IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS AND RAILWAY CARRIAGES, AND IN THE MEANS. DAD
Year: 1867

page_text: LETTERS PATENT to William Robert Lake, of the "International Patent
Office," No. 8, Southampton Buildings, Chancery Lane, in the County of
Middlesex, Consulting Engineer, for the Invention of "IMPROVEMENTS IN
THE CONSTRUCTION OF RAILWAYS AND RAILWAY CARRIAGES, AND IN THE MEANS.
DAD DRA
A communiantion from abroad he
Sealed the 15th April 1868, and dated the 15th October 1867.
PROVISIONAL SPECIFICATION left by the said William Robert Lake
at the Office of the Commissioners of Patents, with his Petition, on
the 15th October 1867.
I, WILLIAM ROBERT LAKE, of the "International Patent Office," No. 8,
Southampton Buildings, Chancery Lane, in the County of Middlesex, Con-
sulting Engineer, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS AND RAILWAY CARRIAGES,
AND IN THE MEANS FOR PROPELLING THE SAID CARRIAGES," a communication, to
be as follows:-
The said improvements relate to an open elevated track or a transparent
floor in a track to allow the transmission of light between the rails to the
pavement or space below them; also to the construction of a railway upon the
tops of columns, the said columns being made in an upper division, which is
intended to be chiefly above ground, and a lower division sustained on and
A

page_text: strongly secured to a pier or base below the surface of the ground. When the
piers are very far below the track I use more than two divisions, adjusting
them on each other. The upper division is adjusted on the lower one by means
of rings, each of which is thicker on one side than on the other, so that by
turning the rings the upper division is made true. A packing of india-rubber
is placed between the two divisions to prevent jarring. The upper division is
made in longitudinal sections joined at their edges so as to make a hollow
cylinder which is filled with wood except at the columns which are used for the
passage up and down of the propelling cable. The use of the wood filling is
to prevent the weakening of the columns from the effects of frost, which makes
the metal of the columns brittle but does not affect the wood. The joints of the
several sections are covered by joint plates bolted to the several sections, the
said joint plates and the sertions both being provided with strengthening ribs.
The bottoms of the upper divisions, as well as their tops, flare or branch out
to form a broad base for the said division to stand on, and a broad top for the
track to rest upon, both bottom and top being strengthened by outside and
inside brackets and by panels inserted between the flaring arms. The columns
and also the track are stayed by stay rols, which reach therefrom to the
buildings along the street, over whose side walk the track is made. These
stay rods serve also for awning frames, and the columns are useful for lamp-
posts. The upper branches or arms of the columns support the antifriction
pulleys over which the propelling cable goes. The carriages are made with
grated windows as well as transparent windows, so that when the latter are
raised for fresh air the passengers cannot annoy people in the street by spitting
down or letting articles fall out of the carriage. The roof is guttered to
collect rain, and the gutters are connected with pipes which go down outside
the carriage, and have stop-cocks that are kept closed by a spring. An arm
from the faucet or cock projects in the way of fixed cams or arms placed
alongside the track in the vicinity of open troughs, which receive water from
the pipes when their stop-cocks are opened. On the tops of these columns a
frame is secured, from which chairs or clamps extend upward and clasp the
rails. Between the frame and the rails are strong springs or elastic bent
plates, which make a yielding bed or support for the rails. The latter are made
of iron or steel and wood combined, the main rail resting on a wooden beam,
which is enclosed with the bottom of the main rail between strong beams or
plates set vertically and parallel throughout the whole length of the track.
The column where it enters the ground is surrounded by a false base that
gives a finish to the column. The bases of the upper divisions of the columns
are attached to a flat oval plate below which the adjusting rings lie; this plate

page_text: has ears which are bolted to the flaring sides of the column. The greatest
diameter of the plate is transverse to the line of the track. The propelling
cable extends downward through the column into a cable guide arranged to.
work through the pier of the column, antifriction rollers being provided to
guide the cable over angles or corners. The working cable guide and the
return cable guide are each made to conform to the shape of the heads or
ferrules of the cable, and wooden beams are combined with the metal plates
or beams of the guides to strengthen them and prevent their being broken by
the action of frost. The propelling cable or chain has heads or ferrules with
vertical spurs, the said spurs having flat faces which act by contact against the
arm or grappling device of a carriage. The spurs project upward through
the cable guide which is open at the top; the grappling devices are also made
so as to seize the cable or its heads; the bottom of the cable guide is open
to let water run from it, and a steam pipe is laid in a groove in the guide
bottom to melt ice and snow in winter. The cable heads run on rollers, and
the bottom of the cable guide is supplied with antifriction rollers, on which
the slack of the cable rests between the heads or ferrules. The arms or
grappling devices of the carriages are turned or raised when they are to be
disconnected from the cable, and this is effected automatically from the action
of a cam or cams placed on the track near the stations upon levers extending
down from the carriages, or by ordinary hand levers. The arms or grappling.
devices have a longitudinal motion, also on rods extending throughout the
length of the carriages, and antifriction rollers are provided to ease their
movements on the rods. The interior of the cable guide is so made as to
prevent the cable heads from flying out, and in addition to the rollers of the
heads there are flanges on said rollers, which prevent lateral displacement;
the rollers run on narrow rails in the guide, and like rails are placed in the.
upper part of the guide. The cable heads or ferrules are also made conical
so as to be grasped by a clutch on a carriage; the said heads or ferrules are
jointed so as to be capable of bending around angles or curves, but are kept
from rotating in the guide by a vertical yielding finger that projects upwards
and moves along the top opening of the guide, and is pushed backwards when
it comes against a grappling device. The cable is propelled from a drum,
around which it is wound spirally in a spiral guide which surrounds the said
drum, but is detached therefrom and does not touch the drum; the latter
may be placed either below or above the ground, as preferred; the cable is
tightened by pulleys with sliding journal boxes, and the driving drum whether
arranged so that its plane of rotation is parallel with the track or otherwise
is also provided with sliding journal boxes; these boxes with the cable yield

page_text: upon
to great strains, and sudden shocks, which if the cable were rigidly fixed
might break the arms of the carriages or injure other parts of the apparatos,
and would cause unpleasant jarring or shaking to passengers. I also coun-
teract the jarring and add to the friction of the rope or cable by forming an
elastic cushion or bed in the circumference of the driving drum and other
pulleys or wheels over which the cable passes. The cable guide is twisted
when it is necessary to partly turn the cable heads to make them flat the
drum or upon the bottom of the guide. The heads or ferrules are also made
with thin edges formed to run in grooves in the sides of the cable guide; the
top of the said guide is made in sections which can be removed to allow access
to the interior. The arm or grappling device which extends from the carriage
is formed to run on a rod lengthwise on the carriage. Eliptic, spiral, or other
springs of great power push it constantly towards the rear of the carriage, and
when one of the cable heads acts thereon it is pushed forward against the said
springs. The latter are so arranged and connected to the frame or truck of the
carriage that the motions of the body of the said carriage do not affect their action;
these springs are also made to aid in stopping and starting the carriage through
the agency of a sliding cone clutch pulley on one of the carriage axles, a fast and
loose pulley on the same axle, and two ropes or chains, one of which passes
from the cone pulley to the grappling device, and thence to the front of the
carriage, and the other passes from the loose pulley to the said grappling
device. The fast and loose pulleys are arranged together, the loose pulley
surrounding the other, and both are connected by means of an interior clutch,
which is brough into action when the loose pulley is turned in a forward direc-
tion by the force of the springs. The power of the said springs is exerted in
this manner through the agency of the conical pulley, whose clutch is brought
into engagement with the loose pulley at the proper times by automatic action
through the agency of an arm from a carriage and a cam on the track, or the
said clutch is so engaged by the brakesman. The sliding cone pulley, the
springs, and the clutch that connects the said pulley with the fast pulley on
the axle act together to stop or start the carriage when properly put in action.
The carriages are held on the track by bent arms, which extend fro:n their
lower parts and are turned under flanges formed on the sides of the rails.
The driving drum of the cable is propelled if desired by means of a friction
pulley acting on one part of its periphery, another part of its periphery being
reduced to form the pulley surface for the cable.
According to one modification of my improvements the said drum is also
arranged to bring its periphery over the middle of the cable guide, so that the
cable passes tangentially into the said guide. At the end of the course of the cable

page_text: it passes around a tightening pulley or another drum, as desired. The return.
guide of the cable may be placed either alongside the track or below the same,
as preferred.
According to one modification of these improvements the cable grappling
device is made with two right-angled jaws, whereof one is above and the other
below the cable; the closing of these jaws effects the grappling of the cable,
and the carriage is thereby attached to it and kept attached until the jaws are
released. The rails are formed, as before stated, of nietallic upper main rails
resting on a wooden base or bean, confined, as is also the bottom of the main
rail between strong plates, which as well as the wood extend the whole length
of the track. This compound construction of the rails allows some of the
sleepers of a road to be dispensed with, its stiffness and strength rendering its
employment highly economical in that respect, and also in the crossing of
streams and chasmis.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Rubert Lake in the Great Seal Patent Office on
the 15th April 1868.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
ROBERT LAKE, of the "International Patent Office," No. 8, Southampton
Buildings, Chancery Lane, in the County of Middlesex, Consulting Engineer,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Fifteenth day of October, in the year of our Lord
One thousand eight hundred and sixty-seven, in the thirty-first year of Her
reign, did, for Herself, ller heirs and successors, give and grant unto me, the
said William Robert Lake, Her special licence that I, the said William
Robert Lake, my executors, administrators, and assigns, or such others as
I, the said William Robert Lake, 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 terin 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 "IMPROVE
MENTS IN THE CONSTRUCTION OF RAILWAYS AND RAILWAY CARRIAGES, AND IN THE
MEANS POR PROPELLING THE SAID CARRIAGES," upon the condition (amongst
others) that I, the said William Robert Lake, my executors or administrators,
by an instrument in writing under my, or their, or one of their bands

page_text: 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
inonths next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Robert Lake, do hereby
declare the nature of the said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by the
following statement, reference being had to the accompanying Drawings
forming a part of this Specification:-
The said improvements relate to an open elevated track or a transparent
floor in a track to allow the transmission of light between the rails to the
pavement or space below them; also to the construction of a railway upon.
the tops of columns, the said columns being made in an upper division, which
is intended to be chiefly above ground, and a lower division sustained on and
strongly secured to a pier or base below the surface of the ground.
That part of my Invention which I will first describe is set forth in the
Drawings, beginning at Figure 1 and ending with Figure 7.
Figure 1 is an elevation of one of the columns which supports the track
which is shown in cross section; Figure 2 is a side view of the track and of
the upper part of one of the columns; Figure 3 is a plan view of a portion
of the track, the portion selected being over a column; Figure 4 is a top or
plan view of the lower division of a column; Figure 5 is an axial section of
such lower division, also of the adjusting plates and of the bottom plate or
flange of the upper section of the column; Figure 6 is a front view of one of
the panels at the front of the columus, and also a vertical section thereof;
Figure 7 is a horizontal section of the said panel.
A designates a supporting column, one of a series which sustains the track
of the railway. It is made in divisions a, b, an upper one and a lower one,
to enable one to adjust the upper division to a vertical position without dis-
turbing the foundation of the column or the position of the lower division,
said divisions are united to each other by means of broad flanges formed at
the bottom of one and at the top of the other. The columns are hollow to
admit the ascent or descent through them of a propelling cable or chain when
such a device is used to propel one or more cars on the track. The upper
division a of the columns is made in several longitudinal sections, and I prefer
to make them of wrought iron rolled in a proper shape, their ends being
flared outwards, as shown in the Drawing, so that when the sections are
joined together their upper ends form bearings for the track and their lower
ends form a wide or expanded support for the column itself; said lower

page_text: flaring ends are properly secured to a flat base plate B, which in this example
is of a circular form, but I propose to use an oval form instead. The lower
division 6 of the column goes through or is embedded in a mass or block of
stone or other suitable material built or placed immovably in the ground; its
upper end is expanded into a flange of the same size and shape as the base
plate B of the upper division of said column, and the said flange and plate
are securely fastened together by bolts or other suitable devices. In order to
adjust the column to a vertical position without being compelled to disturb its
foundation I interpose between its divisions two rings C, C, which taper, or
are made thinner at one side than at the other, the decrease in thickness
being gradual, so that they form annular wedges. In placing them between
the divisions of the column I set them conversely, so that the thicker part or
side of one is over the thinner part of the other, when they together form a
combined ring of equal thickness throughout. If the upper division a is not
vertical I make it so by turning one of the rings to the right or to the left
until division a is brought to the right position, said division being first lifted
by jack screws or other devices to allow the rings to be turned. The bolts
which unite the base plate B to the flange of division b go through curved
slots in said rings C, C, so that the latter are allowed to be turned, and are
yet kept from slipping out from between said divisions. The beight of the
column A is, if desired, increased by inserting below it one or more annular
washers. I also pack the joints, or one of them, between the base plate B
and the adjusting plate C with rubber or other suitable material to prevent
unpleasant jars from the passage of carriages over the track, and to secure as
far as possible a noiseless movement. The longitudinal sections of divisions a
are firmly united by bolting together flanges formed on their edges, as shown
in the Drawing. The openings which are left at the bottom of division a
between the flaring ends of its sections are closed by panels D, which are
accurately fitted beneath the shoulders or lower ends of the flanges or ribs of
the sections, which are bolted together and rest on the base plate B, so that
they contribute to the strength of the column and at the same time close up
said openings. These panels are fastened by buttons or bolts or other con-
Where the distance between the pier or foundation and the
track is very great, say, 30 feet more or less, more than two divisions a, b,
are used to form the columns. In that case one or more intermediate divisions
are provided between the upper and lower divisions, the several divisions being
adjusted to each other as he rein explained and securely connected. The
upper end of each of the columns of the railway supports a cross frame E, or
other suitable platform, which supports the rails and other portions of the
venient devices.

page_text: track, and also the cable guide. That part of the platform E which is
parallel with the track comes directly beneath and supports the cable guide F.
The space between the cable guide and the rails is occupied by a strong floor
or grating G of latticework, or of glass or other transparent material
extending the whole length of the railway, so as to admit the passage of light
and to stiffen and strengthen the track. This floor, if in the form of a grating,
is made of metal, wood, or other suitable material, and it forms a surface
which will sustain the weight of persons walking thereon, and of workmen
who may be employed in repairs, and will intercept falling objects, and also
strengthen and stiffen the track, and prevent the rails both from spreading
apart and from approaching each other; the rails being strongly secured to
the outer edges of said grating or floor in any suitable way, either by rigid
fastenings which will compel the grating or floor to move up and down with
the rails, or by fastenings which permit the rails to move up and down
independently of the grating or floor. H designates the rails of the track,
they are composed of upper rails I on which the rails of a car rest, and of
coterminous supplementary rails J, J, which are interposed between said
upper rails and the supporting platform E. The lower supplementary rails J
are composed of two or more strong plates of metal, which are made with
ribs for the purpose of gaining strength, or otherwise strengthened, and are
set edgewise beneath the upper rail, whose bottom flange or tongue K they
receive between them, while its lateral flanges L, L, rest upon their upper
edges, layers of rubber or other suitable packing material that will deaden
sound being interposed, so as to form a noiseless joint and prevent wear.
For the purpose of gaining additional strength and of preventing the injurious
effects of frost in severe climates on the iron or steel of the several rails and
bars combine with them throughout their whole extent rods or bars of
copper or wood, or other suitable material which will not be injuriously affected
by frost.
M designates such rods or bars. In this example I have shown a
wooden one in one of the rails and a copper one in the other, the latter
being made in the form of a truss, as shewn in dotted outline in Figure 2;
the bighest portion thereof serving as a support to the upper rail, whose
tongue rests on it.
Rubber or other suitable packing is also placed between
the upper rail and the wooden or brass interior rod or bar to prevent noise.
'The upper rail and the lower supplementary rails are securely fastened to
form one combined structure by proper bolts that go through the said supple-
mentary rails and the lower flange or tongue of the upper rail which is
enclosed between them. The supplementary rails are further strengthened
and stiffened by angle irons extending from one to the other at their lower

page_text: and also at their upper edges, and such irons are preferably made of solid
plates of equal length with said rails, instead of being placed at intervals.
If such irons are used near their upper edges their shape must be such as to
allow the upper rail to be suitably secured in place. The wood or brass.
interior rods or bars are put in place before the angle irons or plates are
fastened to the rails. The transverse portion of the platform or cross frame E
has at its ends upright pieces O which extend upwards outside of the rails a
suitable distance, so as to confine and prevent them from spreading, and to
serve as guides to any up-and-down movements they may have. I have only
shown such upright guiding pieces on the outside of the rails, but they are
also used with advantage on the inner sides of the rails, so as to assist the
grating or floor in keeping the rails from approaching each other. The said
guides O have vertical slots P which receive pins or screws that are fastened
into the sides of the rails, and prevent the rails from moving endwise, but
permit vertical movements. The track rests directly upon a yielding support,
which in this example I produce in the following manner :-)
-Upon the upper
surface of said platform E, I place strong curved elastic plates R, R, which
extend transversely of the track and beneath it their ends being turned up
outside of the rails so as to clasp them. These elastic plates or springs are
used in sufficient number and made of sufficient strength to sustain the weight
of the rails and hold them up clear of the cross frame or platform E or other
device intermediate of the rails and the supporting columns. These springs
may be of any desired form or material that will answer the required purpose,
and they are made strong enough, if desired, to support the weight of a loaded
car. The two lines of rails that compose the track and the said grating or floor
are partly sustained between the supporting columns by transverse bars S,
which are fastened to the under surface of the cable guide and extend as far
as the outside of the rails. The springs R, R, serve also to sustain the grating
or floor wherever they occur. The said grating or floor may extend from
rail to rail of the track, going beneath the cable guide if desired.
The columns of the railway which are not used to conduct the propelling
cable between the cable guide and the driving or other drums of the railway
are filled with wood or other suitable material for the purpose of stiffening
and strengthening them, and of counteracting any injurious effect which frost"
may have on the columns in making them brittle. It is desirable that the
propelling cable or chain in going between the cable guide and the driving
or other drums be conducted by means of large wheels or else by means
of curves of the largest radius practicable. By my Inventio. I avoid the
expence and inconvenience of large wheels or pulleys, and accomplish the

page_text: desired result by slotting one of these flaring upper arms or ends of the column
which is under the cable guide, and inserting therein small wheels or
pulleys T (three such being shown in this example) whose peripheries project
far enough beyond the convex surface of the said flaring arm to keep the
cable clear of said arm and conduct it properly to the cable guide; by this
means I am enabled to use these columns both to obtain bearings for the
journals of said wheels or pulleys, and to obtain an easy and suitable curve by
which to conduct the cable or chain past angles both in taking it up to the
cable guide and leading it down therefrom. The line of railway is connected
to the line of buildings or to other means of lateral support along a street by
stay rods U which extend from each column A or from the track itself at
suitable points; these rods are connected to each other by diagonal braces,
and their outer ends are attached to the columns or to the ends O of the cross
plates E and also to the rails H by extending the rods through the same, and
placing on the rods nuts with rubber or other elastic washers on their sides
next to the cross plate or column. The outer ends of the stay rods are
secured to the buildings or other side supports, and unpleasant vibrations of
such buildings from the movement of cars or trains are prevented by means
of the elastic washers, and also by placing the nuts a little distance from the
sides of the said parts O or the column and rails so that the stay rods can
have a little play before the nuts come in contact with the sides of the part or
object to which the rods are secured; the roils are also allowed some play
endwise at the ends which are connected to the buildings. Instead of the
mode of connecting the rods to the railway which is here shown, their ends
may be attached to eliptic or other springs so as to give them elastic bearings
with the railway, and thereby avoid rigid and unyielding connections. These
stay rods are used also as frames or as supports for the frames of awnings
for stores and side walks. The supporting columns A are also used as lamp
posts, the gas pipes through which the lamps are supplied being conducted
upwards through the hollow spaces of the columns emerging therefrom at a
suitable point where the lamp and its frame are supported by suitable brackets
extending from the columns. This arrangement of combining the office of a
lamp post with a supporting column is shown in Figure 1; the said supporting
columns also sustain water pipes which conduct to the ground the water col-
lected from the roofs of the carriages, and also from the flooring of the track
when glass or other transparent material is used. The water is received in
troughs of suitable lengtb, which are secured to the columns to the side of one
of the rails, or to any other part of the elevated railway at or near each
station or other places where they are required, and the water is taken

page_text: from them by means of pipes fastened to the sides of the columns, as
shown in Figure 1, and terminating at or near the gutters of the street. The
water from the flowing of the railway (when an open grating is not used) is
conducted to the troughs by pipes or channels, or is led into the pipes that go
from such troughs. The manner of collecting or receiving in said troughs the
water from the cars is herein-after explained.
The part of my Invention which I will secondly describe is set forth in
Figures 8 to 14 inclusive, and embraces a modification in the supporting
columns. Figure 8 shows an elevation of a supporting column and the pier
or mass of masonry on which it rests, together with a cross section of the
track and of the operating and returu cables; Figure 9 is a cross section of
the column in the plane of the line x, x, Figure 1; Figure 10 is an inverted
view of the base plate i; Figure 11 is a cross section on the line y, Figure 1;
Figure 12 is an peripherical view of a portion of a supporting column enlarged
as compared with Figure 1; Figure 13 is a cross section of the same; Figure 14
is a perspective view of one of the segments of the column. In Figure 8 a
designates one of the columns which support the elevated railway; it is made
of wrought iron or malleable iron in segmental parts rolled to the form
required. The lower part of the column is firmly secured below the pavement
or street whose surface is indicated by the red line z, Figure 8, at which point
I place around the column a false base t for the protection of the column,
thereby also giving a symmetrical finish to the same. I make the false base
of cast iron or wood or other material in two parts, one of them having ears
which go into sockets made in the other, as is shown in Figure 11, the ears
being secured by pins 1, 1. The false base rests on the ground, and its inner
circumference is made to fit the exterior of the column. The column itself is
in this example made without ornaments on its sides, but such ornaments can
be added by enclosing the colunin within a cast-iron case or envelope whose
exterior is of an ornamental character. The branching arms of the column
upon which the frame or platform of the track rests are strengthened and
stiffened by supplementary brackets or arc-shaped pieces V, whose bases rest
on the exterior flanges 2 of the column, which flanges are cut away to make
square shoulders for the brackets V to rest on; the said brackets are secured
to the arms of the columns in any suitable manner. The arms of the columns
are further stiffened or strengthened by putting similar brackets on their inner
or convex sides. The flaring lower ends of the columns are stiffened and
strengthened in the same manner by supplementary pieces or brackets applied
to both the inner and outer sides, but I have not thought it necessary to show
them so applied in the Drawing, because any intelligent mechanic will be able

page_text: from the above explanation to apply them without further description. The
bottom of column a rests directly upon the cast-iron base plate n, which has
rising from its upper surface a series of angular-shaped ears m that are cast
with the plate, and are so formed as to fit in the plane triangular spaces that
occur between adjacent flanges 2 of the segments at the foot of the column,
said ears m being made with flanges that come within the flaring flanges 2,
to which they are bolted firmly, thereby uniting the column to the base plate.
In setting up the column its segmental sections are put in the plate n
within the ears m one by one because of the flaring shape of the end of the
segnients. The base plate n is oval in form, its greatest diameter being
transverse to the line of the railway, so as to give a greater power of resistance
to lateral displacement or oscillations of the railway. The said base plate n
rests upon a plate k of like form, to which it is securely bolted, the adjusting
wedge plates C, C, Figure 1, for adjusting the column a being first interposed
between. Below plate k is the cap or covering plate i which rests upon the
top of the underground pier o having lips on its edges which lap on the sides
of the pier, said plates k and i being connected by a short cylinder j through
which the cable runs in ascending to or descending from the track. This
covering plate i covers and protects the return cable guide e¹ and both the
plates and i have openings through them in continuation of the hollow space
The
of the connecting cylinder j through which openings the cable passes.
opening through plate i is provided with antifriction rollers 1, 1, over which
the cable passes on entering or leaving the return cable guide. The pier O
is a truncated pyramid in form, and is built upon any suitable base of wood
or stone, or upon a broad cast-iron plate W which is connected to the covering
plate by bolts which are shown in Figure 8 in dotted outline. By this
construction I not only connect the plate i and the bottom plate but also clamp
and confine the pier or mass of masonry between them so that the foundation
of the column is compact and forms a united solid structure. The cap or
plate i and the pier O are arranged diagonally with the line of the railway,
whereby the return cable guide is protected and supported a greater distance
than it would be if it passed through the pier and under plate i at right angles
to their sides. The cable guide e is made with a broad foundation plate 4 of
wood which rests on the floor or frame of the track, over which plate 4 is laid,
a plate of iron f of equal width. On this iron plate are beams of wood 5
placed vertically on their edges at a sufficient distance apart to allow the cable
heads or ferrules to move easily between them rolling on the iron plate. On
the top of each vertical beam I secure a right-angled metallic bar, whose
vertical part or face extends over the interior of the cable guide far enough to

page_text: come above the wheels over which the cable head or ferrule moves, and
through which it extends upwards so as to operate on and move a carriage on
the track by striking against a coupling arm or other device projected from
the carriage. By combining the iron and wooden beams and bars together in
this manner I form a cable guide which resists the action of frost to a great
extent, and also cheapens the guide; those parts which receive friction from
the cable and its heads or ferrules being made of metal and the other parts of
wood which is less expensive than metal. The return cable guide e¹ is made
or formed like the cable guide e, except that it is inverted with the addition
of an inverted cap b which closes the continuous open space between
the vertical faces of the bars and provides a continuous channel in which the
spur of the cable head or ferrule moves, and is guided without being liable
to turn or stick fast therein, the wheels of the head or ferrule running
on the horizontal surfaces of the metallic angle bars. The track is laid
with compound rai's made as follows:-c, c, are steel or iron [-shaped rails
or beams, two of which are placed side by side so that the edges of their
bases come close to or near each other. I prefer to arrange them in
forming a continuous track so that they will break joints with each other.
In the space between them I place strips or beams of wood d-in a con-
tinuous line, the top of said beams being flat or square to receive the
bottom of the main rail and its sides being partly beveled so as to fit both
the vertical and the beveled sides of the metallic rails or beams between
which the wood is placed. The metallic rails or beams and the wooden filling
enclosed between them are strongly bolted or secured together. The inner
edges of the tops of the I-shaped rails or beams do not come together, but
they are separated a distance equal to the thickness of the body of the upper
or main rail 6 whose base rests on the wooden filling d, said base being
beveled on its sides to fit the beveled under sides of the tops of the rails or
beams c by which arrangement and construction the top or main rail bis
firmly and securely held down in its place and is provided with a comparatively
noiseless though firm and solid bed or support. The upper or main rail b is
put in its place before the rails or beams c, and the wooden filling d are
fastened together, and the several parts are made of such relative size and
are so formed as to fit each other snugly when secured together. It will be
observed that by this method of construction the rails or beams c and the
wooden filling d form a continuous chair coterminous only with the track
itself, the main rails on which the carraiges move being held at all points alike,
whereby great security is obtained and the danger of displacement or of
breaking the rail is obviated. The wooden filling forms a cushion or bed for

page_text: the rail and resists the destructive action of frost and consequently aids to
preserve the metallic parts combined with it.
Figure 8* represents a modification in the rail shown in Figure 8, said
modification consisting in using a single supporting rail c of suitable breadth
top and bottom and placing the main rail 6 of the track upon the same,
interposing between them throughout the whole line of the road a layer
of wood or other material of such qualities as resists the action of frost and
diminishes noise and imparts additional strength to the structure, bolting the
said supporting and supported rails and the interposed wood or other cushion
together in a secure manner. The two lines of compound rails which compose
the track are connected to each other by rods that go across from one to the
other at proper intervals and tie them so as to prevent both expansion and
contraction, or the lines of rails are tied to each other by ties placed across
the track beneath the supporting rails, the said compound rails being clamped
and kept down to their places on the ground or substructure, or on the frame
of an elevated railway by "chairs" or equivalent clamping devices.
The compound rail b, c, c, d, Figures 8 and 8*, and the compound rail
shown in Figures 1 and 2, possess great strength and stiffness, and afford
great security against such accidents as fractures or the "giving way" of a
rail, and is applicable for surface railways as well as for elevated railways.
Suid compound rail enables the constructor to dispense with some of the
sleepers now usually employed in building the groundwork or substructure of
railways, and enables him also to cross chasms and streams with much less
expense in the necessary substructure or framing.
I do not wish to confine myself to the form given to the upper parts of the
supporting rails or bars c, c, as shewn in Figure 8, it being only necessary
that the tops of these rails be so formed as to embrace and clamp the main
rail b in a secure manner. The columns a are made in longitudinal segments p,
four of which in this example go to make a complete cylindrical column.
Each segment has a longitudinal rib q on its exterior in the centre of its
width. The edges of the segments are square in this example, and the
segments are united to each other by longitudinal bars r, which have a double
flange S, S, that covers the joint between the adjacent segmeats, and is firmly
bolted to the segments in the manner shown in Figures 12 and 13. The
bottoms of the flanges are curved so as to be concentric with the exterior of
the segments, and so as to make a tight joint. The segments p and the bars r
which unite them to each other are rolled into the required shape in the
usual manner of rolling wrought or malleable iron. The completed columns
are filled with wooden posts which come up to the intermediate framework 5,

page_text: and help to support the same. Those columns through which the cable passes
up or down are only lined or partially filled with wood. The wooden filling
adds stiffness to the columns, and by not becoming brittle from the effects of
frost adds security to the structure.
The part of my Invention which I will thirdly describe is set forth in
Figures 15 to 18 inclusive, of which Figure 15 represents a propelling cable,
and two of its heads or ferrules, together with a longitudinal section of a cable
guide. This Figure shows also part of a railway track with a carriage
thereon. Figure 16 is a cross section of a cable guide including also a section
of a railway track with a carriage thereon; Figure 17 is a top view of the
cable guide shewing also a portion of a propelling cable, and one of its heads
or ferrules; Figure 18 represents both a top and side view of a cable head or
ferrule detached, with the modification of a lower horizontal roller.
A desiguates a propelling cable for propelling cars or vehicles. In this
example of my Invention it is shewn applied to the moving or propulsion of a
carriage upon a railway track, but it may be applied, with or without the cable
guide shown in connection therewith to an ordinary roadway, or to towing
vessels on canals or rivers. A¹ designates cable heads or ferrules which are
placed at proper intervals on the cable, their office being to give to the
carriage the motion of the cable by coming in contact with some part of the
carriage interposed before such heads or ferrules. Said heads or ferrules
consist of frames placed in or upon the cable in the axial line thereof, so as to
be in effect parts of or continuations of the cable, and they are mounted upon
vertical antifriction rollers or wheels, four in number in this example, but the
number of said wheels may be greater or less as may be thought best. From
the upper part or surface of each head rises a vertical spur or projection B
that extends upwards above the level of the top of the cable guide B¹, as
shewn in the Drawing, so that the said spur can engage or come against the
cable clutch or arm C of the carriage. The face of said spur is in this
example made straight or plain, and is intended to operate against the arm C
of the carriage by mere impact or contact therewith, without being embraced
by a clutch or other clasping device extending from the carriage.
I make a joint in the arm C so that I can turn it up out of the way of the
spur when desired, or I arrange it so that it can be turned sidewise. The
place of the joint is shown in Figures 15 and 16. The face of said spur may
be made of a curved or hooked instead of a straight form, and in that case
the opposing face of the arm C should be curved conversely, so that the one
may fit to the other; but in carrying out this modification the spur and arm
must not be so made as to lock them together, and prevent their separation

page_text: in the line of motion of the cable or in lateral directions, it being an essential
principle of this portion of my Invention that the face of the spur shall not
become attached or fastened to the carriage or to the arm C thereof, but shall
act against the same merely by contact: When cable clutches or arms of
this form are used it is only necessary to turn or swing them to one side of
the path of the cable, in order to clear them from contact with the cable
heads, since such arms C do not enter the cable guide but move above it. In
order to swing said arms aside I use a bar M which extends from the carriage
and a fixed cam O that is placed on the track operating therewith a lever J,
and a latch or other convenient device for securing said lever in its proper
position. And in addition thereto I connect said lever J to a pulley D, to
whose periphery is fastened a metallic or other strap H that descends and is
passed around and fastened to another pulley D' placed upon the cable clutch
or arm C. The latter is connected to the guide rod D by means of ribs or
feathers formed on the cylindrical part of the bead or body of arm C, and by
grooves formed on the sides of the rod D, so that the arm C can move length-
wise but cannot be turned upon rod D. The guide rod D is so arranged that
it can be turned on its journals, and its rotation is effected by means of said
pulleys. From this arrangement it follows that whenever the lever J is
turned on its fulcrum, which in this example is, in the stud on which the
pulley is rotated, its motion is communicated through the straps H to the
gui 'e rod D, and the cable clutch or arm C. In order to relieve the cable
clutch or arm G of friction during its movements on the guide rod D, I
provide it with a sufficient number of antifriction rollers h, one of which is
shown in this example in Figure 15, which rollers work in slots made in the
cylindrical part of the cable clutch or arm, and come in contact with said
guide rod, and facilitate the move:nents of said clutch thereon. The upper
side of the bead or ferrule A¹ has horizontal antifriction rollers D*, D*, before
and behind its spur, the peripheries of which roll against the inner edges of
ledges t, t, which form the top of the cable guide and partly cover its cavity.
The said ledges t, t, in conjunction with the rollers D* keep the spur in a
proper vertical position and prevent friction. The sides of the vertical
supporting rollers on which the beads A¹ roll are kept from direct contact
with the sides of the cable guide by beads s, s, formed along the corners of
the bottom of the guide, as seen in Figure 16. The beads 8, 8, form also
guides for said rollers, and in conjunction with the under surfaces of the
ledges t, t, prevent the heads from leaving the cavity of the cable guide or
becoming misplaced therein.
Figure 18 shows a modification of the cable head, in which a horizontal

page_text: antifriction roller E is fixed to the under surface of the head or ferrule for the
purpose, among other things, of guiding and controlling the head at its lower
part while it is moving in the cable guide, and for the purpose of enabling it
to turn angles or curves with ease; one or more such rollers E may be used.
The roller E is situated between the supporting vertical rollers about midway of
the length of the head, and its diameter exceeds the width of the head a little;
so that when the head is going along a curve the ends of the head will be
freed from contact or friction with the interior of the cable guide, the contact
between the head and said guide at such portions of the guide being chiefly
confined to the periphery of the roller E. The cable guide B¹ being open
above between the ledges t, t, is liable to become clogged in some seasons of
the year by ice or snow, and in order to obviate or prevent obstruction to the
cable from this cause I place along the same, preferably at its bottom
(where it may be sunk in a groove) a steam pipe r, which is supplied with
steam from the exhaust of the engines that give motion to the cable or
directly from a boiler. The heat from the steam pipe will thaw and melt
such ice or snow and turn the same into water, which will escape through
occasional openings left in the bottom of the cable guide. y, y, designate
flanges formed on the inner sides of the rails of the track, which flanges are
embraced by angular arms x, x, of great strength that project from the
carriage and are bent around so as to come under the flanges as the carriage
moves along, but not so as to be in actual contact. The object of the arms
x and flanges y is to prevent the accidental displacement of a carriage on the
track; to prevent friction between the said arnis and flanges I put 'antifriction
rollers in the arms, as shewn in Figure 16.
The part of my Invention which I will fourthly describe is set forth in
Figures 19 to 21, and relates more particularly to a novel construction of
beads or ferrules of propelling ropes or cables, and to an improved mode 'öf
connecting the beads or ferrules to said ropes or cables; it also relates to
means for preventing friction between the heads or ferrules and the sides of
the trough or guiding channel, called by me a cable guide; in which the pro-
pelling rope or cable moves; also to means for preventing the heads or ferrules
from turning in the cable guide. Figure 19 is a central longitudinal section
of said improved head or ferrule; Figurė 20 is a side elevation; Figure 21
is a cross section through the axial line of the vertical roller B.
Cable heads or ferrules of the 'description shewn in Figures 19, 20, 21, are
intended to be used in connection with a clutch or grappling device which
extends from a carriage and enters the V-trough or cable guide, and seizes or
embraces the heads or ferrules. A designates a propelling rope or cable, and

page_text: A¹ one of the heads or ferrules which effect connection between the rope or
cable and the cable clutch or other grappling device projected from a carriage.
The forward conical part of the ferrule which comes immediately in contact
with such clutch is marked O, and is made with a joint. From the base or
rear portion of the said part,O extends a link G, whose rear end is made
spherical, as at H, to form a universal joint with the part D of the ferrule, so
as to make the ferrule capable of being bent out of a straight line, as when
turning a curve or angle. The rear portion of the ferrule is a hollow conical
coupling shell N having a bail projecting from its base, through which bail a
hook M or other suitable fastening device is passed to foran a connection with
the other portions of the ferrule. When a hook like M is used the opening
of the hook is closed by a strand of wire or other device to prevent the release
of the bail. The shank of the book has a spherical end L, which is enclosed
within a socket in the rear end of the part D of the ferrule so as to form a
flexible or universal joint similar to that at the forward end of the ferrule.
The rope or cable is connected with the ends of the ferrule by means of conical
heads Q, Q, which fit within conical cavities formed in the parts O and N.
The part D consists of a frame, made in this example in two sections, marked
1 and 2, which are held together by bolts I, I, the adjacent sides of each
section at its ends having semispherical cavities which constitute sockets for
holding the spherical ends of the link G and the hook M respectively when
the sections are united; this construction and arrangement permit the ends
of the ferrule to be bent out of line with each other and with the rest of the
ferrule without endangering their connections. The middle portions of the
sections of the frame D are cut out or shaped so as to produce, when
the sections are brought together, a vertical opening or mortise which contains
the vertical antifriction roller B, said roller B being made in the form of a
zone with depressed or concave sides for the purpose both of providing places
in or at the sides thereof for lateral antifriction rollers, and of making the
periphery or antifriction surface of such roller B concentric or nearly con-
centric with the part of the cable guide with which it comes in contact, so
that the head or ferrule or its frame D may roll sideways or oscillate without
preventing the said roller B from fulfilling its office of an antifriction rolling
surface to said head or ferrule. This roller is of greater diameter than the
frame, and its circumference projects both above and below the said frame, so
that no other part of the frame will come in contact with the lower and upper
sides of the channel in which the rope or cable travels. The like result is
accomplished for the sides of the frame by means of lateral antifriction
rollers E, E, placed in semi-spherical sockets F, F, formed in said sides, an

page_text: turning on axes which are at right angles with the axis of vertical roller B.
The sockets F, F, are at points opposite the concavity of the large roller B,
and their convex sides form the bearings of the axis of that roller. The
journals of the lateral rollers E, E, turn in bearings provided in the sides of
the sockets F, F, as shown in Figures 20, 21, and the circumference of the
rollers project beyond the sockets far enough to prevent contact between the
solid parts of the sides of the frame D and the guiding channel, before men-
tioned, when such frame oscillates from side to side. The roller B is wide
enough to reach across any openings made in the upper or lower sides of such
guiding channel or cable guide when the ferrule A¹ or the part which carries
the roller is in a vertical position, and when it is tilted over to one side or the
other the corresponding roller E comes in contact with the guiding channel,
and takes up or prevents friction between the ferrule and such channel. I
have provided means for preventing the turning of the frame D or ferrule in
the guiing channel by placing a yielding finger P on the upper side of the
frame or on a ferrule, so that it can project upwards through the top opening.
of such channel; the said finger is surrounded by an antifriction roller 3, and
it is connected to the frame or to a ferrule by placing its lower end in a
mortise J, across which the hinder bolt I passes. The lower end of the
finger terminates in a curved spring K fastened or let into a slot in a square
collar R, about which the spring is bent, as shown in Figure 20, the collar
being placed on that part of the bolt I (also made square at that place) which
lies in said mortise. The mortise is extended backwards, as shown in dotted
outline in Figure 20, to permit the finger to be laid prostrate or nearly
prostrate against the rear end of the frame or of a ferrule, when the finger is.
forced downwards and backwards by any obstacle; such an obstacle will
occur when the coupling clutch that connects a carriage to the rope or
cable A is disconnected from the cable or is stationary in the path of
the same while the rope or cable is in motion. In passing such a clutch the
finger P will be pressed backwards thereby, and when it has passed the clutch
the force of the spring K will restore it to an upright position, so that it can
project into or through the top of said cable trough or guiding channel, as
before explained.
Among the advantages which result from this construction and arrangement
is the flexibility or capability of bending of the ferrule A¹ at the places where
its parts are joined to each other and to the ends of the rope A.
Another advantage is the facility which is obtained in uniting the several
parts of the ferrule by making the part D in longitudinal sections 1 and 2, and
securing the vertical roller B and the joints H, L, by placing them in their

page_text: appropriate places in one section, and then bringing the sections together and
fastening the bolts I.
The part of the said Invention which I will fifthly describe is set forth in
Figures 22 to 28, and the same relates to the propulsion of carriages or other
vehicles, or of vessels, and it is applicable to propelling or moving cars on
railways whose tracks are elevated above the surface of the ground, and also
to such as are upon or beneath the surface. It consists among other things
in a novel mode of operating or giving motion to a propelling rope, cable, or
chain, by means of a driving drum or pulley, about which the cable or chain
is wound one or more times in a spiral course between the threads of a spiral
guide which surrounds the drum or pulley wholly or partly, but is not attached
thereto. Figure 22 is an elevation or side view of the driving drum, the
spiral guide being in section; Figure 23 is a plan or top view; Figure 24
is a side view of so much of a cable guide ás is necessary to show in
order to explain how a propelling cable is conducted into and out of the same
on its way to or from a driving drum; Figure 25 is a top view of the
interior of a return conducting pipe or cable guide, showing three different
modes of construction to suit cable heads or ferrules of different forms;
Figures 26, 27, and 28 are cross sections at x, y, and z of the return pipe or
guide shown in Figure 25.
A, designates a driving drum or pulley, which may be placed beneath the
surface of the ground in a chamber excavated for the purpose, or in any other
convenient place where the course of a propelling cable or chain euds or
begins. The cable is endless, and after it leaves the driving drum it is con-
ducted through proper guides to the other end of its course, where it is
carried around a similar drum or pulley, and thence to the cable guide of the
railway track, where it is allowed to act upon a carriage or carriages in pro-
pelling them upon the track, or it is carried first to the guide and thence
taken to the return course. After the cable has reached the end of its working
or forward course it is taken by suitable guides or channels to the driving
drum, where it receives motion by the constant revolution of the drum, said
cable being wound around it often enough to prevent slipping. Figures 22
to 23 of the Drawing illustrate the operation of the driving drum. C,
designates the cable, and D, D, are heads or ferrules thereon, which are used
to communicate motion to a carriage by being allowed to come in contact
with a clutch or arm projecting from such carriage, said heads or ferrules in
this example being provided with vertical or squaré spurs or projections D¹
which operate against the clutch or arm of a car by coming flat against it, as
shown in Figure 24, where the clutch or arm is shown in red outlines. The

page_text: spurs or projections D may however be made with a curved face like a hook,
and the rear side of the clutch or arm of the car may also be curved; so that
these parts may interlock when they come in contact with each other. In
order to guide the cable or chain in its course around the drum and to prevent
its coils from becoming misplaced, and to prevent it from travelling towards
the end and running off the drum, I surround the latter wholly or partly with
a spiral guide B, whose threads or coils are far enough apart to allow the free
and easy passage between them of the cable and its heads or ferrules.. The
sides of the threads of the guide may be grooved to receive the edges of the.
heads or ferrules D; or they may be left square and plain,.. or the threads may
have an overlapping strip B', whose edges reach beyond the edges of the
threads, and form lips that prevent the escape of the heads or férrules from their.
proper path. The sides of the threads of the guide are provided with antifriction
rollers, which prevent friction between the heads or ferrules and the guide.
One such roller is shown at H projecting from the face of one of the threads.
When the beads or ferrules are of the form here shown the antifriction
rollers are placed in recesses made in the threads of the guide, and so
arranged as to insure their contact with the moving heads or ferrules. The
guide B is stationary and independant of the drum,, and does not come in.
contact with the surface of said drum, but is so near thereto as to effectually
guide the cable in its revolution. The drum A may be used for two or more
cables by extending its length. In such case the guide B. on the extension
may be in the reverse direction, so that the drum may drive two or more
cables at one time (permitting the carriages propelled such cables to move
in the same direction). The cable is conducted to and from the driving.
drums by means of guides E, which are so made and arranged as to change
the plane of movement of the heads or ferrules whenever the cable passes a
curve or corner, or whenever on approaching or on leaving the drum the
heads or ferrules are required to move in a plane which is at an angle with
the surface of the drum. The guides E, both of which are seen in Figure 23.
in top view, rise alongside of the surface or periphery of the drum, and their
sides which come
in contact with the under sides of the heads D are twisted
as they are carried upwards for the purpose of twisting or turning the said
heads until they are brought square with the course they are thereafter, to
take, whether over guiding pulleys or through cable guides like F or guides
like K in Figure 25. In Figure 22 the conducting guide E begins behind
the drum, and its front side is gradually bent or twisted as it ascends until
when it has reached the cable guide E it is diagonal to the periphery of the
drum, but at right angles with the plane of the said cable guide. If the
:
:
:
.:

page_text: course of the cable requires it the conducting guide E is bent or twisted still
more, so as always to cause the heads or ferrules to present themselves to the
cable guide in the same plane therewith. When the cable approaches the'
drum it also goes through a like twisted conducting guide, so that the heads
come flat against its periphery. Pulleys G are placed at the angles which
occur in the course of the cable. They may if desired be arranged so as to
be movable in their bearings, or may have bearings in swinging arms, so
that by moving the pulleys in proper directions the cable will be tightened
and its slack taken up, or such tightening pulleys may be placed elsewhere.
The cable guide F, shown in Figure 23, may for the purposes of this expla-
nation be considered to reach the whole distance of the course of a cable
along a railway track, so as to bring the cable above the points where it'
descends to and ascends from the return course (during which return course
it is supposed to receive motion from one or more driving drums). The under
side of the cable guide has suitable openings J, J, so placed as to permit the
cable to enter and leave at the proper places, and if the sides of the guide are
or the heads or ferrules,
made with channels or grooves to receive the edges
such channels or grooves are widened to allow the heads to enter and leave
without binding.
I do not limit myself to the form of heads or ferrules herein described, but
the form thereof can be modified without departing from the principle of my
Invention of moving a carriage or other body, by letting a spur or projec-
tion of a propelling cable push against a carriage or other body, or against
an arm projecting therefrom. The cable guide is continued if desired with
the track in both directions beyond the ascending and descending points
of the cable, the motion which a car has acquired being suflicient to take it
to the place where the next cable enters said cable guide. The heads or
ferrules D slide on their edges or on their under surfaces in the construction
shown in Figures 22, 24, and prevent the cable from becoming displaced or
twisted on itself. The pipe or guide K which conducts the cable in its
return course (whether above or below ground) after it leaves the forward
driving drum is shown in Figure 25. Its interior form is modified according
to the shape or character of the cable, and of its heads or ferrules attached to
a cable, and three modifications of the interior of the pipe
are also shown in cross section in Figures 26, 27, and 28.
in convenient lengths, and in order to obtain access to the
pleasure I make said pipe in such a manner that portions of its top or upper
side can be removed, or the whole pipe can be made in longitudinal sections,
whereof one shall be the lower and one the upper, the sections or divisions of
or
guide K; they
The pipe is made
cable within it at

page_text: the latter being short in length, so that only a small part of the interior of
the pipe need be opened at a time. Figure 38* is an example of a driving
drum which is surrounded by an elastic cushion or bed with which the pro-
pelling rope or cable comes in contact. It is applicable to the tightening,
guiding, and other wheels and pulleys with which the propelling rope or cable.
comes in contact, and it serves to prevent injury from shocks and strains,
and to increase friction between the rope or chain and said drum, wheels, and
pulleys.
The part of the said Invention which I will sixthly describe is set forth in
Figures 29 to 36, and the same relates among other things to means for
stopping and starting cars automatically, also to means for collecting and
retaining upon or about the cars any rain which may fall on their roofs, and
for discharging the same near the ground when desired; also to means for
preventing objects from falling or being ejected from the car windows.
Figure 29 is an elevation of a longitudinal section of a portion of a carriage.
Figure 30 is a plan view of those parts which are below the floor of the carriage.
Figure 31 is an end view. Figure 32 is a detached view of the male and
female parts of the clutch box B. Figure 33 is an axial section of said clutch.
Figure 34 is a detached side view of the bar and its appurtenances, by means
whereof the cable clutch or arm of the carriage is turned out of the way of the
cable. Figure 35 is a front view of the same, also detached from the carriage,
but showing the levers through which the bar acts. Figure 36 represents a
top view of the lower part of a carriage placed on a track.
The letter A designates the front axle of a car, which is intended to bo
moved or propelled by a cable, upon which axle I have in this example applied
an apparatus for stopping and starting the carriage, although it may be applied
as well to one of the other axles. By means of this part of my Invention
I treasure up the power exerted in stopping the carriage in the spring or
springs connected with the clutch or other device which receives the impulse
of the propelling cable, whether they be spiral or elliptic springs, or otherwise
formed.
In carrying out this part of my Invention I use a circular box a, which
is connected to the axle by a pin or bolt and a loose box b, the two con-
stituting together a fast and loose pulley, the same being fast, so as to move
with the axle when the two parts or boxes a, b, are connected to each other,
and the part 6 constituting a loose pulley when it is disconnected from the
part a. The apparatus for stopping and starting the car is operated in con-
nection with the springs of the cable clutch. The parts a and b are shown'
b

page_text: b
detached in Figure 32. The male part a is attached to the axle by means of
a pin through the hub, c, so that it turns with the axle. Said male part a bas
a circular grooved on its inner face, in which works the projection e of a
curved friction lever B, which is secured to, the inside or inner face of the
female part 6 in the manner shown in Figure 32, one end being held by a
pin, and the other by a spring 9, whose office, it is to hold the lever in the
required position in the groove d. This lever acts as a pawl against the side
of grooved at certain times, as herein-after explained, and causes the motion
of part 6 of the box to be communicated to part a in order to start the
carriage. The female part 6 constitutes a pulley, which is loose on the axle
but is not allowed to slide endwise thereon, and when the carriage is moving
in a forward direction the said parts a, b, are not in connection, but when the
part or pulley 6 is turned in a forward direction, the friction pawl or lever B
immediately acts so as to connect them, as is also the case when the axle A is
turned backwards, and consequently when said axle is turned backwards the
pawl B acts as a brake to resist such backward motion, the degree of resistance
being the power of certain springs which are connected with said pulley 6 by a
cord or chain h that is fastened to its periphery.. One end of the cord his
fastened to the cable clutch O, which clutch slides upon a rod D placed
beneath and lengthwise of the carriage, on which rod, forward of the clutch, is
placed a spiral spring I that forces the clutch towards the back part of the
carriage, as is seen in Figures 29, 30; this spring is aided by numerous other
springs I¹ that are fastened by one end to the under side of the carriage
or to its frame in any convenient way, and by the other end to plates I'
which are fixed at intervals along the spiral spring I. Instead of spiral
springs I also use elliptic springs, which I secure and arrange on the under
side of the case, as many such elliptic springs being employed as will accomplish
the desired purpose. The other end of the cord or chain h, that is to say, the
part which is
on the other side of the point, where it is fastened to the pulley,
comes from the pulley or part 6 in the opposite direction, and is taken around
a pulley fixed to the frame or floor of the carriage, and thence to the follower 1,
which consists of a collar placed on rod D behind the cable clutch, to which
follower it is fastened. It may however be fastened with the like result
directly to the cable clutch.. The follower is drawn backwards on said rod by
a spring m, seen in Figure 30, and it is drawn forwards (pushing the cable
clutch before it) by means of the cord or chain R, also seen in Figure 30, one
end of which cord is fastened to the front part of the carriage, and the other
end, after passing around a pulley i on said follower, is conducted to a cone
b

page_text: The
pulley Qwith spiral grooves, which pulley is formed on a sleeve P that
surrounds the axle A, there being on the inner end of said sleeve a series of
teeth, which couples or engages with a like series of teeth formed on a collar
that is fastened to the axle adjoining to but independant of the female part b
of the pulley box aforesaid, thus forming a coupling clutch. When the sleeve
and the collar are coupled it is evident that they will revolve together.
sleeve P is moved on the axle by a small shipper lever n that embraces the
sleeve and goes upwards through the floor or platform of the carriage, where
it is within reach of the conductor or brakesman. The upper end of said
shipper lever n is drawn by a spring, shown in Figure 16, in such a way as
always to force the clutch open, and the said lever is pushed in the contrary
direction automatically, so as to close the clutch by means of cams fixed on
the track, but not here shown, at places where the carriage is to be stopped,
such cams being caused to act on said lever by reason of the extension of the
lever below the sleeve and axle A, its extremity being provided with an anti-
friction roller that comes in contact with such cams. The said shipper lever
is immediately brought back to its original position by the force of the spring
which is attached to it so soon as the lower end of the lever is released from
such cams, or so soon as the person operating it releases his hold of it, thereby
opening the clutch by moving the sleeve outwards on said axle A. The
sleeve P has also a circular disk or flange p formed around it near its toothed
end, and between said disk and the part 6 of the pulley box is suspended an
antifriction roller q, seen in Figures 29 and 30, which roller is brought against
the face of said part 6 by the inward movement of the said disk, and held in
contact with both, so that a rotary motion from said disk, but in a contrary
direction, is communicated to the said part b. When the sleeve is moved so
as to open the clutch the hanging roller q falls away out of contact with said
part 6 by gravity. When the sleeve P is moved so as to close its clutch, the
rotary movement of the axle A is communicated to the conical pulley, and the
latter is thereby caused to wind upon itself the cord or chain R, and to draw
the "follower" or collar and the cable clutch C forward upon the rod. D
against the springs I, I', which become compressed in proportion to the extent;
of the movement of the said clutch and follower. It will be observed that the
purchase or leverage of the conical pulley against the springs I, I', increases
as the cord or chain R is wound up on the said pulley by reason of the increasing
diameter of said pulley, the cord or chain beginning at the smaller end and
winding up towards the larger end. The forward movement of the cable clutch
makes that part of rope h which is attached to the forward. part of the cable
b

page_text: clutch to become slack, and said slack is taken up by the pulley b, which is
made to revolve, as before explained, by the disc p and roller q. At the
same time the other portion of said rope h, viz., the part which goes from
the other side of the pulley to the follower around the pulley jis given
off by being unwound from said pulley b, and is taken up by the forward
movement of said follower, so that it is not left slack.
It will be observed that by means of this arrangement the momentum of the
carriage is resisted by the springs I, I', which become compressed and are held
compressed by the cords or chains R and h, the former of which is wound up more
or less on conical pulley Q, and the latter on pulley b. When the sleeve P is
moved outwards to open its clutch the springs I, I', are left free to exert their
force upon that part of cord h which is wound on pulley b, and through it to
turn said pulley in a contrary direction to its last motion. So soon as the pulley
begins to revolve, its pawl B acting against the part a imparts to it and to the
axle A a like rotary motion, thereby starting the carriage, or aiding to start
the carriage by the united force of said springs. As the said springs expand
and force the cable clutch and its follower 7 backwards the cord or chain R is
unwound from the conical pulley Q, which being then detached from its clutch
is loose and free to turn on the axle. The buffers or clamps E which hold
the cable clutch tight upon the cable (when said clutch is so made as to open
in lateral directions) are closed by cams G, G, whose shafts have attached to
them quadrant-shaped levers F, F, on whose peripheries are fastened metallic
straps, which unite and form a bar or rod H, whose upper end is fastened to
a lever J of the second order. A spring K is applied to said lever J to hold
the inner end thereof up, in which position it is kept by a latch L placed in
or upon the front of the carriage or other part to which the lever J is attached.
The latch L is made elastic or capable of bending, and is so formed and
applied as to project forward from a recess into which it may be forced. Upon
said latch, below the catch or shoulder which receives the end of lever .J, are
inclines L, L', which project forward from the body of the latch, said inclines
being separated far enough to allow an upright bar M to extend upward
between them. Said bar has a vertical motion imparted to it at certain times
by cams O placed wherever they are necessary along or in the track of the
railway on which the car runs. Attached to the bar M are antifriction rollers
so placed that whenever the bar is moved upwards by said cams or otherwise,
they come in contact with and roll over said inclines, the latter being thereby,
with the latch of which they form a part, forced backwards into the recess
behind so as to release the lever J, and allow the buffers to fall apart and

page_text: allow the cable clutch to be opened and to become detached from the cable.
The bar M is held down by a spring N, that bears on a pin in its front face,
and the bar is prevented from falling down too low by means of the same pin,
This auto-
which rests upon one of the staples behind which the bar moves.
matic arrangement for releasing the clutch of a carriage from its hold on a
cable or cable head is also applicable to any kind of clutch or grappling
device, such as grasp a cable head, or such as act by mere contact, as well as
to one (like that seen in Figure 31) that is made so as to open by the lateral
movements of its parts, proper connections being made with the lever J to
raise or operate such grappling device as occasion requires. The roof S is so
made as to collect upon itself the rain which may fall thereon while moving"
along the track, and to retain the same until it is desired to discharge it.
For this purpose the said roof S is made with gutters along its four edges,
towards which gutters the central portions of the roof descend, as shown in
the Drawing. The surface of the roof may be modified in shape, and yet
accomplish the retention of rain, as for example, it may have a single incli-
nation towards one edge only, along which the gutter may be made. The
gutters communicate with each other, or form one continuous gutter, one part
of which is made a little lower than the other parts, such lower part being
provided with a discharge pipe U that descends alongside the carriage to
about the level of the wheels. Said pipe U has a faucet V, that is opened by
means of an arm W that projects downward to a position where it may be i
acted upon by cams or arms placed alongside the track at the places where it
is designed to cause the water to be discharged from the roof S and connecting
pipes. I have not deemed it necessary to show any such cams or arms
for acting on arm W, because an intelligent mechanic will know how to
apply the same without further explanation: The end of the arm W is pro-
vided with an antifriction roller to enable to pass over the cams or arms
without injury, which in practice are placed opposite the ends of receiving
troughs provided at frequent intervals along the track to receive the water
from the pipes. This construction and arrangement prevent the drip of water
from the eaves of the roof S upon persons or objects in the street below the track,
the collected water being periodically discharged by opening the faucets as set
forth. In order to prevent objects from being ejected from a carriage through
its windows, or from falling thereout, and to prevent passengers from spitting
through the windows, I provide in addition to the ordinary transparent plates
of glass fixed or sliding window frames T of wire gauze or other suitable
open material which will not materially binder the transmission of light or air,

page_text: and will yet prevent the ejection of spittle or other matter or objects. By
these means I secure safety to passengers within the carriage and also protect
persons or objects on the street beneath the track from annoyance arising
from expectorations from the carriage or from other causes. The glass sashes
or plates and the wire gauze frames are arranged so as to slide when the
window is to be left clear or open.
The part of my Invention which I will seventhly describe is represented in
Figures 37 and 38, and relates to a modification in the arrangement of the
cable-driving drum and in the mode of operating it. Figure 37 is a plan
view of a railway track and driving drum; Figure 38 is a longitudinal
section.
In these Figures T designates the rails of a railway track, and B', B¹, the
channels or guides in which the propelling cable A moves arranged between
and outside the rails of the track; J designates the driving drum or pulley
placed in this example horizontally below the level of the rails T, its periphery
between the rails coming about in line with the middle of the inner cable
guide, so that when the cable leaves the drum and enters the inner working
Said drum J is reduced
cable guide it extends tangentially from the drum.
in diameter on its lower half, and such reduced portion is in close contact
with a driving friction pulley H mounted on a vertical shaft H', to which
motion is given through suitable gearing from a motor below the track. The
friction pulley H and that portion of drum J with which it is in contact
have parallel circumferential grooves formed on their peripheries for the
purpose of increasing the frictional surfaces which are in contact. The shaft
of the drum J has its bearings in sliding boxes in a frame slotted longitudinally
in a line with the centre of the friction pulley, and said friction pulley is on
that side of the drum where the cable passes into the inner or working cable
guide, so that the pull of the cable draws the drum J closer against the
friction pulley. At or near the opposite end of the cable guide is placed a
pulley or wheel G, which is mounted in bearings that permit it to slide in the
direction in which the cable moves, thus forming a tightening pulley as well as a
pulley for carrying the cable out of the working guide into the returning guide.
If desired the pulley G is converted into a drum and operated in the same
manner as the drum J already described. The cable returns through its
return guide towards the driving drum J, and before reaching that drum it
passes over a tightening pulley K, arranged and operated according to the
usual manner of arranging and operating tightening pulleys. The pulley G
when used as a tightening pulley is drawn towards the right by means of a

page_text: spring or weight or in any other suitable manner. The driving drum J is, if
desired, drawn or pressed constantly towards the friction pulley from which its
rotary motion is derived by the action of a spring or weight applied to its
journals so as to keep its periphery in close contact with the friction pulley H
and obtain friction enough to drive the cable, the cable being meanwhile
tightened on the drum of the tightening pulleys G, K. This construction and
arrangement enables the propelling apparatus to yield a little and consequently
avoid danger from sudden shocks when the cable while moving at a high
speed is made to act against a stationary car or train of cars, the tightening
pulleys being in that case forced back whenever their springs or weights are
overcome and the cable allowed to slip on the drum. The cable and its heads
or ferrules are guided and held in place while passing around or over the
driving drum J and the tightening and guiding pulleys by grooving their
peripheries or by surrounding them with guiding frames or channels which
support the cable and its heads and prevent the same from running off. It
will be observed also from the above described arrangement of propelling
apparatus that any check or violent resistance to the motion of the cable will
operate to force the driving drum outwards from the friction pulley H or to
lessen the closeness of their contact, whereby the pulley H is allowed to slip on
the friction surface of the drum or conversely, and consequently prevent
injury to the carriage or its grappling apparatus, or to the cable or to the
apparatus which propels the cable. So soon as the check has passed or been
overcome, or in proportion as it is overcome, the driving pulley resumes its
close contact with the pulley H, being continually pressed toward it by the
weights or springs provided for that purpose.
The part of my Invention which I will eighthly describe is shown in Figures
39, 40, 41, 42, and 43, and relates among other things to a modification of
the supporting frame for the elevated track, which modification is well adapted
for use in rural districts, also to a modification in the construction of the
cable channel or guide, also to a modification in apparatus for driving or
moving the cable, also to apparatus for seizing the cable and connecting it to
a carriage.
1, Figure 39, designates rails of a track placed upon a frame composed of
transverse sleepers C, from which rise standards D, D, that are connected top
and bottom by diagonal intersections, beams, or braces E, E, which are secured
to each other at the places of intersection. Beneath the transverse sleepers C
are placed, if thought best, longitudinal sleepers, which are not shown in the
Drawing. The standards D and braces E are connected further by horizontal

page_text: rods or beams which are connected to the diagonal braces at their intersections,
the connection of the several parts being so made as to prevent the frame both
from expanding and spreading and from being forced together. The sleepers,
standards, and braces are built up or placed at frequent intervals according to
the strength of the materials used, the rails being mounted on longitudinal
string pieces that connect the standards D, or said rails are placed directly on
the tops of the standards, which arrangement last mentioned is practicable
when the compound rail above described is employed. The cable channel or
guide is placed in the angle of the intersecting braces E, and consists of a
curved bed piece P, seen most clearly in Figure 39, which goes the whole
length of the track, its edges or sides being low so as to permit the cable to
slide back to and resume its place in the guide should it from accident or any
cause be moved or swung up out of the guide. In such case the cable will
fall upon the braces E which form continuations of the sides of the cable
channel or guide, and consequently is facilitated in sliding down towards the
bottom of the guide. The bed piece P is perforated at the proper places to
receive numerous antifriction wheels F mounted below the cable guide in
such positions that their peripheries project through its bottom and receive the
slack parts of the cable between the various heads or ferrules A¹. The bottom
part of the cable guide is provided with rails on which the wheels or rollers of
the cable heads A¹ run. The said wheels or rollers are made with flanges on
their inner edges which flanges lap over the sides of said rails. The top or
upper part of the cable guide is also provided with rails marked t, in Figures
39 and 40, which guide the wheels of the cable beads whose flanges overlap
said rails in the same manner as they overlap the bottom rails. The upper
rails are maintained in proper position by means of horizontal braces H and
vertical standards G, both occurring at frequent intervals, the latter being
surrounded by antifriction rollers to prevent much loss of power when the
cable or its beads strike or come against the standards and aiding to restrain
the cable from flying out of its proper path.
In Figure 40 the upper guide rails are maintained by the standards G
alone without the assistance of braces H. In that Figure also the cable
guide is about on a level with the rails of the track.
Figures 41 and 42 are a plan and side view respectively of a track along
whose outside the return cable channel or cable guide is located. In the
latter some of the standards G, G, that maintain the top rails of the cable
guides are seen.
Figure 43 illustrates a modification in cable driving and cable grappling

page_text: apparatus. B' designates a cable guide in the middle of a track on whose rails
a car is placed. The cable driving wheel or drum J is placed in a
horizontal position a little lower than the level of the rails on which the
carriage moves, its periphery being above and in line with the middle of
the cable guide, so as to allow a grapling device C to come between the
said wheel or drum and the cable guide at the beginning and at the end of
the course of a cable, there being a like wheel or drum similarly situated
also at the end of said course. The grappling device C shown in Figure 43
consists of two right angled arms extending downwards from a carriage, the
upper one of which or both of which are moveable vertically so that their
horizontal parts or jaws can approach each other when it is desired to grasp
the cable and connect a carriage to it; when the carriage is approaching
the beginning of the course of a cable the jaws are separated to allow the
upper one to pass above and the lower one below the periphery of the driving
wheel or drum J, and when it has reached or passed the same the jaws are
closed, when they immediately grasp the cable and consequently the motion
of the latter is communicated to the carriage. On approaching the end of
the course of a cable the jaws are moved asunder to release the cable, and
the same operations are repeated with the next cable in the line of the
railway. The driving wheel or drum J is itself turned by means of connec-
tions with any suitable motor.
.
Having thus fully described the said Invention as communicated to me
by my foreign correspondent, and shown how the same may be conveniently
and advantageously carried into practice, I, claim,-
First. The combination with the track of an elevated railway of an open
or transparent floor between the rails, so as to allow the transmission of
light to the space beneath the railway, substantially as set forth.
Second. The panels D in the columns A for the purpose of closing the
openings in the lower part of the said columns, and also to strengthen the
columns, substantially as set forth.
Third. The adjustable columu A made in two divisions a, b, substantially
as described.
Fourth. The wedge shaped rings C or equivalent devices in combination
with the adjustable column A, substantially as described.
Fifth. The hollow supporting column A in combination with an elevated
railway, substantially as and for the purposes described.
Sixth. The pulleys T in combination with the supporting columns A,
substantially as and for the purposes described.

page_text: Seventh. The combination of the stay rods U with the elevated railway,
the said stay rods connecting the railway to the buildings or other supports
on the street and forming also awning frame supports; substantially as set
forth.
Eighth. A filling of wood or equivalent material in combination with the
said columns, substantially as and for the purpose described.
Ninth. The water trough along the track and its discharge pipe in com
bination with an elevated railway, substantially as and for the purposes
described.
Tenth. The combination of the rail plates or supports J, J, with the
rails I and bars M, when constructed and arranged substantially in the manner
and for the purpose set forth.
Eleventh. The elastic plates or springs R in combination with the rails;
constructed and arranged substantially in the manner described.
Twelfth. The platform frame E with its upright ends or flanges O in
combination with the rails, constructed and arranged as herein described.
The above claims refer n:ore particularly to parts shewn in Figures 1 to 7:
Thirteenth. The arrangement and combination with the column a of a
false base t made in sections and secured around the column at the surface
of the ground, substantially as described.
Fourteenth. The supplementary pieces V. in combination with the
branching arms of the column a, substantially as described.
Fifteenth. The filling pieces u in combination with the branching arms of
the column, substantially as described.
Sixteenth. The base plate n in combination with the ears m arranged to
'fit the triangular interspaces of the columnar ribs or flanges 2, substantially
as described.
Seventeenth. The arrangement and combination in the cable guide e of
the wooden foundation 4 and wooden side beams 5 with the metallic bottom
plate fand top right angled bars 9, 9, substantially as set forth.
Eighteenth. The return cable guide e constructed and arranged sub-
stantially as set forth.
Nineteenth. The arrangement and combination of the upper rails b, the
beams c, and the wooden filling d, substantially as described.
Twentieth. The column a composed of ribbed segments p in combination
with the flanged bars r which serve to unite the segments together; sub-
stantially as described.
Twenty-first. The oval base plate n so arranged and combined with an

page_text: elevated railway that its greatest diameter is transverse to the line of the
said railway, substantially as described."
(Claims 13 to 21 relate to parts illustrated in Figures 8 to 14).
Twenty-second. The cable heads or ferrules herein above described having
plain operating faces so that they act on the cable clutch or arm C of a
carriage by simple contact therewith, substantially as described.
Twenty-third. Arranging the guide rod D and cable clutch or arm C to
operate together, substantially as set forth:
;
.
:
Twenty-fourth. The combination of antifriction rollers h with the cable
clutch or arm C to obviate or prevent friction during the movement of said'
clutch, substantially as set forth.
Twenty-fifth. The combination of the bar M and cam O with the lever J
that operates the cable clutch or arm C, substantially as described.
Twenty-sixth. The roller E on the under side of the cable head in com-
bination with the supporting rollers; substantially as described.
Twenty-seventh. The combination of the supporting rollers of the cable
head A' with the rollers D*, D*, and E, all placed and operating together,
substantially as set forth.
Twenty-eighth. The vertical spur B of the cable head or ferrule projecting
above the top of the cable guide, substantially as described.
Twenty-ninth. The steam pipe r in combination with a cable guide,
substantially as described.
.
The claims from 22 to 29 relate to parts shewn in Figures 15, 16, 17, and 18.
Thirtieth. The combination of the rollers E with the large roller B,
substantially as set forth.
Thirty-first. The ferrule A' composed of a conical forward part O, a
frame D, and a rear part N, the several parts being connected by joints which
permit of lateral motion of such parts, substantially as described.
Thirty-second. The construction and arrangement of the ferrule A, sub-
stantially as set forth..
- 1
Thirty-third. The yielding finger or ferrule guide P, substantially as set
forth, whether the same be applied to heads or ferrules of the form shown in
Figure 30, or to such as are shown in Figures 15 and 18, or to heads or
ferrules of other form."
The claims from 30 to 83 relate to parts shewn in Figures 19, 20, and 21.
Thirty-fourth. The combination of a cable driving drum A with the
stationary guides B, to control and guide a propelling cable while passing
round such driving drum, substantially as set forth. .
.
:
:

page_text: Thirty-fifth. The twisting conducting guide E between a driving drum and
a railway track, or any conducting pipe or guide, substantially as set forth.
Thirty-sixth. Constructing and arranging a driving drum with two or more
independent stationary guides coiled in opposite directions, substantially as
set forth.
Thirty-seventh. The construction and arrangement of propelling cables with
heads or ferrules, whose operating faces or spurs project at right angles from
the heads, substantially as described.
Thirty-eighth. The sliding heads or ferrules for keeping a moving cable in
proper position and preventing its turning in its guides, substantially as set
forth.
Thirty-ninth. Combining with the spiral guide B antifriction rollers for
relieving the cable of friction, substantially as described.
Fortieth. The hollow pipe K constructed and arranged for conducting a
propelling cable, substantially as set forth. The claims from 33 to 40 refer
to parts shewn in Figures 22 to 28.
Forty-first. The combination of the sliding pulley Q with a clutch, or the
series of teeth on the axle by which the said pulley is made fast to the axle,
and with the springs I, 1', of the guide rod D for the purpose of stopping the
motion of a car, substantially as shown.
Forty-second. The combination of the parts a and b composing both a fast
and loose pulley with the springs I, 1, and the axle A for the purpose of
starting the car, substantially as set forth.
Forty-third. The springs I', arranged and operating substantially as set forth.
The claims from 41 to 43 refer to parts shown in Figures 29 to 36.
Forty-fourth. The construction and arrangement of gutters on the roof of a
carriage in combination with a suitable discharge pipe or pipes, substantially
as and for the purpose described.
Forty-fifth. The arm W having an antifriction roller at its ends in
combination with the faucet V and the discharge pipe U, substantially as
described.
Forty-sixth. The construction and arrangement in cars for elevated railways
of windows T, substantially as and for the purpose described.
The claims from 43 to 46 refer to parts illustrated in Figures 29 to 31.
Forty-seventh. The application to a carriage of bent arms a to hold the
car on the track in combination with the flanges y, y, of the rails, substantially
as described and shown in Figure 16.
Forty-eighth, The shipper lever n for closing and opening the clutch or

page_text: sleeve P, when the same is operated automatically by a cam on the track,
substantially as set forth, with reference to Figures 29, 30.
Forty-ninth. A compound rail constructed substantially as described,
referring to Figure 8 and the modification seen in Figure 8*, composed of
double or single supporting rails or beams c, a main rail b, and an interposed
layer of wood or equivalent material.
Fiftieth. Arranging the driving, drum J in or near the plane of the cable
guide, so that the cable will pass from the drum into the guide, substantially
as described and shewn in Figures 37, 38.
Fifty-first. Constructing the driving pulley J in such a manner that one
portion has a greater circumference than the remaining portion, and using the
periphery of one portion for receiving motion from a friction pulley, and the
periphery of the other portion for imparting motion to the propelling cable A,
substantially as described and shown, referring to Figures 37, 38.
Fifty-second. The application to the propelling cable A of tightening pulleys
in such a manner as to counteract or avoid shocks to the cable or propelling
apparatus from the resistance of the cars, substantially as described, referring
to Figures 37, 38.
Fifty-third. The arrangement of the apparatus for giving motion to a
propelling cable in such a manner that when the speed of the cable is checked
the driving drum yields to the check and the cable is allowed to slip on the
driving drum J, and the friction pulley H allowed to slip on the driving
drum J, substantially as described, referring to Figures 37, 38.
Fifty-fourth. The arrangement of a yielding or tightening pulley G at the
end of a cable course, substantially as described, referring to Figures 37, 38.
Fifty-fifth. The application to the wheels or rollers of the cable heads A¹
of flanges in combination with upper and lower rails in the cable guide,
substantially as described, referring to Figures 39, 40, 41, and 42.
Fifty-sixth. Antifriction rollers F in the bottom of the cable guide in
combination with said guide, substantially as and for the purpose described,
referring to Figure 39.
Fifty-seventh. Arranging the return cable guide alongside the track of the
railway or near the track, substantially as described, referring to Figures
40, 41, and 42, and also to Figure 37.
Fifty-eighth. Arranging the driving pulley J in such a manner that its
periphery is over the cable guide, substantially as described, refering to
Figure 43.
Fifty-ninth. The cable grappling device C, shown in Figure 43, so

page_text: constructed and arranged that when open its jaws go over and under respec-
tively the edge or periphery of the driving drum, substantially as and for the
purpose described:
In witness whereof, I, the said William Robert Lake, have hereunto set
my hand and seal, this Fourteenth day of April, A.D. One thousand
eight hundred and sixty-eight.
WILLIAM ROBERT LAKE. (L.S.)
Witness.
THO. N. PALMER,
Clerk to Mess. Haseltine, Lake, & Co.
8, Southampton Buildings, W.C.