IMPROVEMENTS IN THE WORKING OF RAILWAY TRAINS, WHICH IMPROVE- MENTS ARE APPLICABLE MORE ESPECIALLY TO SHORT UNDERGROUND LINES OF RAILWAY RUNNING TRAINS AT SHORT INTERVALS
Year: 1871

page_text: LETTERS PATENT to Sir William Fothergill-Cooko, of Branksea
Lodge, Tooting, in the County of Surrey, for the Invention of
"IMPROVEMENTS IN THE WORKING OF RAILWAY TRAINS, WHICH IMPROVE-
MENTS ARE APPLICABLE MORE ESPECIALLY TO SHORT UNDERGROUND LINES
OF RAILWAY RUNNING TRAINS AT SHORT INTERVALS."
Sealed the 13th February 1872, and dated the 2nd September 1871.
PROVISIONAL SPECIFICATION left by the said Sir William Fothergill-
Cooke at the Office of the Commissioners of Patents, with his
Petition, on the 2nd September 1871.
I, Sir WILLIAM FOTHERGILL-COOKE, of Branksea Lodge, Tooting,
in the County of Surrey, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN THE WORKING OF RAILWAY TRAINS, WHICH
IMPROVEMENTS ARE APPLICABLE MORE ESPECIALLY TO SHORT UNDERGROUND LINES
OF RAILWAY RUNNING TRAINS AT SHORT INTERVALS," to be as follows:-
My improvements in the working of railway trains consist of means
for attaching a carriage train suitably constructed with gripping

page_text: apparatus to an endless rope when in motion (which motion may be
imparted by any known means) so as to expedite the starting of the
carriage train at the shortest intervals.
To effect this I place a gripping apparatus in the centre, or at each
end of the carriage train, and unite the compartments of the carriages
together so as to form a single carriage train with sufficient lateral
flexibility to pass round the curve of a siding when necessary. When
the same train is to be drawn to and fro at very short intervals on a
single line of rails I work it by an endless rope always running in the
same direction. It is worked with a platform on each side of cach
terminus, the one always for departure, the other for arrival. The
endless rope passes along the two sides of the line of railway, and
provision is made for taking up and connecting the rope to the train at
either of its sides to enable the train to be drawn in either direction.
When the single line of rails branches off at each terminus to both sides
of one platform I employ three trains, so that one train is always ready
to start the instant another train arrives, without waiting for passengers
leaving their carriages or taking their seats. In this arrangement the
direction of the endless rope will have to be reversed every second
trip.
"
When there are two lines of railway, the one for up, the other for
down trains, I arrange the two lines to run into one siding common to
them both at each terminus with two platforms, the one always for
arrival, the other for departure, and the rope running always one way.
In all cases the endless rope will be along the outer side of the lines of
rail, both along the railway and the termini. On all three plans the
rope may be lifted, gripped, and released by the train without stopping
the rope, and can be worked with intermediate stations.
To lift the rope I propose that at the stations at which the trains have
to be started one or more of the guide pulleys over which the rope runs
shall be capable of being raised so as to lift the rope to the level of a
pulley on the gripping apparatus of the train, and such pulley is then
moved under the rope, and the rope is then retained and prevented from
running off the pulley but without gripping it till the train is ready to
start, and also the grip can be released without relinquishing the hold
of the rope when needful as at intermediate stations, or the rope may

page_text: be lifted to the level of the gripper pulley on the train by a lifter or
lifting pulley attached to the train instead of by a guide pulley as before
described.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Sir William Fothergill-Cooke, in the Great Seal
Patent Office on the 2nd March 1872.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, Sir
WILLIAM FOTHERGILL-COOKE, of Branksca Lodge, Tooting, in the
County of Surrey, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by. Her
Letters Patent, bearing date the Second day of September, in the
year of our Lord One thousand eight hundred and seventy-one, in the
thirty-fifth year of Her reign, did for Herself, Her heirs and successors;
give and grant unto me, the said William Fothergill-Cooke, Her
special license that I, the said William Fothergill-Cooke, my
executors, administrators, and assigns, or such others as I, the said
William Fothergill-Cooke, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time.
and at all times thereafter during the term therein expressed, should
and lawfully might make, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland, the Channel Islands, and Isle
of Man, an Invention for "IMPROVEMENTS IN THE WORKING OF RAILWAY
TRAINS, WHICH IMPROVEMENTS ARE: APPLICABLE... MORE ESPECIALLY TO SEURT
UNDERGROUND LINES OF RAILWAY. RUNNING TRAINS AT SHORT INTERVALS,"
upon the condition (amongst others) that I, the said William
Forthergill-Cooke, my executors or administrators, by an instrument
in, writing under my, or their, or one of their hands and seals, should
particularly describe and ascertain the nature of the said Invention,
and in what manner the same was to be performed, and cause the
same to be filed in the Great Seal Patent Office within' six calendar
months next and immediately after the date of the said Letters Patent.
12.
NOW KNOW YE, that I, the said. William Fothergill-Cooke, do
hereby declare the nature of the said Invention, and in what manner
-

page_text: the same is to be performed, to be particularly described and ascertained
in and by the following statement'thereof, that is to say :—
This Invention has for its object improvements in the working of
railway trains, which improvements are applicable more especially to
short underground lines of railway running trains at short intervals.
My improvements consist, firstly, in combined arrangements for
working railway trains by endless travelling ropes; secondly, in
arrangements of rope gripping apparatus for coupling a carriage train to
the endless travelling rope; and, thirdly, to the construction of carriage
trains suitable for use on lines of railway worked by endless travelling
ropes.
ני
.
The diagram in the Drawing hereunto annexed shows a carriage train
suitably constructed for running on lines of railway, worked by endless
travelling ropes, as herein-after described. The carriage train may have
a rope gripping apparatus fixed on à guard's van, either in the middle or
at either extremity of the train, to which may be attached also apparatus
for opening and closing simultaneously the doors on both sides of the
train. In the diagram the arrangement is represented of one guard's
van in the centre of the carriage train, and 'the details are especially
applicable to the difficulties of a subway, where the space is confined:-
Figuro 1 represents such a carriage train, consisting of A, A, two
carriage compartments at one end of the gripping van B, and A','A',.
two more on the other side. These five compartments are made up
one carriage train so as to leave little or no space between them.
into
Each carriage compartment has two doors C, C, one on. cach sido,
opening near the opposite extremities of the compartment. Each door
slides freely in longitudinal grooves instead of opening on hinges, so that
the arriving passengers on the doors being opened can pass out at one
door whilst the fresh passengers enter at the other, and follow cach
other in line to their seats, arranged longitudinally and round the ends.
When the tunnel is straight, as. in Figure 2, with a passenger
platform on each side of the rails at the terminus, the train may bọ
nearly rigid, and then continuous rods or chains may be employed for
opening the carriage doors but if there are sharp curves on the railway
or branch sidings at the termini, then sufficient motion must be allowed
E

page_text: between the compartments, and the rods must be made to accommodate
themselves to the curves. To admit of lateral motion in the train I
prefer supporting the ends of adjoining carriages by broad pivot plates
D on four low wheel frames called bogies, with a single pair of wheels
at either extremity of the train if preferred.
To enable the doors to be opened by the guard from his van, when
the carriage train is flexiblo, a metal rod C' with a ball or universal joint
for lateral play placed over the pivot plate of cach compartment will be
extended from end to end of the train along the centre of the roof. On
this rod C, Figure 9, will be fixed say 3 feet long ratchet plates or bevel
teeth C² at intervals corresponding with the 3 feet wide doors of the
compartments. Each carriage door will travel on or with a rod O', by
which it will be supported, one extremity of which for the length of 3
feet will carry a ratchet or bevel teeth. Between C³, C4, a ratchet or
bevel wheel C³ will be fixed to work in conjunction with C³, C¹. The
door opening apparatus in the gripping van will enable the guard, by a
wheel and handle of any convenient form, to make the metal rod C¹ slide
rapidly in either direction, within the limits fixed for the movements of
the doors, so that when the handle is turned to the right all the doors on
both sides of the train will travel to the right and close the carriages,
and when the handle is turned to the left the doors will be opened.
The principle of opening the carriage sliding doors simultaneously, as
above described, may also be applied by employing a chain or strap or
both combined, which can be carried continuously along both sides of
the train and be attached to the doors either at top or bottom in their
order, thus drawing them to and fro. When the line is quite straight a
rod on either side of the train worked separately by a winch with
toothed rack or wheel or other simple means will effect the same object
and admit of the doors being opened on one, or by coupling them on
both sides of a train at a time. The ratchet rod C' if placed in duplicato
so that each one may be acted on separately would effect the same
objcct.
In a confined subway tunnel the form of the carriage, Figure 9, may
render it convenient for the sake of headway to open part of the roof of
the carriage with the door. In this case small guide or friction wheels
O will be requisite at the bottom of each door to support, steady, or
direct it when moving. Carriage trains thus formed may consist of any

page_text: convenient number of compartments, and may be employed with any
suitable means of propulsion.
A through communication from end to end of the carriage train may
be established by doors as shewn, to enable passengers to alight at either
extremity into the tunnel in case of the train being delayed.
I will now describe the gripping apparatus when the train is to be
moved by rope power, and first, when the rope is constantly moving
though at different velocities in the same direction so as to avoid the
stopping and reversing of the motive power. The leading features of
this portion of my Invention are to protect the rope from the injurious
effects of a sudden rigid grasp, and to attach it when running to the
trains. To effect these objects every part of the gripping apparatus
with which the rope comes in contact is made to revolve with the rope
when the train is at rest, or when the gripping apparatus is out of
action.
Figures 5 represent a form of gripping apparatus adapted for the
single line of rails, Figure 2, where the same carriage train runs back-
wards and forwards at short intervals by the traction of an endless
rope always running, and in the same direction, and with or without
intermediate stations.
Figures 5, E represent a horizontal view or plan of the pulley system
of the double gripper for retaining and gripping the rope, both going
and returning. In this form of gripper the rope takes three alternate
curves upon three pulleys of large dimensions, and a common V or a
band break may be applied to each or any of the three pulleys, and one?
pulley may be a clip pulley to give a more effectual grip to the rope.
The side view G shows the rope carried round the vertical pulleys one
one side of the double gripper. The pulleys should be kept as far apart
as possible to reduce friction. The central pulley may also for the samo
object be of smaller diameter than the other pulleys as shown by the 3
dotted lines. The plan shows the arrangement of the pulleys for the
going and returning rope; F is the brake surface of the pulleys; H, the
fixed axle round which the pulleys turn freely and separately; I, I, are
the friction rollers along the line to carry the rope. The fixed axles
will be bolted by their bridges H' to a strong plate D of the grip van, as 3
seen in Figures 5. In this arrangement the ropes are liberated by
lifting them out of the central groove of the gripper pulleys.

page_text: -To allow of a change of train in non-working hours, when the rope is
at rest, the rope where it passes over the pulleys may be slackened by
drawing together the two parts of the rope on either side of them by
apparatus similar to that employed for tightening telegraph wires;
when the portion of rope passing over the pulleys is slack it can readily
be lifted off the pulleys, and the train can be drawn away and another
substituted for it. The slack having been retained in the rope allows
of the slack portions being readily placed over the pulleys of the new
train.
Figures 6 represent the grip apparatus for Figure 3 railway. In this
arrangement the rope also travels continuously in the same direction,
and the train can be attached to the rope though running at any speed.
In this case there is a double line of railway, both lines running into a
single line at each terminus, and there may be any number of inter-
mediate stations. The rope in this case is carried down the centre of
cach railway, as shown by the dotted lines, Figure 3; motion may be
given to the rope at either end of the line and the rope made to return
round a large pulley at the other end, both of which will be sunk a
little below the rails in a line with the terminal line pulleys. The
carriage train should always start along the straight rail the better to
insure the rope falling back into the friction rollers, which will on
approaching each terminus be sunk below the rails. On starting a
train, the crossing rail J, Figure 3, is turned by a switch, parallel to the
rails so as to allow the sunken rope to be raised to the gripper. The
rope is raised either by lifting arms carrying rollers K', Figures 7, from
the break van, or the lifting roller can be raised from below by a lever.
movement from the platform, Figure 8. The lifting arms can be
lowered through the openings K, fitted to guide them. like the keyhole
in a lock, and when pushed in they can be turned round the circular.
neck K¹ till checked by the stop K². The rollers K' will then be under
the rope, and the arms being lifted till checked by the stops K' the rope
will be in the line of the three horizontal grip pulleys P, L, P, Figures
6; M, the grip or slide pulley, Figures 6; L is then drawn along its
slide L by its screw with the winch till the rope is held between the
three pulleys as shown at M', Figure 6; the lifting arms are then withdrawn
and the train is ready to start. The signal being given the horizontal
grip pulley is screwed up as shewn at M, Figures 6, and the breaks
gradually applied to the brake surface Fas in Figures 5 till the train

page_text: acquires the velocity of the rope. The 3 diagrams, Figures 6, show,
firstly, the position of the pulleys when open to receive the rope or to
drop it; secondly, for holding the ropo quite free; and, thirdly, when it
is gripped and ready for the break.
On approaching an intermediate station the break is taken off and the
slide pulley L run a little back, but without dropping the rope, and the
train is stopped in the usual manner. To start again the slide pulley L
and break are applied as before. On approaching the terminus the
break is removed and the slide pulley L is run back to the open position
when the rope falls on to its line pulleys, and the train is brought up
in the usual manner at the terminus. Whilst the passengers are
exchanged the return rope is lifted as before; the rail J is opened by the
switch, and the train is again ready to start. Lifting arms are essential
accompaniments to the train in case of the rope being accidentally
dropped, but at the termini the rope would be more promptly raised
by the lever lifting arms from the platform, Figure 8. The switch rail
is not replaced till the rope has descended on the sunken pulleys. If a
branch line has to be crossed by the train at speed the rope must be
dropped in good time before arriving at the sunken rope line pulleys, and
the rope must be picked up after it again comes to the surface. At such
a place the rope line pulleys should be placed further apart and kept
lower for some distance, with lamps on the wall to show where they are,
so that a plunge may be made for the rope between the consecutive
pulleys. Something like a hooked walking stick would serve tho
purpose, and could do no harm if it came in contact with the pulleys.
Two men would be required for the operation. A pair of arms acting as
a lever like the platform lifters, Figure 8, attached to the van would be
well adapted for this purpose, but they must be kept clear of the line
pulleys; in this case the lifting and gripping apparatus may be managed
by the breaksınan alone.
Figure 9 represents the cross section of a 7-fect 6-inch tunnel and the
outline of a carriage train and rails to suit, with the details of a gripping
apparatus for holding both the going and returning ropo alternately.
Lis the sliding horizontal grip wheel (see Figures 6) between the fixed
wheels P, P, on one side and Q, Q, on the other side. The general
working and arrangement are like those of Figures 6, with the difference
of taking up either rope alternately between Land P, P, in one case

page_text: and between L and Q, Q, in the other. The rope is lifted as before
explained, and the winch handle works the slide wheel L in either
direction. The plan, Figure 10, shews by the dotted circles.the alternate
positions of L when bending the rope before the brake is put on.
Figure 4 represents a single line railway, with branch sidings at. both
termini. To adapt this arrangement for a very rapid passenger traffic
three sets of carriage trains. arc. required, so that one may start on
another's arrival without waiting for passengers; one platform will then
suffice, as the going passengers will be scated, and the .platform open
for the arrivals. On this plan the direction of the rope, if that means of
traction be used, must be reversed after every second trip. Before
starting the first train for siding W' the rope is taken up and gripped
between the fixed horizontal wheels P, P, and the sliding wheel L,
Figures 6, as already explained. On the application of the brake F. to
the gripping wheels, the train moves on in the direction of the singlo
barbed arrow on the rope. The rail switch J being previously opened
for the rope to rise from the sunken line rollers when the train arrives
at the signal light or flag 2 the rope is released, and the train runs on
by momentum into the siding Z; and brought up by its 'break; the
train X, being ready to start and the rail switch J' open, immediately
moves out of the siding X³, and on reaching signal 4 releases the rope,
and at the same time gives a signal to the engine house to reverse the
direction of the rope, which by the time of the train X arriving at
siding W is ready to draw the third train Y on its journey. The
double barbed arrow now shews the direction in which the rope is
running, and by which the train Y is carried into siding X³, the
rope being dropped on passing signal. 3 as usual; next W train, now in
Z.siding, moves out in the direction shown by the double barbed arrow
and completes the fourth journey, after signalling from flag 1 to
reverse rope," by running into Y siding. The rope is now again
running in the direction indicated by the single barbed arrow, and ready
to take the train X to the siding Z; thus the service continues without
intermission. It will be observed that the rope is reversed only when it
has to take a train from the Y' siding of the Y, W, platform. The
power working the rope may be advantageously applied at that station,
and the return pulley wheel at Z, X, station.
"

page_text: line. rollers, especially at curves and along the under line, with other
precautions already in general use where rope traction is employed;
but if the double grippers, Figures 9, 10, be used, then the rope will be
carried along the outer side rails in the sidings as well as along the main
line, and will fall direct into the friction rollers without guides; except 5
at the curves, when it is desirable to carry the rope on the outside of the
rails instead of between them. The position of the grip wheels must be
-also outside the rails but within the general line of the carriage train if
possible, or else they should be below the level of the station platforms.
The line of traction is however removed further from the long axis of 1
the train when the rope is so placed..
It may here be noted that by the use of spring or hydraulic buffers at
the termini, a sufficient portion of the power required for arresting the
train at the end of its journey might be utilized for overcoming the
inertia of the train on starting for its next trip, and so diminish the 1
first strain on the rope. The train running into the siding would
compress these buffers and retain itself by a trigger from rebound, on
releasing which the reaction of the buffers would give a gradual impulse.
to the departing train, which might be further aided by the rails at the
termini being laid on a slight incline. The train would thus be always
brought up on the same part of the platform, which would render the
application of the rope lifters, Figure 8, more casy.
2
Figures 2, 4, and 9 suggest the application of the system to a subway,
with lifts R at the shafts for passengers, surrounded by a double flight
of stairs S. The lifts might be made as double action air pumps to help 2
in removing the air from the tunnel, or by pumping fresh air, in, or one
lift to pump air in and the other out of the tunnel.
Having thus described the nature of my Invention, and the manner
of performing the same, I would have it understood that what I claim
is,-
-
1. The combined arrangements substantially as herein described for
working railway trains by an endless travelling rope.
2. The combined arrangements of rope gripping apparatus, sub-
stantially as described, for enabling a carriage train to be attached to an
3

page_text: 3. The combined arrangement of carriage train substantially as
described.
In witness whereof, I, the said William Fothergill-Cooke have
hereunto set my hand and seal, this Second day of March, in
the year of our Lord One thousand eight hundred and
seventy-two.
WILL". FOTHERGILL COOKE. (L.S.)