Year: 1885

page_text: I DANIEL I. MILLER of the City County and State of New York United States.
of America Civil Engineer, do hereby declare the nature of this invention and
in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
This Invention relates to a complete system of apparatus for propelling cars by
means of an endless traction rope or cable, some of which apparatus I propose to
make the subject of a subsequent application for Letters Patent, the present
application being confined to the conduit within which the cable runs, the rails for
forming the slot through which the grip-shank works, the supporting sheaves upon
which the cable is supported, switching mechanism for deflecting the cars from one
line to another and mechanism for forcibly discharging the cable from the grip at
points where the cable diverges from the slot which the grip-shank follows, all of
which will be hereinafter fully described.
The conduit is preferably formed of concrete supported and braced at intervals
by yokes constructed of paired castings, the castings of the respective yokes being
connected at bottom by transverse I-beams. Upon the outer edges of these yokes
the track-rails rest and are secured, while upon the inner edges of the respective
castings of each yoke are secured the slot rails. Usually the slot formed between
the adjacent faces of the slot-rails has parallel sides, or sides which converge
upward, thereby forming a slot of inverted truncated V-shape. Slots of this form
are, however, objectionable for the reason that the calks of horse shoes become
hung therein, which results in more or less injury to the horse. To obviate this
difficulty I bevel or round off the upper adjacent corners of the slot-rails in such
a manner as to make the slot of greater width at top than at bottom which renders
it impossible for anything to become wedged therein. The shank of the slot-rail is
formed at an obtuse angle to the base thereof, which latter rests upon and is
secured to the tops of the tunnel yokes, as aforesaid, said slot rails being braced
by tie rods secured at their respective ends to them and to the risers or other part
of the yoke castings. The cable supporting sheaves are supported by the transverse
I-beams of the yokes through the intervention of rectangular frames upon which
the journal-boxes for the shafts of said sheaves are secured. When the sheaves are
to be stationary as regards transverse oscillation, their journal-boxes are secured to
rectangular frames which are notched underneath near each corner for engaging,

page_text: over lugs projecting from knee-irons which are rigidly fastened to the I-beams by
bolts Between these knee-irons and the I-beams are interposed blocks of wood or
other comparitively soft material which intercept and deaden the sound produced
by the running cables.
One or more cable-supporting sheaves are journaled in each of these frames,
according to the number of cables employed. Where two sheaves are employed
they are each keyed to a suitable shaft and the said shafts journaled parallel to cach
other and one somewhat in advance of the other in such a manner that the two
sheaves will overlap, each being grooved near its inner edge for the reception of
the cable.
It is preferred, however, whether one or more than one cable is employed to
support it by means of a sheave which is so mounted as to be capable of oscillation
transversely to the track and which may be so oscillated by the grip or other
projection from the car, in order that the latter may pass without injury. When
oscillating sheaves are employed, instead of being journaled directly in the rigid
rectangular frame above described, each is journaled in a rectangular frame
provided with trunions projecting from its ends in the direction of the conduit and
these trunions are supported in suitable boxes which may in turn be supported by
the rigid rectangular frame already referred to, though preferably by the transverse
I-beams of the tunnel yokes; but in either instance the axes of said frames
pass through or near the center of gravity of the oscillating parts, so that they will
be nearly balanced. These tilting frames are connected by arms and links with
operating levers, the upper ends of which are about flush with the roadway and
work in transverse slots in the road gratings. Stop-blocks are provided which fit
snugly in said slots and fill the whole of that part not occupied by the end of the
operating levers. By moving this operating lever from one end of the slot to the
other, the tilting frame carrying the supporting sheave is oscillated upon its
trunions, thereby carrying the cable into or out of reach of the grip as the case
may be. The stop-blocks may then be placed in the slots and the operating levers
thereby held to the desired adjustment. The tendency of the supporting sheaves,
especially under the weight of the cable, is to gravitate into the advanced or working
position (the cable within reach of the grip) and they will always maintain this
position unless held therefrom by the operating lever of the grip while passing.
The connection between the arms and links which connect the operating levers
with the tilting frames is a slotted one which permits the carrying sheave and its
oscillating frame when in working position to be deflected by the grip without
moving the said operating lever, and after said grip has passed, to return to its
advanced or working position and catch the cable. This deflection of the carrying
sheaves is produced by vertical pressure from the grip or other projection from
the car upon a rail connected by rigid thrust-bars with one extremity of a ful-
crumed lever, whose other extremity is connected by a link or chain with a bar or
other part fixed to the tilting frame. The extremities of this rail are downturned in
order that they may be depressed gradually by the projection from the car.
said rail is supported by standards (somewhat shorter than the thrust-bars) whose
upper ends are hinged to the bottom flange thereof and whose lower ends are
hinged to the transverse I-beams of the yokes. The horizontal pressure of the
grip against the inclined end of this rail forces the standards over in the direction
in which the grip is moving. The upper ends of the thrust-bars and supporting
standards being rigidly connected to the depression rail, will of course, nove in
ares the radiuses of which are determined by the length of the former, and by
reason of the superior length of the thrust-bars as compared with the standards,
their lower ends will be depressed, and acting through the connections above
described, will cause the oscillating frames carrying the cable-supporting sheaves to
oscillate on their trunnions.
The
The grip (or other projection from the car which may be employed for titling the
sheaves) is provided with an anti-friction roller for relieving the lateral strain on
the shank thereof, which must be made very thin, the slot within which it works

page_text: being usually but half an inch wide. In order to avoid making this slot wider at
points where the track diverges-as at sidings, switches, and the like the slot is
provided with a tongue for preserving the continuity of the slot with one and
cutting off the slot of the other of the diverging lines, the slot-tongue and switch-
tongues of the track-rails being so connected as to move isochronally. The
pivoted grip-slot-tongue and track-rail tongues extend to the points of intersection
of the grip-slots and track rails respectively of the main and branch lines is such a
manner as to be normally out of interference with the continuity of the main line,
and so that a car moving from the branch or switch on to the main line will
automatically shift said tongues to proper position. The switch-tongue of the slot
rests within a slot formed within a sliding bar, which latter is connected with a
switch lever having a suitable frame. Said switch bar is extended beyond the
switch-tongue of the track-rail and connected by a knuckle-joint to one end of a
horizontal pivoted lever contained with a box located beneath the surface of the
road-bed, the other end of which lever is connected by a link with the upper end
of a vertical levor pivoted at or near its centre to a vertical post or pillar.
The lower end of this vertical lever is connected by a bar to the lower end of a
similar vertical lever pivoted to a post or pillar located between the diverging slots,
the upper end of which latter vertical lever is notched or bifurcated for embracing
the slot-tongue. The bar which connects the lower extremities of the two vertical
levers is located below the travel of the grip so as not to come in contact therewith,
the connection being by means of knuckle or similar joints. The extremities of
the slot-rails are supported by the pillar between the converging slots, the bases of
said rails being provided with semi-circular perforations at a point where they rest
upon the said supporting pillar for embracing the upper cylindrical part of the
pillar and secured thereto above & below, respectively, by a pair of metallic plates,
the whole being clamped tightly together by a nut fitting upon the upper screw-
threaded end of the said pillar. The slot-rails in connection with a covering plate
form a box which encloses and protects the rear portion of the grip-slot tongue,
said tongue being pivoted to the under side of the said covering plate.
The head or flange of the inner slot-rails together with the upper portion of the
shank or web thereof, is cut away from a point opposite or nearly opposite the
pivotal point of the grip-slot-tongue to their extremities, in order to allow the said
tongue the necessary lateral play, the adjacent edges of the converging slots being
formed by the outside edges of the covering plate. When a car is run from the
main track on to a branch track or siding, or when the car reaches a point where
the cable leaves the conduit for any reason-such for example as the terminus of a
cable in cases where the road is very long and more than one section of cable is
employed-it is necessary not only to relieve the bite of the grip upon the cable
but to eject the cable completely from between the jaws of said grip and to render
this ejectment more certain I arrange between the diverging cable and slot which
the grip follows, a post or pillar, which, if the cable should stick in the grip, comes
in contact therewith and discharges it.
In the accompanying drawings, which form a part of this specification.
Figure I is an elevation showing one of the tunnel-yokes together with a double
grip for taking hold of one or both of a pair of cables, and the simplest form of
sheaves for supporting the said cable within the tunnel.
Figure II is a side elevation of said supporting sheaves and the rectangular frame
in which they are journaled, the transverse I-beams of the tunnel-yokes being
shown in transverse section.
Figure III is a plan view of the same parts. .
Figure IV is a plan view showing a section of the road covered by grating, the
ends of the levers for operating the tilting cable-supporting sheaves, and the stop
blocks for confining said levers to the position in which they are set.
Figure V shows in vertical transverse section the track and slot rails and grating,
and in elevation one of the tunnel-yokes, a pair of sheaves for supporting twin

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cables, the oscillating frames in which they are journaled, and the mechanism for
oscillating said frames.
Figure VI is a plan or top view on a smaller scale of one of the cable-supporting
sheaves and its oscillating frame.
Figure VII is a side elevation also on a smaller scale, of one of the cable-
supporting sheaves, its oscillating frame, its oscillating mechanism, the cable and the
lower portion of a grip with its jaws open in readiness to receive the cable.
Figure VIII is a plan view of two parallel tracks and a switch by which cars
may pass from one to the other.
Figure 1X is a similar view of a portion thereof, on a larger scale, showing some
of the switch-tongue operating mechanism in dotted lines.
Figure X is a view showing some parts in vertical transverse section and others
in elevation, the section being taken on the line X-X Figure IX.
Figure XI is a detail view on a larger scale, showing some parts in vertical
transverse section and others in elevation, the section being taken on the line XI-XI,
Figure IX.
Figures XII and XIII are vertical transverse sections of the slot-rails the covering
plate and the slot-tongue, on the lines XII-XII and XIII-XIII, respectively,
Figure IX.
Figure XIV is a vertical transverse section of the slot rails and tongue on the
line XIV-XIV, Figure IX
Figure XV is a plan of a short section of the road illustrating a cable having the
tunnel of the road together with the necessary supporting and guiding sheaves and
the post or pillar for discharging it from between the jaws of the grip.
Figure XVI is a vertical transverse section of the same.
.
The track rails are shown at 1 resting upon the outer edges of the respective
castings 2 of the tunnel-yoke, to the inner edges of which the respective slot-rails 3
are firmly secured. The slot-rails, are firmly braced by tie-rods 4 connected at
their respective ends to the said slot rails and the risers or other part of the yoke-
castings. The upper contiguous corners of the slot-rails are beveled or rounded off
as represented at 5 in order that the calks of horse-shoes and other objects may not
become hung therein. The shank or web 6 is formed at an abtuse angle to the
base 7, which latter is secured by bolts or otherwise to the top of the casting 2, as,
aforesaid. The bottom flanges of, the track-rails 1 are confined between solid
lugs 8 rising from the yoke-castings 2 and clamp-bolts 9. The paired castings 2 of
each tunnel-yoke are connected at bottom by I-beams 10 on which the sheaves 11
supporting the cable 12 are supported. Each of the said sheaves is keyed to a
shaft 13, said shaft being mounted in journal-boxes 14 secured to a rectangular
frame 15 which is notched underneath at 16 near each corner so as to rest upon
lugs 17 projecting from knee-irons 18 which are fastened to the I-beams 10 by
bolts 19, blocks 20 of wood or other soft material being interposed between said
knee-irons and I-beams for the purpose of intercepting the vibrations and
deadening the noise produced by the running cable. In the drawings these cable-
supporting sheaves are shown arranged in pairs for supporting twin cable, a
double-grip adapted for taking hold of either or both of them, as may be desired,
being shown at 21. The particular construction of the grip is not herein fully
described for the reason that for the purposes of the invention which forms the
subject of this application, one of any of the well known forms may be employed.
A grip of the preferred form will, however, be made the subject of a subsequent
application for letters patent. The number of sheaves arranged together and the
manner of supporting the same may be varied somewhat without departing from
the invention. In figures I, II and III the supporting sheaves are shown supported
by the rigid rectangular frame 15 already described; while in Figures V, VI
and VII, they are each shown journaled in a rectangular frame 15°, which instead
of being fixed are each provided with trunnions 22 projecting from their ends in
the direction of the length of the tunnel, said trunnions being journaled in boxes 23
Bupported either directly by the transverse I-beams 10 of the tunnel-yokes, or in

page_text: boxes supported by a rigid rectangular frame, such as 15, the former mode being
preferred. The trunnions 22 of the frames 15* are so located that their axes pass
through or near the center of gravity of the oscillating parts so that they will be
nearly balanced thereon, thus reducing the power necessary to operate the same to
a minimum. The oscillating frames are provided with means whereby their
positions may be governed from above the roadway and with means for permitting
them to be oscillated by the grip or other projection from the car moving
within the tunnel. In the drawings two cable-supporting sheaves and operating
mechanism therefor are shown (although one may be omitted where but a
single cable is employed), and as they are exact duplicates of each other a
description of one will of course suffice. 24 represents a lever for tilting the
oscillating sheave from above, said lever being pivoted, and coupled by means
of a link 25 to an arm 26 secured to and rising from the side of the oscillating
frame 15. The connection between the link 25 and arm 26 is by a slot and
pin 27. The tendency of the cable-supporting sheave especially under the weight of
the cable is to gravitate to the advanced or working position, this position of the
sheave 11 being shown in full lines and of the sheave 11° in dotted lines in Figure V.
The pin 27 normally occupies the lower end of the slot in the link 25, but when
the sheave is deflected from its advanced position by the grip the slot will allow
necessary movement of the parts without disturbing the operating lever 24. The
upper extremity of this lever occupies a slot 28 formed in the road grating 29
transverse to the rails and is moved from one end of said slot to the other for the
purpose of moving the sheave into or out of advanced or working position. When
Bet in the desired position a flanged stop-block 30 is placed in the slot 28 and fills
all of that part not occupied by the end of the lever 24, thereby holding the latter
against displacement. Either one or both of the supporting sheaves 11, 11° may be
placed in advanced or working position and one or both of the cables gripped, at
the option of the operator. The deflection of the sheave by the grip or other pro-
jection from the car is produced by pressure upon a rail 31, shown in section in
Figure V and in elevation in Figure VII, which rail is connected by rigid thrust-bara
or links 32 with the outer ends of levers 33 fulcrumed at 34 and connected at their
inner ends by links or chains 35 with the adjacent ends of bars 36 fixed to the
respective oscillating frames 15ª. The rail 31 is formed as shown in Figure VII
with downwardly inclined ends to receive the pressure of the grip 21 or other pro-
jection from the car, which is provided with anti-friction rollers 37 for releiving the
shank 21 of said grip as much as possible of the lateral strain put upon it. The
rail 31 is supported by standards 38 hinged at their respective ends to the bottom
flange thereof and to the transverse I-beams 10 or other fixed part of the tunnel
yoke or frame, as represented at 39 and 40. The horizontal pressure of the grip 21
against the inclined end of the rail 31 will force the standards 38 over in the
direction in which it is moving. By reason of the greater length of the thrust-bars 32
as compared with the supporting links 38, the lower ends of said bars will be
depressed when the said links are rocked on their fulcrums 40, and thereby depress
the outer end of the lever 33 and through the medium of the mechanism already
described tilt the oscillating frame 15 and move the sheath out of the path of the
moving grip. In order to reduce the width of the grip slot to a minimum at points
of the road where the track branches off, I employ a slot tongue which is pivoted
between the converging slots and projects to and slightly beyond their intersection
80 as to cut off one and open the other of said diverging slots, said tongue being
connected with the switch-tongue of the track rails in such a manner as to move
isochronally therewith. 41 and 42 represent lines of track connected by a turnout
or switch 43. 44 is the switch tongue of the track rail 1, which is pivoted at 45
and normally occupies such a position as, in conjunction with the opposite pointed
rail 46, to preserve the continuity of the main line. The said switch tongue rests
within a slot formed in the sliding switch bar 47 (shown in dotted lines in figure IX)
which latter is connected by a knuckle joint to a horizontal connecting lever 48,

page_text: within an enclosing box 49, shown in detail in Figure X consisting of the slot
angle iron 3 the base piece 50 the side angle iron 51 and top casting 52.
The said horizontal connecting lever 48 is pivoted at 53 within said enclosing
box 49 at or near its central portion and has its other end 54 connected by a
link 55 to a vertical lever 56 pivoted at or near its central portion to the sup-
porting pillar 57. A bar 58 secured at 59 by a knuckle joint to the lower end of
said vertical lever 56 and at 60 to the vertical lever 61 (see figure XI) serves as a
connection between the said vertical levers 56 and 61 said bar being placed low
enough to avoid the moving grip, and situated on, below or slightly above the
bottom of the conduit.
1
The vertical lever 61 is pivoted at or near its central portion to the central sup-
porting pillar 62, which latter is located between the diverging slots and has its
upper end shouldered at 63 and screw threaded at 64.
Two adjacent slot rails 3ª, 3ª, have semi circular perforations through their
respective bases at a point where they rest upon the supporting pillar 62 and
together with the cover plate 65 form an enclosing box for the rear portion of the
grip slot tongue 66, which latter is pivoted at or near its central portion 67 to the
underside of the cover piece 52.
The upper end of the vertical lever 61 is bifurcated or forked, and within this
fork the rear end of the said tongue 66 is placed. The other and opposite end of
said tongue 66 extends to the point of intersection of the grip slot of the main and
the grip slot of the siding or turnout.
The slot rails 3º 3ª rest upon the central supporting pillar 62 and are secured
to the same by two plates 68 and 69 which embrace their base flanges 7 above
and below the semi circular perforations through the said flanges meeting around
the shoulder of the said pillar 62 are securely clamped between said plates by
means of the nut 70. Confining bolts 71 serve to keep the said slot rails 3º in
their proper relative positions. The cover piece 65 consists of two parts 65
and 65 attached to the slot rails 3ª, the lower part 65 of which is cut away at a
point above the vertical lever 61 to allow the same to describe its arc and extends
beyond the supporting pillar 62, serving as a support for the pivot 67 of the
tongue 66, said pivot consisting of a simple bolt which passes through a perforated
boss of the said tongue. The slot rails 3º also extend beyond said central supporting
pillar 62 and have the form shewn in Figure XII (the enlarged head and the upper
part of the shank or web 7 being cut away) until they reach the line XI-XI,
Figure IX when they assume the form shown in Figure XIII, terminating at the
line XII-XII, Figure IX. From this point to the intersection the slot tongue 66
forms the inner wall of both of the slots, one or the other of which is at all times
closed thereby. 72 is the slot of the main and 73 the slot of the turnout.
The operation of this device is as follows:-
Formally the switch is so set as that the continuity of the main track is pre-
served as shewn in Figure IX. When it is desired to switch a car and its grip
upon a side track or upon a turnout which connects with a parallel line of track
having another cable, as shown in Figure 13, the operator by throwing the switch
lever over, draws upon the switch bar, 47, which latter in turn draws upon the
switch tongue 44, placing the same in such a position as that a connection is made
between the rails of the main track and the siding or turnout. At the same time
the said switch bar 47 draws upon the pivoted horizontal lever 48. at the point of
connection causing its opposite end 54 which is connected to the link 55 to move
in a direction toward the slot 72 of the main track. Said link 55 transmits said
motion to the pivoted vertical lever 56 the lower end of which moves in an opposite
direction its motion being transmitted by means of the connecting bar 58 to the
vertical lever 61, the bifurcated upper end of which, embracing the rear end of the
pivoted tongue 66 moves the latter in a direction toward the slot 73 of the siding,
its opposite end moving away from under the slot rail on the side next the switch
to a position partially under the opposite slot rail 3 so that the grip as it moves the

page_text: main slot and arrives at the point of intersection is diverted and guided from its
normal course into the slot 73 of the siding or turnout. It will thus be seen that
the relative adjustment of both the grip slot tongue 65 and the switch tongue 44
is isochronal and from the same point of operation.
.
It will also be seen that the grip can be easily transferred from one conduit to
another without lifting or lowering it or shifting it in any way relatively to the car.
In placing the supporting pillar for the triangular shaped cover centrally between
the slot rails in the position shown in the drawing, I afford a substantial and
economically constructed prop or stay for said cover at a point nearest the inter-
section of the conduits which will not interfere with the travel of the grip.
If when the grip is leaving the slot of the main line and entering the slot 73 of
the branch line, the cable should become hung therein the latter will be brought
into contact with the central pillar and thereby discharged. Figures XV and XVI
represent a post or pillar 74 placed by the side of the slot where the conduit and
grip slot are continuous, but the cable is led out of the tunnel. 75 represents a
horizontal sheave placed at the side of the cable for holding it in its proper vertical
plane at this point. At a point about forty or fifty feet from the horizontal
sheave 75 is placed a vertical elevating sheave 76 whose upper periphery is within
about 10 inches of the grade of the street and about six or eight inches to one side
of the slot.
Having now described and particularly ascertained the nature of my said
Invention and in what manner the same is to be performed I declare that what
I claim is
First. A yoke for cable railway tunnels constructed with paired castings con-
nected at the bottom by transverse I beams and supporting at top the slot irons
and the track rails, in combination with tie rods extending from the respective slot
irons to the risers of the yoke substantially as herein shown and described.
Second. The combination with supporting frames for the cable supporting
sheaves, of lugs or knee irons bolted to the I beams and the interposed blocks of
wood or other comparatively soft material.
Third. The combination of the paired cable supporting sheaves mounted in a
common supporting frame and grooved near their adjacent ends to receive the cables
substantially as herein shown and explained.
Fourth. In a cable railway, one or more cable supporting sheaves, the shaft or
shafts of which have their bearings in a frame resting on lugs or knee irons fixedl
to the transverse I beams of the tunnel yoke substantially as herein shown and
described.
Fifth. A slot rail for cable railways rounded at its upper corner contiguous to
the slot.
Sixth. The slot rail composed of a flange a shank set at an obtuse angle thereto
and an enlarged portion or head.
Seventh. The combination of a pair of slot rails arranged substantially as
herein shown and described having rounded surfaces at their upper and contiguous
edges.
.
Eighth. A swinging cable supporting sheave for a travelling cable and an
oscillating or tilting frame in which it is journaled, in combination with a vertically
movable bar connected to said oscillating frame, and a projection from the car for
depressing said bar, as explained.
Ninth. The combination of the tilting frame a sheave mounted therein for
supporting a travelling cable and the levers operating substantially as set forth to
tilt the frame and deflect the supporting sheave by vertical pressure from the grip
or other attachment to the car.
Tenth. A cable supporting sheave mounted in a tilting frame operated by a
lever for holding the said sheave in either position to permit or prevent the
engagement of the cable by the grip.

page_text: ->
Eleventh. The combination of the supporting sheave the tilting frame in which
it is mounted, and the levers, connecting links and stop block to fix the operating
lever and consequently the tilting frame and sheath in either position in which
they are placed.
Twelfth. A supporting sheave for a travelling cable mounted in a tilting frame
operated by connections to fix it in its retracted position or permit it to fall into
operative position at will and capable of automatic deflection while in operative
position substantially as and for the purposes set forth.
Thirteenth. The combination of the supporting sheave, the tilting frame in
which it is mounted the levers and connections for controlling the position of the
sheave relatively to the grip and slot, and the slot and pin connection between the
operating levers, permitting free movement to the tilting frame when the sheave is
tipped to bring the cable within reach of the grip.
Fourteenth. In combination with a pair of sheaves for supporting twin cables
and independently oscillating frames in which they are respectively journaled, as
described; of a tilting device common to both, whereby either, may be brought into
active position at the will of the operator and a projection from the car for engaging
with said tilting device, substantially as set forth.
Fifteenth. The combination of one or more supporting sheaves for travelling
cables, the tilting frame or frames in which they are mounted, the operating levers
and links, and vertically moving rail, and the grip provided with rollers for tilting
the frame and supporting sheaves, by vertical pressure as herein set forth.
Sixteenth. In combination with a sheave for supporting a travelling cable, an
oscillating or tilting frame, in which said sheave is journaled having trunnions
whose axis passes through or near the centre of gravity of the oscillating parts, as
and for the purposes set forth.
Seventeenth. In a cable railway the combination of the diverging conduits and
a tongue from the intersection of the two slots to and beyond a pivot on which
said tongue is swiveled with the mechanism for operating the tongue.
Eighteenth. In a cable railway the combination of a horizontally movable
tongue, the vertically swinging lever connected to one end thereof and the operating
mechanism.
Nineteenth. In a cable railway the combination of the slot tongue extending
from the intersection of the two slots, to and beyond a point on which said tongue
is swiveled the source of operation and the horizontal connecting bar situated below
the travel of the grip, as set forth.
Twentieth. In a cable railway the combination of the main and branch lines
provided with slot rails substantially as shown and described, the contiguous slot
rails of the two lines terminating in and being firmly secured to a single stationary
plate with a movable tongue or extension for opening the slot of the main line and
closing that of the branch line, and vice versa, as set forth.
Twenty-first. In a cable railway the combination of the outer diverging slot.
rails and a single cover piece supported centrally by a single pillar between the said
diverging outer slot rails.
Twenty-second.-In a cable railway the combination of the main and branch
lines with their corresponding openings or slots of the triangular cover piece sup-
ported from a single central pillar, with the tongue situated beneath and pivoted
to the cover piece as shewn and described.
Twenty-third. In a cable railway the combination of the main and branch
lines the swinging tongue of the slot rails supported by and beneath the cover
piece, the system of levers connecting said tongue with the source of operation
and the operating lever all arranged substantially as and for the purposes set'
forth.
Twenty-fourth. In a cable railway the combination of the slot tongue pivoted
and supported as described the vertical lever pivoted on the supporting pillars the

page_text: connecting bar extending between the levers and beneath the travel of the grip
within the conduit and a system of levers extending to a source of operation and
the operating lever substantially as shown and described.
Twenty-fifth. In a cable railway the main and branch lines, the main and
branch slots and slot rails and the cover piece arranged and supported centrally
and from a single pillar between the diverging slots with the tongue pivoted to
and beneath the cover piece the vertical lever for operating the tongue and pivoted
to aforesaid central pillar, a bar extending beneath the travel of the grip within
one of the conduits, and a series of levers extending to the operating lever, with
said operating lever, as set forth.
Twenty-sixth. In a cable railway, the combination of the slot tongue pivoted
as described, the vertical lever pivoted to the central pillar for throwing the tongue
from one position to another the bar extending beneath the travel of the grip
within the conduit, the vertical end extending to the operating lever, with said
operating lever, as set forth.
Twenty-seventh. In a cable railway the combination with the grip slot and the
cable diverging therefrom, of a post or pillar placed between said diverging slot
and cable, for the purpose set forth.