IMPROVEMENTS IN APPARATUS FOR PROPELLING ON RAIL AND TRAMWAYS, AND IN BREAKS FOR THE SAME, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO THE RAISING AND LOWERING OF CAGES IN MINE SHAFTS
Year: 1873

page_text: LETTERS PATENT to John Henry Johnson, of 47, Lincoln's Inn
Fields, in the County of Middlesex, Gentleman, for the Invention of
"IMPROVEMENTS IN APPARATUS FOR PROPELLING ON RAIL AND TRAMWAYS, AND
IN BREAKS FOR THE SAME, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE
TO THE RAISING AND LOWERING OF CAGES IN MINE SHAFTS."-A com-
munication from abroad by Thomas Melchiorre Agudio, and the
Thism of Cail and Company all of Poris in the Renublic of France
PROVISIONAL SPECIFICATION left by the said John Henry Johnson
at the Office of the Commissioners of Patents, with his Petition, on
the 15th November 1873.
I, JOHN HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the
County of Middlesex, Gentleman, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN APPARATUS FOR PROPELLING ON RAIL
AND TRAMWAYS, AND IN BREAKS FOR THE SAME, PARTS OF WHICH IMPROVEMENTS ARE
APPLICABLE TO THE RAISING AND LOWERING OF CAGES IN MINE SHAFTS," a com-

page_text: munication to me from abroad by Thomas Melchiorre Agudio, and the
Firm of Cail and Company, all of Paris, in the Republic of France, to
be as follows:-
This Invention relates to certain improvements upon the peculiar
system of locomotion for which Letters Patent were granted to John
Henry Johnson on behalf of Thomas Agudio, No. 2632, A.D. 1861, and
consists essentially in the construction of apparatus based upon the
system of rope traction which is effected by the rapid motion of an
endless rope or cable circulating at a high velocity along the rail or
tramway and transmitting the motive power which is imparted to it to a
locomotive, such locomotive drawing the train of vehicles which is
attached to it by taking its point of support on the line.
In applying the said Invention to a locomotive intended for use on a
level or nearly level line of railway the following arrangement is
employed: The locomotive is provided with large grooved pullies,
around which the travelling or propelling rope passes, which pullies are
fast on transverse shafts, which are consequently rotated, and on to
which the weight of the locomotive is transmitted by means of springs.
The shafts also carry friction pullies of say about one-half the diameter
of the large pullies, which friction pulleys work in contact with the a
running wheels of the locomotive, transferring the weight to those
wheels and effecting the propulsion of the engine. Rollers are also pro-
vided, which are moved by hand, so as to press upon the friction pullies
and running wheels near their point of contact, and separate them in
order to retard or stop the train. By continuing the pressure the rollers
become interposed between the friction pullies and the wheels, and the
motion is reversed.
In lieu of one rope a number of parallel ropes and pulleys may be
employed. In the case of a level or nearly level line of railway the
simple adhesion to the rails is sufficient, but in lines on which heavy
gradients occur it is proposed to employ a double rack disposed along
the centre of the line and two endless ropes, and in some cases also
coupled engines hauled along the racks. The motion of the driving
pullies is transmitted by bevel gearing to horizontal toothed wheels,
which gear with the rack. The bevel wheels which the transverse shafts
carry are fitted loose thereon, and are brought into action by friction
pullies by means of a number of segments, which are actuated by a

page_text: shaft through the intervention of connecting rods. The fore and rear
shafts which operate these clutches are coupled together, so that the
whole of the clutches may by turning a handle be brought into action
simultaneously.
simultaneously.
The locomotive is provided with three systems of breakes, which are
arranged in the following manner, viz*. :
:-
One arrangement consists of two iron blocks, which form a species of
jaw and embrace the wooden sleepers which support the rack. These
blocks are carried by levers, which are actuated by right and left handed
screws.
Another arrangement consists of wooden shoes, which act upon the
cylindrical rim of those of the bevel wheels, which are disposed on the
shafts carrying the toothed wheels which gear with the rack. These
shoes are coupled together by a shaft, which is provided with right and
left handed screw threads, and is operated by handles through the inter-
vention of a worm and worm wheel.
The third arrangement of break apparatus consists of double-acting
force pumps, which are actuated by a crank fast on the vertical driving
shaft, the object of which pumps is to oppose to the descent of the train
a constant resistance, produced by the flow of a liquid (say water or
oil for example), which is forced by the piston through a small orifice,
the size of which orifice may be adjusted in order to retard the motion of
the train as required, or the orifice may be closed when it is desired to
completely arrest the motion.
Safety detents are provided to act upon the racks and prevent the
backward motion of the train in the case of a rupture of the rope or the
breakage of any part of the mechanism or of it being required to loosen
the rope on a heavy gradient.
The detents are connected together by a rod passing through the
levers, on which springs act for the purpose of maintaining the detents
in contact with the rack,
When it is required to descend an incline by operating a wheel the
detents are caused to turn on their centre, and are maintained out of
contact with the racks. The front of the locomotive projects somewhat
in order to produce an equilibrium when working on heavy gradients

page_text: In constructing a railway adapted to this system of propulsion sleepers
are employed of different lengths, the longer of which form supports
for the guide rollers and for the ropes, and the shorter or intermediate
ones form struts, which are connected to the former and to a central
longitudinal sleeper which supports the racks.
The longer sleepers are also secured to two longitudinal sleepers,
which run the whole length of the inclined plane.
The rack, which is bolted to the central longitudinal sleeper, is com-
posed of a strip of iron or steel bent or corrugated so as to form the
teeth of the rack, and maintained by cheeks of U iron rivetted thereto.
At the part where the joints of the line occur the strip is discontinued
for a certain distance on one side of the joint, the contiguous strip is
caused to project to an equal extent, and the junction is made with the
U iron cheeks by a species of fishing at those parts. In the supporting
rollers for the rope employed on straight lines the axis of the roller is
horizontal, and the lubrication is effected by a ring which dips into an
oil reservoir, and is carried round as the rollers rotate. In the rollers
for curved lines however the axis is vertical and turns with the roller on
a collar or footstep, which is capable of adjustment in order to com-
pensate for wear. The tension apparatus is not free to move, as in the
existing arrangement two pullies are disposed on a truck, which has a
short traverse and acts on a graduated dynamometer.
The weight of the wide span of the rope along the line gives the
necessary permanent tension, and elongation is provided for by a tension
apparatus similar to the draw gear of a locomotive.
When the system is to be applied vertically, as in the case of the
shaft of a mine, either a donble rack or two racks attached to the sides
of the shaft are employed. The ropes impart a rapid motion to pulleys
carried by a windlass, which is provided with toothed pinions to gear
with the racks. The windlass and safety cage together form a rope
actuated locomotive, which is also provided with brakes and safety
apparatus.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said John Henry Johnson in the Great Seal Patent
Office on the 15th May 1874.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the County of
Middlesex, Gentleman, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, hearing date the Fifteenth day of November, in the year
of our Lord One thousand eight hundred and seventy-three, in the
37th year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said John Henry Johnson, Her special
license that I, the said John Henry Johnson, my executors, adminis-
trators, and assigns, or such others as I, the said John Henry Johnson,
my executors, administrators, or assigns, should at any time agree with,
and no others, from time to time and at all times thereafter during the
term therein expressed, should and lawfully might make, use, exercise,
and vend, within the United Kingdom of Great Britain and Ireland,
the Ohannel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN
APPARATUS FOR PROPELLING ON RAIL AND TRAMWAYS, AND IN BREAKS FOR THE
SAME; PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO THE RAISING AND
LOWERING OF CAGES IN MINE SHAFTS," a communication to me from abroad
by Thomas Melchiorre Agudio, and the Firm of Cail and Company, all
of Paris, in the Republic of France, upon the condition (amongst
others) that I, the said John Henry Johnson, my executors or adminis-
trators, by an instrument in writing under my hand and seal, should
particularly describe and ascertain the nature of the said Invention,
and in what manner the same was to be performed, and cause,
the same
to be filed in the Great Seal Patent Office within six calendar months
next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said John Henry Johnson, 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 accom-
panying Drawings, and to the letters and figures marked thereon, that
is to say:-
The said Invention relates to certain improvements upon the peculiar
11
Da
1

page_text: granted to me on behalf of Thomas Agudio, No. 2632º¹, and consists
essentially in the construction of three principal arrangements of
locomotive apparatus which take their point of support on the line and
are actuated by the rapid motion of an endless rope or cable circulating
at a high velocity. When the line is level, or nearly so, the point of
support is furnished by the adhesion of the wheels of the locomotive;
but in the case of steep inclines or heavy gradients a peculiar rack is
provided for the purpose; and when the apparatus is required to operate
vertically, as in the case of a mine shaft, a double rack or two parallel
racks is or are employed. One of three arrangements of locomotive is
adopted, according to the purpose to which the system of traction is to
be applied.
And in order that the said Invention may be fully understood I shall
now proceed more particularly to describe the same, and for that
purpose shall refer to the several Figures on the annexed Sheets of
Drawings, the same letters of reference indicating corresponding parts
in all the corresponding Figures.
Figure 1 (Sheet 1) represents a side elevation, Figure 2 a corresponding
plan, and Figure 3 a transverse vertical section of an improved locomotive
adapted for use on level or nearly level lines. The rope or cable in this
case is actuated at one end of the rail or tramway by a driving pulley,
and at the other end it is maintained by a tension apparatus, whilst it is
guided throughout the length of the line by supporting rollers. The loco-
motive is provided with two large grooved pullies A, A¹, keyed at the
centre of the shafts B, B', respectively, on the ends of which shafts there
are fitted friction wheels F, F¹, of smaller diameter than, or, say for
example, one-half the diameter of the pullies A, A¹. The weight of the
vehicle is directed by means of four springs on to the shafts B, B¹, and
transmitted through the intervention of the four friction wheels F, F¹, to
supporting or running wheels R, R¹. The driving rope or cable passes
over the pullies A, A', which are caused to rotate by its motion together
with the friction wheels F, F, the adhesion of which to the supporting or
running wheels propels the locomotive in the direction of the motion of
the rope or cable. The rope or cable contributes to the traction of the
train in a certain proportion; for example, assuming the diameter of the
pullies to be to that of the friction wheels in the proportion of two to
one the speed of the locomotive is equal to one-third that of the rope or
cable, and the total tractive force is divisible into three parts, viz.,

page_text: one-third for the direct traction of the rope or cable, and two-thirds for
the adhesion of the supporting or running wheels to the rails.
In order to admit of the train being stopped when desired and of the
motion being reversed, rollers P, P, P¹, P¹, are disposed adjacent to the
points of contract of the friction wheels with the supporting or running
wheels, which rollers may be moved towards or from those points by
means of a handle N and two jointed levers. These rollers by preventing
the friction wheels F, F, from coming in contact with the supporting or
running wheels cause the locomotive to stop, the motion of the pulleys
A, A', being no longer transmitted to the supporting or running wheels;
by turning their hand wheels M the brakes are brought into action and
the motion is more speedily arrested.
In order to reverse the motion of the engine it is simply necessary to
continue the action of the handle N, and the four rollers P, P, P¹, P¹, will
be simultaneously brought between the friction wheels F, F, and the
supporting or running wheels R, R', of the locomotive, the rotatory
motion is then reversed and the engine is caused to run in the opposite
direction.
In all cases the power of the rope or cable is transmitted to the
locomotive gradually and by simple adhesion, by which means excessive
and irregular strains on the rope or cable are avoided, as well as any
slipping round the grooves of the pulleys.
It is obvious that several parallel ropes or cables may be employed;
for example, two ropes or cables may be arranged on each side of the
locomotive by employing four driving pulleys.
Two or more locomotives may also be applied to a train when the
adhesion of one alone is considered insufficient for the duty to be per-
formed.
When the system is to be applied to steep inclines or heavy gradients
on railways, or to the working of mines, a double rack placed along the
centre of the way and two endless driving ropes or cables are employed,
and coupled locomotives in gear with the rack may also be adopted
if desired. The two driving sides or sections of the endless ropes or
cables run along the sides of the incline, whilst the return sides or
sections may be arranged in any desired direction, and may even be
carried outside the railway. Assuming as an example a railway of
the ordinary gauge with fished rails, and having a steep incline or

page_text: heavy gradient, two series of transverse sleepers would be employed; the
one series placed, say, six feet six inches apart, for example, being made
of a length of, say, twelve feet or thirteen feet, would serve as bearings
or supports for the supporting rollers of the ropes or cables; whilst
the other series or intermediate transverse sleepers, of less length, and
forming struts or tie pieces inclined to the centre of the line of way,
would be connected at one end with a central longitudinal sleeper and
at the other end with the longitudinal transverse sleepers, the latter
sleepers being attached to two side longitudinal sleepers extending the
whole length of the incline, and secured to posts or pillars arranged on
each side of the line, or to those of a gallery in the case of mines, by
which means the parts are very firmly united, and are not liable to be
displaced. The central longitudinal sleeper is grooved for the passage.
of the transverse sleepers, and carries the double rack shewn in Figures
4 and 5 (Sheet 1). This rack is formed of a strip or bar of wrought
iron or steel, bent or corrugated, and supported by two cheeks S of
U iron united by strong rivets passing through a piece at the bottom of
each of the teeth formed by the bends or corrugations of the strip or
bar. The rack is secured by bolts Q to the longitudinal sleeper T, which
is itself connected to each of the transverse sleepers by bolts. The 1
joints occur at short intervals (say about six feet six inches for example),
which admits of curves of a radius of about one hundred and sixty
yards being adopted; the junction of the lengths is effected by dis-
continuing the strip or bar for a short distance at one end of each
length, and causing it to project a corresponding distance at the other
end, and in rivetting a slight play is left between the consecutive
cheeks of each length; the ends of the strips or bars are also secured
by small rivets in addition to those used for the attachment to the
cheeks, as shown in Figure 4, and a bolt Q is passed through at these
places for the purpose of securing the rack to the sleepers. The different
lengths are thus united by an arrangement of fishing, and the strip or
bar yields to variations in temperature by a slight change in form of
its bends or corrugations.
:
Figures 4 to 9 (Sheet 1) shew plans, elevations, and sections, of the
supporting rollers for the rope or cable, which are arranged throughout
the length of the line of way. In the case of rollers employed on
straight lines the axis is horizontal, and lubrication is effected by
means of a ring U (Figures 4 and 6) dipping into the oil reservoir and

page_text: simply placed on the spindles V of the roller, to which rings the
spindles by their rotation impart a motion which is more or less
retarded. The two bearings of the roller are attached by four bolts to
the cast-iron box which incloses it in order to facilitate examination
and repairs. In the pullies for curved lines, shewn in Figures 7, 8,
and 9 (Sheet 1), the axis X is vertical and turns with the drum Y on
a collar, which may be raised by means of a nut Z in order to
compensate for wear. The form of the box admits of the horizontal
pressure of the rope or cable being directed towards the centre of the
bearing, and of the bearing being maintained immersed in the oil, and
at the same time it prevents the admission of extraneous substances.
The grooves of both descriptions of rollers are provided with leather
bands placed edgewise and secured by pins, by which means all slipping
is obviated and the wear is diminished.
Figure 10 is a longitudinal section of a locomotive constructed
according to this Invention and adapted for use on steep inclines or
heavy gradients; Figure 11 is a corresponding plan; and Figure 12, a
transverse vertical section of same; and Figures 13 and 14 are views
shewing details of some of the parts which will be herein-after referred
to.
The engine is provided with two pairs of pullies a, a, of large diameter
(or say about eight feet), to which motion is (imparted by means of an
endless rope or cable, which motion is transmitted by the bevel
wheels b, c, to the horizontal tooth wheels d, d. The difference
between the diameters of the pullies a, the wheels d, and the bevel gear-
ing admits of the speed of the locomotive relatively to that of the cable
being reduced. In the present example the speed is reduced to one-fifth.
With a view to prevent any excessive strain being placed upon the
ropes or cables the bevel wheels 6 are loose in the axis e, on which axis
there are keyed friction pulleys g, which are made to engage with or
clutch the bevel wheels 6 when desired so as to cause such wheels to
turn with them. This is effected by means of six segments for each
wheel through the intervention of an equal number of connecting rods h
(Figure 12), which are caused to press upon the segments, such con-
necting rods being actuated by means of a shaft which imparts motion
to connecting rods m, which motion is transmitted to levers ¹ vibrating
round fixed centres j and connected with socket pieces i which surround
the bosses of the wheels b. The two shafts % of the fore and rear
j
•

page_text: friction clutches are coupled together by a third shaft actuated by the
handle (Figure 11), by means of which the four clutches may be
caused to engage simultaneously.
The connecting rods h and m have formed on them right and left
handed screw threads and nuts, or internal screws are provided for the
purpose of adjusting the length in order to compensate for wear. A.s
the four friction apparatus are independent of the other parts the limit
fixed to the strain on the teeth of the rack is equal to the pressure
corresponding to the slipping of the rope or cable on a pulley, around
which it makes only a half turn.
The engine is provided with two arrangements of brake. One
apparatus consists of two long wrought-iron brake blocks r, which are
caused to grip or clasp the longitudinal wooden sleeper T which forms
the support for the rack, such blocks being connected to levers 8 which
are actuated by right and left handed screws t, as shewn clearly in
Figure 12. The other brake apparatus is composed of four force
pumps (Figures 10, 13, and 14) each actuated by a connecting rod
from vertical driving shafts n, the object of such pumps being to oppose
to the descent of the train a constant resistance produced by the efflux
of a liquid (say water or oil for example) which is forced by their piston
through a small orifice. The ports of the cylinders ƒ are in commu-
nication with a water or oil receptacle o (Figure 14) situate on the
frame, the supply pipes p from which receptacle open into the slide
valves of the cylinders f, and are provided with a spring valve which
allows the liquid to enter the pumps as soon as a vacuum is pro-
duced under the action of the pistons, but prevents the regress of such
liquid. In order to admit of the simultaneous adjustment of the four
cocks which regulate the size of the passage for the liquid from one side
of the piston to the other, and the consequent resistance which it is
desired to oppose to the progress of the train there are provided a series
of shafts and a train of gearing 9 which are actuated by a handle x
placed at the upper part of the stand or platform.
The locomotive is also provided with four safety catches or detents v, v,
(Figures 10 and 12), which during the ascent fall upon the teeth of the
double rack and prevent a retrograde motion in the case of a rupture of
the ropes or cables or of some part of the mechanism; these catches or
detents moreover admit of the rope or cable being slacked if necessary

page_text: of the ropes or cables imparts the permanent tension necessary for the
transmission.
In order to compensate for stretching a tension apparatus is employed
similar to that of the ordinary draw gear of a locomotive. The grooves
of the large pulleys over which the ropes or cables pass are made of a
dovetail form, and are covered with two bands of aloes wood placed side
by side and secured at the bottom of the groove.
When this improved system of traction is to be applied vertically, as
in the case of a mine shaft, either a double rack or two racks attached
to the sides of the shaft, and either a single endless rope or cable or two
ropes or cables guided at the ends of the shaft and actuated by a
stationary prime mover may be employed. These ropes or cables impart
very rapid motion to the grooved pulleys of a windlass with which the
cage is provided, such cage also carrying pinions which are in gear with
the racks.
The entire combination of the windlass and cage forms a locomotive
on this improved system, which locomotive is to be provided with brakes
and with safety apparatus, to be applied in the case of accident or of a
breakage of the mechanism.
The ropes or cables may also be driven at a very high speed, as in the
case of the traction on railways, in lieu of at a speed of from twenty-
three to twenty-six feet, to which the ropes or cables which support the
load to be raised are limited with the existing system. The capacity for
extracting materials from the mine may also thus be greatly augmented,
the apparatus converting the excess of speed into tractive force. By
utilizing moreover the same ropes or cables for working two locomotives
the one ascending and the other descending, a self-acting system may
be obtained by which the loss of power employed in elevating the dead
weight of the apparatus is obviated.
Having now described and particularly ascertained the nature of the
said Invention, and the manner in which the same is or may be used
or carried into effect, I would observe in conclusion that what I
consider to be novel and original, and therefore claim as the In-
vention secured to me by the herein-before in part recited Letters
Patent is,-
First. The general arrangement of the ropes or cables supported,
driven, and guided as described, for hauling or propelling a rope

page_text: actuated locomotive, in combination or not with the employment
of a rack formed of a bent or corrugated strip or bar for facilitating
the ascent and descent on steep inclines or gadients, substantially as
herein-before described and illustrated by the accompanying Drawings.
Second. The peculiar construction of locomotive having friction
wheels for transmitting motion from the shafts of rope actuated pulleys
to the supporting or running wheels of the engine, and also friction
rollers for retarding or arresting and reversing such motion, substantially
as and for the purpose herein-before described and illustrated by the
Drawings.
Third. The peculiar construction of locomotive to be hauled or pro-
pelled by two parallel ropes or cables, such locomotive having toothed
wheels which gear into racks for facilitating the ascent and descent on
steep inclines or gradients, and are thrown into and out of action by
friction clutches, and also having safety catches or detents gripping
brake blocks, and force pumps for the purpose of regulating, retarding,
and arresting the motion of the train, substantially as herein-before
described and illustrated by the Drawings.
Fourth. The application and use to and in the extracting of materials
from mines, of a cage having a windlass actuated by endless ropes or
cables, and also pinions gearing into racks arranged along the sides of
the mine shaft, and brakes and safety apparatus for regulating and
arresting the motion of such cage, substantially in the manner herein-
before described.
In witness whereof, I, the said John Henry Johnson, have to this
my Specification set my hand and seal, the Fifteenth day of
May, One thousand eight hundred and seventy-four.