port 3 with the opening p² the port p where it passes from the cylinder l
to the bearing is at the axial line of the trunnions of the cylinder, hence the
oscillation of the cylinder does not affect this port and said port always remains
open at the face 128 of the bearing and the end of the trunnion 12. p is a pipe
connecting the cylinder at the opening p2 with the storage tanks T and p is a
passage way leading from the port 2 and opening into the atmosphere and this passage
way is opened or closed by the cock p'.
Presuming that the cock p¹ occupies the position shown in figure 24, it is now to
be understood that when the motor car is connected to the travelling cable by the
grip and said car is in motion,, that the cranks upon the car axle will move the
piston rods and pistons back and forth in their cylinders and air will be pumped
in the tanks T as follows.
The air is drawn in from the atmosphere through the cock p' and passage way p
into the port 2, and as a valve 4 or 5 lifts said air, passes into the interior of the
cylinder and is then forced into the port 3 as a valve 6 or 7 is. raised.; from the
port 3 the air passes into the branch port pt past the check valve p³ to the passage
way p², and by the pipe p to the tanks T the check valve p³ being, lifted at each
complete movement of the piston [17.
In order to stop automatically the pumping of air into the tanks as soon as the
maximum amount of air has been forced into said tanks we provide the means next
described.
There is a cylinder n beneath and in line with the trunnions of each cylinder;
we have shown this cylinder as made in one with the bearing 21 and the ends of this
cylinder are closed by heads. 12 is a piston within said cylinder and its rod n¹³
passes through one of said heads and is connected to an shaped slide n that

page_text: is nuted to move back and forth upon a guide bar nº Doited to the cymder n and
hearing 14.
There is a spring 25 around the piston rod and between the piston and one head
of the cylinder, and there is a pipe n¹ passing through the other head of the cylinder
and said pipe is connected to the tanks T, hence there is the same pressure of air
upon the piston n¹² as there is pressure of air in the tanks T.
The cock before referred to, has a stem n¹ the outer end of which is supported
in a bracket upon the under side of the cylinder 1, and there is an arm a depending
from said stem and its end is between the two vertical portions of the U shaped
slide n¹14.
It will now be apparent that the pressure of the spring 2 tends to move the
piston n rod n¹³ and slide n¹ in one direction and that the pressure of air in the
tanks acts upon said piston and tends to move said piston, rod and slide in the other
direction hence the stem and cock p' will be turned in one direction or the other and
the cock more or less opened or closed according as the air pressure or pressure of
the spring is the greatest.
When the maximum amount of air has been forced into the tanks, the piston n¹2
will be moved such a distance by the pressure of the air against it, that the cock p
will be turned so as to entirely close the passage way p and no more air can be
forced into the tanks while such pressure continues in the tanks and during this time
the pistons, 7, will move back and forth in partial vacuo in their cylinders, the
air remaining in the cylinder and ports being sufficient to cushion the piston in its
movements. As soon as the air pressure diminishes from using the air in operating
the brakes, or in starting the train of cars, or for other uses to which said compressed
air may be applied in operating the motor car or train, then the spring 25 forces
the piston back more or less, and the cock p' is opened proportionately and the
pumps again commence to force air into the tanks as aforesaid.
In order that the pump cylinders may be used as air engines we make each cylinder
and its ports as next described.
8 and 9 are ports partly in the cylinder and partly in the trunnion 12 said ports
open into the cylinder at opposite ends thereof and the other ends of the ports open at
the end of the trunnion at diametrically opposite points and in line with circular
passage ways or ports 10. 11 formed in the face 128 of the bearing 14; these passage
ways 10 and 11 are separated by the abutments 13 and 14. 15 and 16 are ports in
the bearing and one end of these ports open into the passage ways 10, 11, 17 and 18
are ports in the cock p". 19 is an opening from the passage way p² to the cock p
and 20 is an opening in the barrel of the cock.
When it is desired to propel the car by the air engines the cocks p14 are turned
from the position shown in Figure 24 to that shown in figures 19. 21 and 23 and
the compressed air from the tanks T passes from the passage way p² through the
opening 19, into the port 17 of the cock p" and by the port 15 into the passage
way 10 and by the port 8 into the cylinder and the piston 17 is moved in the
direction of the arrow figures 19 and 23 the exhaust is by the port 9 passage way 11,
ports 16 and 18 and opening 20 into the atmosphere.
As the piston approaches the end of its stroke the oscillation of the cylinder
brings the ports 89 gradually behind the abutments 13. 14. and when the crank
reaches its dead center said ports are entirely closed by said abutments as the crank
passes said dead centre said ports gradually opens into the passage ways 10 11 but
now it is the port 9 that opens into the passage way 10 and the port 8 opens in the
passage way 11 and the air from the tank passes through p² 19. 17. 15. 10 9 into the
cylinder and the piston 17 is moved to the right the exhaust being by 8. 11. 16. 18
and 2 to the atmosphere.
When the piston reaches its extreme movement to the right then the oscillation
of the cylinders brings the ports 8. and 9 so that they again open into 10 and 11
respectively and the air passes into the cylinder to move the piston 1" to the
left as first described. With the cocks p¹ in the position shown in figures 19. 21

page_text: and 23 the air engine turns the cranks (1 in the direction of the arrows shown in
figure 20.
When it is desired to propel the car in the reverse direction, the cock p14 of each
cylinder is turned from the position Figures 19. 21. 23 to the position shown in
Figure 25 so that the ports 17 and 18 of each cock 14 coincide with 16 and 15
respectively; with said cocks p14 in this position the air from the tanks passes through
the ports p² 19. 17. 16. 11 and 9 to the interior of each cylinder and moves the
pistons to the right and the exhaust is by 8. 10. 15. 18 and 20 to the atmosphere
when the piston reaches its extreme of movement to the right the oscillation of the
cylinder causes the ports 8 and 9 to open into 11 and 10 respectively, and the air
from the tanks passes through p2 19 17. 16. 11 and 8 into the cylinder 1. and the
piston is moved to the left and the exhaust is by 9, 10 15. 18 and 20 to the
atmosphere.
By the aforesaid arrangement of ports, valves and cocks, the cylinders and their
pistons may be used either as pumps to force air into the storage tanks or as engines
to propel the car and its train short distances, by simply turning the cocks 2014 to the
proper position.
In order to move both cocks p¹ simultaneously we provide a crank arm 710 at the
upper end of the stem of each cock and these crank arms q10 are connected by
links q2q39, to crank arms q' upon a rock shaft q supported in bearings upon the
beams bb. One of the crank arms q is extended in the form of a lever handle q³ and
the engineer by moving this lever, turns both cocks p¹ simultaneously and brings
them to the desired position.
I
The valves 4, 5, 6 and 7 are not moved when the cylinders are used as air engines
for the pressure of the air in the interior of said cylinders keeps the valves 4 and 5 to
their seats while the air confined in the ports 3, keeps the valves 6 and 7 to their
seats.
To operate from the motor car, the brakes upon the cars connected to said motor we
arrange the parts as illustrated in Figure 26, in which the outline of the cars is
represented by dotted lines. Upon the motor car there is a pipe t having a cock
at V. and one end of said pipe is connected to the storage tanks T and the other end
is connected by a flexible coupling to a pipe t' of the car next to the motor car. Each
car of the train is provided with a pipe t¹ that extends the entire length of the car,
and with a cylinder 2 and a pipe t connecting the cylinder 2 with the pipe t¹ the
respective pipes t' are connected to each other by flexible couplings hence the pipes
and are the same as one pipe extending from the storage tanks through the entire
train of cars. The extreme end of the pipe t' upon the last car of the train must be
closed air tight.
Each cylinder 2 is provided with a piston and rod t and the latter is connected
to a lever 56 of the usual system of levers and links 50. 54. 55 57 and 58 for operating
the brakes 52.
When it is desired to apply the brakes the engineer turns the cock V to the position
shown in Fig. 27 and the compressed air from the tanks T passes through the pipett¹
and 3 and into the cylinders upon the respective cars and the air acts upon the
pistons of said cylinders and moves said pistons and their rods to the left and by
the levers and links 56. 54. 50 55. 57 and 58 forces the brakes 52 against the wheels
of the cars.
To take off the brakes the engineer turns the cock V to the position shown in
figure 28 which shuts off the supply of air from the tanks T and the compressed air
in the cylinders t² and pipes now escapes into the atmosphere by passing through the
cock V and an opening at V2 in the barrel of the cock. The brakes and their ports
and the pistons of the cylinders t² are returned to their normal position by springs as
usual, as soon as the air escapes from said cylinders.
We provide a whistle as shown at V³ Figures 4 and 17 this whistle is similar in
construction to the ordinary steam whistle and it is to be operated by compressed air
from the tanks T we have shown this whistle at the end of a pipe V connected to one

page_text: of the tanks T and there is a cord V hanging from the lever of the valve whistle,
and the engineer, by pulling upon this cord, opens said valve and the compressed air
from the tank passes to the whistle and blows the same.
As we always have a constant supply of compressed air in the tanks T, the whistle V³
may be operated at any time and sound signals may be given upon a cable railway,
the same as upon a steam road.
The cylinders and 11 may be connected with the air tanks T as shown in
figure 29 so that one of the tanks may be kept as a reserve tank, its supply of
air to be used only when the supply of air in the other tank is exhausted. In
said figure 29 we have shown a pipe po extending from one cylinder to the
other with branches to the cylinders and there is a pipe p" extending from
tank to tank and connected with the pipe po and in said pipe p there are two
cocks p2 and p13. Both cocks are to be open while the tanks are being filled
with air as before described, and when filled, one cock must be closed which closed
cock say p2, will confine the air in the tank nearest to it. The air in the other tank
can be used for operating the brakes, engine or grip and its supply as used will be
constantly replaced by the pumps. If it should happen that the air in this tank
should not be sufficient for the desired use then the cock p12 must be opened and the
air from the reserve tank can be used. As soon as the tanks are again filled with air
then the cock pe must be closed so as to again confine the air in the reserve tank and
the air in the other tank is to be used for operating the engine, brakes or other
devices.
The motor car may be provided with brakes to be operated by compressed air or
the speed of the motor car when running alone or when connected to its train, may
be retarded or the car stopped, after disconnection from the cable by the Engineer
moving the cock p4 so that the air will pass into the cylinders 1, 1, and move their
pistons, rods and cranks so that the car wheels of the motor car will tend to rotate
in the reverse direction to that which they would naturally turn, as the car moves along
by momentum.
A second and smaller pair of air engines are shown by dotted lines at 14 figure 2
these engines are connected with the air tanks T and they may be used for rotating
one of the shafts f² and thereby give motion to the endless belt finstead of employing
the wheels for said purpose.
We have also shown by dotted lines the piston rods of said engines as connected to
cranks upon one of the shafts of the drum f'.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is:
First The combination with the stationary part of the grip and a support for the
same, of a moving part having a hook at its lower end, a pivot shaft for said
hook to swing upon, means for raising and lowering said shaft, an endless belt
against which the cable is clamped and drums for supporting said belt; substantially
as specified.
Second-The combination with the stationary part of the grip and a support for
the same, of a moving part having a hook at its lower end, a pivot shaft for said hook
to swing upon, means for raising and lowering said shaft, an endless belt against
which the cable is clamped, drums for supporting said belt and means for rotating
said drums and endless belt, substantially as specified.
Third-The combination with the stationary and moving part of the grip, the
latter having a hook shaped lower end, of an endless belt against which the cable is
clamped, shafts and drums for supporting said belt, means for rotating said shafts
and drums, a brake wheel upon one of the sbafts of said drums, and a brake for
arresting the rotation of said brake wheel and its shaft, substantially as and for the
purposes specified.
Fourth The combination with the stationary part of the grip and a support for
the same, of the moving part of the grip having a hook at its lower end, the cylinder d³

page_text: and its plunger, the shaft d³ passing through the plunger and supporting the moving
part of the grip, the lever e¹ and arms e, the shaft 3, ratchet wheel e, and pawl
lever and the chain e' connecting the shaft e³ to the lever e¹ substantially as
specified.
Fifth The combination with the stationary part of the grip, a support for the
same, the moving part of the grip, the cylinder ds, plunger d, the shaft d¹³ of the
lever e', arms e, the shaft e³, ratchet wheel e, and its pawl, the chain e', connected
with said shaft e³, and toggle lever, and a spring connected with said chain for the
purposes specified.
:-
Sixth The combination in a gripping device for cable railways, of the stationary
part of the grip, a pivoted moving part, means for lowering and raising said moving
part of the grip, and a yielding connection to the moving part of the grip, so
that said moving part may yield if the cable is obstructed in its passage in the grip
as set forth.
Seventh- -The combination with the stationary and moving part of the grip, means
for operating said moving part, and the endless belt f and shafts and drums for
supporting said belt f, of the arm h', pivoted upon one of said shafts, the wheel h,
carried by said arm ', the pulleys h², h and band h³ and means substantially as
specified for lowering the wheel h, for the purposes set forth.
:-
Eighth The combination with the stationary and moving part of the grip, means
for operating said moving part, the endless belt f shafts and drums for supporting
said belt, the arms h¹, wheels h pulleys h2, h, bands 3 levers h³, i and 8, links i¹, the
arms and rollers, a connection between the arms and 2 and a yielding
connection between the lever i and 8 substantially as and for the purposes set
forth.
Ninth The combination with the stationary and moving part of the grip, and means
for operating said moving part, of the endless belt f formed of bands of leather or
other material to which blocks of leather are secured and means for supporting said
endless belt, substantially as and for the purposes specified.
Tenth-The combination with the gripping device and the car frame and its wheels
and axles, of the pairs of pulleys n, supports for said pulleys fitted to move upon the
car frame, the springs no, the wheels n carried by said pulley supports and a rail n'
supported upon the cross ties for moving and keeping the pulleys upon one side of
the car into contact with the cable, when the car is travelling upon a curved portion
of the road, as set forth.
Eleventh The combination with the cable railway, and cable, the car and its
wheels and axles, a gripping device upon the car, a rail supported upon the railway
structure at the curved portion thereof, of guide pulleys and their supports upon the
car, acted upon by said rail for keeping the cable towards the centre of the curved
track, as set forth.
Twelfth The combination with the stationary and moving part of the grip, the
toggle arms, chain, shaft, ratchet wheel, and pawl lever, for holding up the moving
part of the grip, of the lever o² connected to the pawl lever by a link, an incline o*,
upon the roadway for disconnecting the pawl lever and allowing the moving part of
the grip to drop and the shear of for moving the hook of the grip from under the
cable, substantially as and for the purposes specified.
Thirteenth -The combination with the stationary and moving part of the grip,
the plunger d connected to said moving part of the grip, the toggle arms, shaft e³,
chain, ratchet wheel and pawl lever, the spring p¹ connected to said shaft e³, the
cylinder d³ a reservoir containing compressed air, a pipe connecting said reservoir
with the plunger cylinder, a cock in said pipe, an arm connected with the plug of said
cock, and an incline o³, upon the roadway for moving said arm and opening the cock
to admit compressed air to the plunger cylinder, and lift said plunger and the moving
part of the grip, as specified.
Fourteenth-The combination with the gripping device, the car upon which it is
mounted, a reservoir containing compressed air upon said car, the inclines o*, 07, 0' and
shear of upon the roadway and mechanism substantially as specified operated by said

page_text: inclines so that at the terminals of cable sections the moving part of the grip is
dropped and swung out from beneath one section of cable and then swung under
and lifted to connect the cable of the next section with the grip as specified.
Fifteenth-The combination with the stationary and moving part of the grip and
means substantially as specified for supporting said moving part of the grip, of the
links e, e and rode for swinging the moving part of the grip by hand, as set
forth.
Sixteenth-The combination with the stationary and moving part of the grip,
and the endless belt against which the cable is clamped, of a shoe of wrought
iron or other suitable material upon the stationary portion of said grip against which
shoe the inner surface of the endless belt is pressed when the cable is clamped by the
grip, as set forth.
Seventeenth-The combination with the stationary part of the grip, of the moving
part of the grip having a hollow hook, a tank containing fluid and pipes connecting
the grip with said tank so that the fluid is caused to circulate through the grip as
soon as the latter becomes heated, as set forth.
Eighteenth-The combination with the stationary part of the grip, of the moving
part having a hollow hook, a tank containing water or other fluid, pipes connecting
the respective ends of the hook with the tank, and a jacket surrounding the return
water pipe for receiving exhaust compressed air, so that the water or other fluid in
the pipes and tanks is cooled by exhaust compressed air, as set forth.
Nineteenth-The combination with the stationary part of the grip, of the
moving part having a hollow hook, a tank containing fluid, and pipes connecting
the grip with said tank so that the fluid is caused to circulate through the grip
as the latter becomes heated, substantially as set forth.
Twentieth-The combination with the grip mechanism one part of which is
hollow, of a fluid supplying device that causes the fluid to pass through the hollow
part of the grip, for cooling the same, substantially as specified.
Twenty-first-The combination in a grip for cable railways, of an endless belt
against which the cable is clamped and means for putting said belt in motion prior
to the contact of the cable with said belt, substantially as specified.
Twenty-second:-The combination in a grip for cable railways, of an endless belt
against which the cable is clamped, drums for supporting said belt, a wheel that is
rotated by the cable, and a connection between said wheel and one of said drums for
giving motion to said endless belt substantially as specified.
'
Twenty-third :-The combination with the endless travelling cable of the cable
railway, the car wheels and axles of the motor car, and a grip for connecting the
motor car to the cable, of a reservoir upon said car for containing air under pressure,
an air pump connected to one of the car wheels or axle, a cock for admitting air to
the pump, a pipe connecting the reservoir with the pump, a stationary cylinder and
its piston and rod, a spring within said stationary cylinder and acting against its
piston, a pipe connecting the stationary cylinder with said reservoir, and a connection
from the stem of aforesaid cock to the piston rod of the stationary cylinder
so that when air is being pumped into the reservoir, said cock is more or less
opened or closed automatically according to the pressure of air in the reservoir as
set forth.
Twenty-fourth-The combination with the endless cable of the cable railway, the
wheels and axles of the motor car and a grip for connecting said car to the cable, of
the cylinders, and pistons 17 and rods 1 connected with the axle or wheels of the
car, bearings for said cylinders, valves and ports in said cylinders and bearings, a
reservoir for compressed air connected with said cylinders the cocks p1, p14 and crank
arms q, q links q, q³ q* and rock shaft q, for operating the cocks p¹, p¹, simulta-
neously as set forth.
Twenty-fifth-The combination with the cylinder 7 and its piston and rod, and
bearings for said cylinder, of the ports 2, 3 valves 4, 5, 6 and 7, branch port p*, port
or passage way p³ and check valve p³, the cylinder n piston n rod n¹s and
spring n² the cock p', an arm connecting the rod n¹³, and stem of said cock,
,
2

page_text: and connections from the cylinders 1, n¹¹ to an air reservoir, substantially as and for
the purposes specified.
Twenty-sixth-The combination with the cylinder and its piston and rod, a
connection from said cylinder to an air reservoir, and the ports 2, 3 and p*, 8, 9
valves 4, 5, 6 and 7 in said cylinder 1, of the bearing having the ports or passage
ways 10, 11, 15, 16, 19, p2, the check valve p³, the cock p14 having the passage
ways 17, 18, and the barrel of said cock having an exhaust opening, substantially as
and for the purposes set forth.
Twenty-seventh-The combination with the band of forming the body of the belt,
of the blocks 4, of layers of leather or other suitable material secured to the same
and forming the outer portion of the endless belt, substantially as and for the purposes
specified.
Twenty-eighth-The combination with the band forming the body portion of
the belt, of the blocks f, upon the outer portion of the band, metal plates at the
inner part or back of said band, and means for securing the blocks and plates to the
band, substantially as set forth.
Twenty-ninth-The combination with the band f and blocks f upon the outer
portion of the same, of the metal plates at the inner part of said band f and
pins passing through the band and blocks for securing the plates and blocks to
the band, substantially as set forth.
Thirtieth-The combination with the band f blocks f4 and plates f having
pins passing through the band and blocks, of wires f¹³, passing through said pins and
blocks substantially as and for the purposes set forth.
Thirty-first-The combination with the band f blocks f₁ and plates f" having
pins passing through the band and blocks, of the metal case 14 around the sides of
each block, substantially as specified.
Thirty-second: The combination with the band f forming the body portion of the
belt, of the blocks f* upon the same, each block being composed of layers of leather or
other yielding material riveted together and secured to said band with the layers
perpendicular to the band, substantially as and for the purposes set forth.
:-
Thirty-third The combination with the endless band f, forming the body portion
of the belt, of metal plates f7 at the inner part of said band, and blocks f* of leather
or similar material upon the outer portion of said band, each block having a semi-
circular groove in its outer face, substantially as and for the purposes set forth.
Dated this 21st day of September 1889
BREWER & SON,
For the Applicants.