Improvements in Cable Railway Structures, and in Devices for Supporting and Guiding the Cable.
Year: 1889

page_text: Date of Application, 21st May, 1889
Complete Specification Left, 7th Sept., 1889-Accepted, 16th Nov., 1889
PROVISIONAL SPECIFICATION.
Improvements in Cable Railway Structures, and in Devices for
Supporting and Guiding the Cable.
We, JOHN HYDE PENDLETON of No. 601 Hamburg Avenue, Brooklyn in the
State of New York United States of America Civil and Mechanical Engineer and
ANDREW BRYSON Junior and LINCOLN Moss the former of No. 18 West 21st Street
and the latter of No. 244 West 123rd Street in the City of New York in said State
of New York, both Civil and Mechanical Engineers do hereby declare the nature
of this invention to be as follows:-
In cable railways it is preferable to employ large pulleys for supporting and guiding
the cable both upon the straight and curved portions of the road so as to decrease as
much as possible the speed of rotation of said pulleys and lessen the wear upon their
axles and avoid the noise consequent upon the use of small pulleys.
With roadways as now constructed, the space for the cable supporting guide
pulleys upon the curved portion of the road is limited by the girder or track adjacent
to the pulleys and to use as large pulleys as possible within the limited space of the
railway structure we have heretofore placed said pulleys at an inclination.
In our present invention we place the supporting pulleys at an inclination upon
the curved portion of the road and provide spaces at intervals in the elevated railway
structure so that the supporting pulleys may pass between one rail of the track and
the girder thereby allowing for the use of pulleys of the desired size and our improve-
ments can be applied to roads already constructed with but a slight change in the
structure at the curved portion of the roadway and said improvement is adapted to
cable roads in which one or two cables between each line of rails are used.
Upon the straight portion of the road we mount the cable supporting guide pulleys
upon arms that are fitted to yield so as not to injure the gripping device or the support-
ing pulleys in case the grip should strike one of said pulleys and we provide rolling
bearings for the axles of said pulleys so as to reduce the friction upon said axles.
In applying our improvement to a road already built we proceed as follows:-
Upon the curved portion of the road the cross ties instead of resting upon the
girders rest upon heams supported by the girders, so as to elevate the track upon
the curve above the track upon the straight portion of the road, and this elevation is
obtained gradually by using heavier ties or by placing the longitudinal girders at the
proper grade line so as to incline the roadway slightly from the straight to the curved
portion of the road.
The beams below the outer rail of the curve may be continuous, but the beams
beneath the inner rail of the curve are in suitable lengths or placed so as to leave
spaces at regular intervals between the ends of each two beams so that the inclined
cable supporting pulleys may project through between the inner rail of the curved
track and the top of the girder, and thereby allow of using supporting pulleys of
the desired size. One or more of the cross ties are cut off at the places occupied
by the supporting pulleys, and we prefer to employ an inner guard rail to which
the inner ends of the short ties are bolted, the outer ends of the short ties being
bolted to the usual wooden guard rail. Instead of using the beans to elevate the
track as before described, the elevation may be obtained by placing two or more ties
one upon the other, or by using ties of the required thickness to elevate the track to
the desired height so as to allow the inclined guide pulleys to pass between the rail and
girders.
In applying our improvement to a road in course of construction we lower the
longitudinal girders a sufficient distance at a curved portion of the road and employ

page_text: the beams upon said girders as before described to support the cross ties and track.
This latter construction keeps the track upon the curve and straight portion of the
road at the same level and leaves the necessary space between the rail and girder for
the passage of, the inclined guide pulleys.
We employ an iron guard rail adjacent to the inner rail of the curve and to
prevent the inner rail of the curve and the guard rail being spread by the car wheels
at the places where the cross ties are cut away we introduce a rail or block between
said guard and inner rails and also between the inner rail and wooden guard rail:
these blocks extend from one cross tie to the next at the spaces where the pulleys are
located, and said blocks are kept in place by bolts. flanged supporting bar may be
used beneath the inner rail of the curve to support said rail at the places where the
ties are cut away.
The outer rail of the curve is elevated above the inner rail of the curve, by wedges
introduced between said outer rail and the cross ties.
Each cable supporting pulley at the curved portion of the road is grooved to receive
the travelling cable and the, axis of each pulley is inclined, and supported in suitable
bearings, the lower bearing being upon a cross bar bolted to the girders.
We employ a pair of small grooved pulleys in connection with each cable supporting
pulley, and each small pulley is made with a conical face extending upwardly from the
groove of the pulley and the highest part of said conical face is adjacent to the
lower edge of the cable supporting pulley, so that as the cable drops down, as
the car travels around the curve, the cable comes upon said small pulleys and is guided
into the groove of the cable supporting pulley. To resist the lateral strain upon the
car by the cable as the car passes around the curve, we make use of a standing rail at
the inner side of the track, to act against horizontal rollers upon the car; this rail is
supported by brackets bolted to the cross ties.
Where two cables are used between each line of track there are two ranges of sup-
porting pulleys, one for each cable, but only the pulleys for the cable that is nearest
the inner rail of the curved tracks pass between the said inner rail and the girder
below the same.
The supporting pulleys for the cable nearest the outer rail of the curve may be
placed intermediate to the pulleys that pass between the rail and girder, or the pulleys
of the two ranges may be placed in pairs in which case the range of pulleys nearest
the outer rail of the curve may be the smallest.
Stationary inclined lifters may be employed adjacent to the cable supporting pulleys
to direct the cable into the pulleys in case the cable should be slack when the car is
travelling upon the curve; these lifters are adapted to take the place of the small
pulleys before described.
We employ shields above the top edges of the cable supporting pulleys for return-
ing the cable to the groove of the cable supporting pulleys in case the cable by its
vibration or otherwise should be carried above the top edge of said supporting
pulleys.
Upon the straight portion of the railway structure the cable supporting pulleys are
each upon a pivoted support that is fitted with springs to keep the pulley at the
desired elevation; these springs allow the pulley and its support to yield in case the
grip should strike the pulley or its support, and said support is made with inclines to
direct the cable back into the groove of the pulley in case the cable should rise out of
said groove. The outer end of the pulley support forms a stop to limit the upward
movement of the support and its pulley.
The pulley may be mounted in any usual bearings upon its support, but we prefer
that the ends of the axle of each pulley shall rest upon the inner surfaces of flanged
discs mounted upon pivot pins carried by the pulley support so as to form rolling
hearings for the axle of the cable supporting pulley.
We provide a frame fitted to turn upon the hubs of the pivots of the flanged discs
and one end of this frame is made with forks to pass over the axle of the supporting
pulley, the other end of the frame is between adjustable stops so as to limit the rise

page_text: and fall of the supporting pulley as its axle rolls upon the flanges that form the
bearings for said axle.
Dated this Z1st Qay of May 10.
Dated this 21st day of May LOO
J. H. PENDLETON.
A. BRYSON, Jr.
L. MOSS.
By Brewer & Son,
33, Chancery Lane, London, Patent Agents.
COMPLETE SPECIFICATION.
Improvements in Cable Railway Structures, and in Devices for
Supporting and Guiding the Cable.
We, JOHN HYDE PENDLETON of No. 601 Hamburg Avenue Brooklyn in the State
of New York United States of America Civil and Mechanical Engineer and ANDREW
BRYSON Junior and LINCOLN Moss the former of No. 18 West 21st Street and the
latter of No. 244 West 123rd Street in the City of New York in the said State of New
York both Civil and Mechanical Engineers do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :—
In cable railways it is preferable to employ large guide pulleys for the cable both
upon the straight and curved portions of the road so as to decrease as much as
possible the speed of rotation of said pulleys and lessen the wear upon their axles
and avoid the noise consequent upon the use of small pulleys.
With roadways as now constructed, the space for the cable supporting guide
pulleys upon the curved portion of the road is limited by the girder adjacent to the
pulleys, and to use as large pulleys as possible within the limited space of the line of
travel of the cable and the girder, said pulleys have been placed by us at an inclination.
We place the supporting pulleys at an inclination upon the curved portion of the.
road and provide spaces at intervals in the elevated structure so that the supporting
pulleys may pass between one rail of the track and the girder, thereby allowing for
use of pulleys of the desired size, and our improvement can be applied to roads already
constructed with but a slight change in the structure of the curved portion of the
roadway, and said improvement is adapted to cable roads in which one or two cables
between each line of rails are used.
Upon the straight portion of the road we mount the cable supporting guide pulleys
upon arms that are fitted to yield so as not to injure the gripping device or the
supporting pulley in case the grip should strike one of said pulleys, and we provide
rolling bearings for the axles of said pulleys so as to reduce the friction upon said
axles.
In the drawings:
Figure 1 is a plan of a portion of the straight track where the same is united with a
curved track and
Figure 2 is a similar view of a portion of the curved track.
Figure 3 is an elevation of the cable supporting wheels and a cross section of the
track and a portion of the elevated structure supporting such track, and
Figure 4 is a similar view representing the car wheels and a portion of the
car platform and of the cable supporting wheels connected with the gripping
mechanism.
Figure 5 is a plan view and
Figure 6 is a cross section representing the cable guide wheels in pairs.
In Figures 1, 2, 3, 4, 5 and 6 our improvements are shown in connection with a
double cable system.
Figure 5 is a cross section of the elevated structure at the curved portion of the
roadway showing our invention as applied to a railway having but one cable.
Figure 6 is a sectional elevation lengthwise of the structure, at about the line æ æ
of Figure 5.

page_text: Figure is a section of the ties and elevation of part of the inner guard rail and o
the support for said rail.
Figure 8 is an elevation illustrating the approach to the curved portion of the road
when the track upon the curved portion is elevated above the track of the straight
portion of the road..
Figure 9 is a similar view with the track upon the curved and straight portions of
the road upon the same level.
Figure 10 is a plan view of a part of the curved portion of the road, illustrating how
the cable is laid into the supporting pulleys as the car travels around the curve.
Figure 11 is a sectional elevation lengthwise of the track showing one of the cable
supporting pulleys for the straight portion of the road.
Figure 12 is a plan view of said pulley and its support.
Figure 13 is a section at the line xx of Figure 11.
Figure 14 is an elevation of the pulley and its support in a modified form.
a a represents the cross ties, 66, the longitudinal girders, cc', the rails of the track,
d the iron guard rail upon the inner portion of the curve, and e e¹ the wooden guard
rails.
:-
In applying our improvement to a road already built we proceed as follows:-
At the straight portion of the road the cross ties a, a, rest upon and are supported
by the girders, b, b¹ as usual, except at a suitable distance from the commencement
of both ends of the curve, at which places and upon the entire curve said cross ties
rest upon the beams or blocks h, which beams are bolted to the girders b, b¹.
The beams h, preferably I beams, elevate the cross ties upon the curved portion of
the road a sufficient height above the ties upon the straight portion of the road
which elevation is gradually obtained by heavier ties or blocks h¹ see Figure 8 or
by placing the longitudinal girders at the proper grade line so as to gradually incline
the roadway froin the straight to the curved portion of the road.
The rails and guard rails are laid upon the cross ties of the curved portion of the
road the same as upon the straight portion of the road, but one or more of the cross
ties are cut off at the places occupied by the guide pulleys i.
The outer ends of the short cross ties a¹ rest upon the girders and their inner
ends may be supported as shown in Figures 5 and 10, but we prefer to employ an
inner guard rail e-see Figures 1, 2, 3 and 4, to which the inner ends of the short ties a¹
are bolted the outer ends of said short ties being bolted to the guard rail e.
By this
means the inner ends of said short ties afford a firm support to the rail cat the
places where said rail rests upon the said short cross ties.
The beams h below the outer rail of the curve may be continuous and extend from
end to end of the curve, but the beams beneath the inner rail care in suitable
lengths so as to leave spaces at regular intervals between each two beams, and between
the girder and said inner rail of the track, as seen at /'.
Each guide pulley i is made with a groove to receive the travelling cable and
the axis of said pulley is inclined and supported at its lower end in a bearing
upon a cross bar bolted to the girders 6,61, and at its upper end said axis is
supported in the bracket bearing bolted to the inner girder b'. By reference to
Figures 1 and 2, it will be seen that a portion of the guide pulley is between the
inner rail c¹ of the track and the girder 6 and that neither of these parts is cut
away to accommodate the position of said pulley.
The iron guard rail d'however, has its base notched in two places for each pulley
at the line of travel of the rim of the wheel, as seen at 7, Figures 2, 6, 7 and 10 the
top of said pulley being dishing or hollowed out so that the portion of the rail between
the two notches may pass into said recess and said portion can be left to strengthen
said rail.
A supporting bar m may be employed as shown in Figures 5, 6 and 7 and this bar
is also notched in line with the notches of the guard rail, and the supporting bar,
which is bolted to the cross ties is below and supports the inner rail of the track and
the guard rail at each place where the cross ties are cut away to give the necessary
space for the guide pulleys. The supporting bar may be made with a flange to stiffen

page_text: said bar and this flange is shaped as shown in Figures 6 and 7 so that it may pass
within the recess in the top surface of the guide pulley.
In applying our improvement to a road in course of construction we lower the
girders b, b a sufficient distance at the curved portion of the road and employ the
beams upon said girders to support the cross ties as before described. This
construction keeps the track upon the curved portion of the road at the same level
with the track upon the straight portion, and there is the necessary space between the
rail and girder for the passage of the guide pulley. To prevent the inner rail c' and
guard rail d being spread by the action of the wheels at the places where the cross
ties are cut away, we introduce the block or rail c² between said guard rail and
inner rail and the block or rail c³ between the inner rail and wooden cross ties; these
blocks extend from cross tie to cross tie at the spaces where the pulleys are located
and these blocks are held in place by the bolts ct.
In constructing the track upon a curve, the outer rails c require to be sufficiently
elevated to counteract the centrifugal force of the moving train.
To accomplish this object we introduce wedge shaped ties a' upon the cross ties a, a¹
as seen in Figures 3 and 4.
n
We employ a pair of rollers or pulleys n, n, in connection with each guide-pulley i
as shown in Figures 1, 2 and 5 and each of these pulleys a is upon a horizontal axis
supported in bearings secured to a cross tie a. Each pulley n is made with a conical
face extending upwardly from the groove of said pulley and the highest part of said
conical face is adjacent to the lower edge of the guide pulley i, as shown, so that as
the cable G or G₁ drops down as the car travels around the curve, the cable comes
upon said pulleys n, and is guided up into the groove of the pulleys i, by the inclined
faces aforesaid. The outline of the car is represented by dotted lines in Figure 10
and a portion of the grip upon said car is shown at p, and D D' are the pulleys also
upon said car for keeping the cable in a straight line in said grip as the car travels
upon the curve; these are shown to illustrate the gradual passage of the cable up the
inclined faces of the pulleys n and into the groove of the pulleys i as the car travels
around the curve as before described.
Instead of blocking up the cross ties by the I beams h, to elevate the track as afore-
said, the cross ties themselves may be used for said purpose either by placing two or
more ties one upon the other or by using cross ties each of the required thickness to
elevate the track to the desired height so as to allow the guide pulleys i to pass
between the rail and girder.
It is preferable to place the guide pulleys i at about the angle shown in the drawings
so that the strain and weight of the cable comes upon each pulley in a plane alinost
at right angles to the axis of the pulley, thereby the groove of the pulley is deepened
by the wear of the cable instead of the lower flange of the pulley being cut away by
the wear of the cable.
The standing rails n' supported by the brackets a³ are made use of in connection
with the horizontal wheels n upon the car, for resisting the lateral strain upon the car
by the cable as the car passes around the curve. These standing rails n' are upon the
concave side of the curved track because the lateral strain by the cable tends to draw
the car transversely towards such standing rails.
The brackets a³ are bolted to the cross-ties and to the guard rails.
Where two cables G G₁ are used as in Figures 1, 2, 3, 4, 5 and 6ª, there is a range
of pulleys i for each cable as shown, but upon reference to the drawings it will be
apparent that the inclined pulleys i that are provided for the cable Goccapy a different
position from those made use of with the cable G'.
The inclined pulleys i for the cable G are entirely between the girders & b¹ and
beams hh, while the inclined pulleys made use of with the cable G¹ pass into openings h
provided in the beams has before described, and upon the curved portion of the track
the inclined pulleys for the cable G usually alternate with the inclined pulleys for the
cable G' so that these inclined guide pulleys i can be of the proper size for supporting
the cables and lessening the friction due to the strain upon such cables as they pass
around the curve. We have represented in Figure 3 a portion of the columns and of

page_text: the girder crossing the street in the elevated structure, these parts being of usual
character do not require description.
In Figures 5, 6 and 10 we have shown one range of guide wheels applied at the
curved portion of the railway track, but we have experienced difficulty in arranging
for two cables around the curved portion of the track, because if horizontal wheels are
made use of on vertical axes, the wheels have to be small to allow for their introduction
between the tracks and as the distance between the tops of the track rails and the
wheel axles of the car is limited the difficulty of providing for two cables is augmented
and especially in view of the fact that if two sets of horizontal guide wheels were
made use of the cable grip would come in contact with one set of the guide wheels
when acting with the cable upon the other set of guide wheels. We are enabled
to overcome these difficulties by our present improvements because the second set
of guide wheels being at an inclination, there is a V shaped opening between one
cable and the other. in which the grip mechanism can pass as the car travels
around a curve, and it will be apparent that although it is preferable to place both
sets of guide wheels at an inclination, because such wheels can be made larger
than it is possible to employ when any of the guide wheels are horizontal, that if
the set of guide wheels nearest to the outer or convex side of a railway track are
at an inclination as shown, there is a space between the cable G carried by such
guide wheels and the guide wheels and cable G¹ that are nearest the inner or concave
rail of the track in which there is room for the passage of the gripping mechanism
when acting upon the cable G' that is nearest the inner or concave side of the track
and for this reason it would be possible but not preferable to make use of small
horizontal rollers upon vertical axes between the cable G' and the concave side of the
track when the guide wheels for the other cable G are at an inclination.
It is generally preferable to place these guide wheels alternately as shown in
Figure 2 but they might be placed in pairs as seen in the plan Figure 54 and in the
vertical section Figure 64 in which case the one guide wheel that passes beneath
the other guide wheel of each pair is preferably the smallest as represented.
In some cases the cable vibrates up and down to the rear of the grip, as such grip
and car are pulled around the curve by the cable, and this vibratory movement of
the comparatively slack cable may under some circumstances prevent the cable
drawing properly into the grooved periphery of the guide wheel i, and in addition to
this difficulty from the vibration of the cable two trains may be sufficiently near each
other for the cable to be lifted by the tension between one grip and the other. To
overcome this difficulty sometimes arising as aforesaid, we make use of the stationary
inclined shields S* in Figures 5 and 6ª in the form of arches extending across from
one cross tie a to the other and above the upper edge of the grooved pulley i and the
faces of these shields S* are inclined and upon the line or nearly so of the inclined
surface of the pulley i as indicated in Figure 64 so that the shield directs the
cable properly into its groove in the pulley and should the cable in its motion come
into contact with the inclined edge of the shield, it will ride up against the same and
slip off and pass down into the groove of the pulley without injury to the cable or the
shield.
We have represented inclined lifters S' in Figures 5 and 6ª which inclined lifters
are in the form of segments of cylinders with flanges at the ends resting upon the
cross ties a and these lifters are placed in such a position in relation to the cable
pulleys that the upper edges of the lifters coincide or nearly so with the under edge
of the cable pulley adjacent to the point of contact therewith of the cable and
these lifters are adapted to take the places of the conical rollers n.
Referring now to Figures 11, 12, 13 and 14, c represents one of the pulleys
which sustain and guide the endless cable H in its travel, upon the straight portion
of the road, and these pulleys are to be placed at suitable distances apart and
between the two rails b, b, of the track.
The support for the pulley c and its bearings consists of two arms d, d, projecting
from the hub e, which hub has pivots f, fitted to turn in bearings h, h, secured
to one of the ties a.

page_text: , are springs around the pivots, and the ends of these springs take against
or pass into the arms d, d and bearings h, h, respectively, and said springs lift
the arms d, d, and parts carried by them so as to keep the pulleys c in its proper
position to support the cable. The outer ends of the arms d, d, are connected by
a cross piece d and said ends and cross piece form a stop to limit the upward move-
iment of the said arms and the pulley C carried by them, so as to keep the endless
cable at the proper elevation.
i, i are arms extending down from the underside of the arms d, d, and through
the hub of each armi, passes a pivot pin l, to the outer end of which pin is keyed
a wheel or disc m having a circular flange m¹; a washer n and pin keeps the pivot
pin Z, from drawing out of its hub.
The ends of the axle o of the guide pulley e rest upon and are supported by the
inner surfaces of the flanges of the respective wheels or discs m, m, and said flanges
form the only bearing for said axle. The pulley c as rotated by the endless cable
causes the flanged discs to rotate by the ends of the axle rolling upon the inner
surfaces of said flanges, hence, as there are two rolling surfaces in contact, the friction
upon the axle c is much less than if the axle turned in a fixed bearing; and the
action of the axle o upon the flanges m' is similar to that of an axle turning in ball
bearings. Further as the wear upon the axle o and upon the inner surfaces of the
flanges m, m will be evenly distributed upon the surfaces of such axle and flanges,
there will never be any unevenness of rotation of the pulley e caused by such wear of
the parts.
The arrows indicate the direction of motion of the endless cable and the direction
of rotation of the pulley c and flanged discs m, and it is to be understood that
the pulley will tend to rise by the axle.o rolling up the flanges m', m' but said
pulley will only rise to about a given point, for it has to rise against the weight of the
cable and when the pulley has reached this extreme point, or point of equilibrium, the
pulley will keep at about that place and will then rise or fall only as the cable
rises or falls.
We provide, however, for limiting the travel of the axle o and the consequent rise
and fall of its pulley c as next explained.
p is an U shaped frame fitted to swing upon the hubs ¹, and the ends of this frame
are forked at q, to receive the axle o. is an arm depending from one of the arms d,
and said arm is slotted for the adjustable stops s, s, which stops limit the swinging
movement of the frame p; the stops s, s, should be so positioned that the frame p can
receive but a slight movement in either direction and thereby allow but a limited
movement to the axle o upon its circular bearings as the point of equilibrium of said
axle and its pulley changes as aforesaid. The pulley support d may be used as
illustrated in Figure 14, to support the pulley c, without the anti-friction bearing of
Figures 11, 12 and 13.
By reference to Figure 13 it will be seen that the eye portions p² of the frame p,
bear against shoulders upon the hubs i, and that the inner faces of the forks g1 bear
against the faces of the hub of the pulley c, hence said pulley is kept from moving
sidewise and the ends of the axle prevented from striking the discs mi.
The inner edges of the arms d, d, at d³ are concentric with and quite close to the
line of travel of the outer edges of the pulley c, and the surface of each arm from its
inner edge is inclined upwardly to form guards, so that in case the endless cable should
rise out of the groove of the pulley it will run up one or the other of said inclined
guards, there not being sufficient space between the pulley and the guard for the cable
to pass between them, and as soon as the cause ceases which made the cable run up
said incline, the cable will slide down said incline and fall into the groove of the pulley.
The inner edges of the inclines should be slightly higher than the outer edges of the
pulley so that the cable will not touch said outer edge of the pulley as said cable
passes on or off the incline.
The arms d, d, forming the support for the pulley care pivoted at, as before
described, so that the pulley and its support will be depressed in case the gripping
device or any appliance depending from a car should strike the support or its pulley

page_text: “nd no injury will result to either; as soon as the grip or other appliance is raised or
Passes off the pulley or its support, the springs h raise said support and its pulley until
the ends d of the support are arrested by the tie a, which forms a stop to limit the
upward movement of said support.
We propose to place these guide pulleys supported as aforesaid along the entire length
of the straight portions of the road and they are especially adapted for cable railways
in which a grip upon the cars is employed that can drop and pick up the cable at any
point in the straight portion of the road.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed we declare that what we
claim is :-
First. The combination with the girders and the ties and track supported by them
upon the straight portion of the road, of beams or their equivalents upon said girders
at the curved portion of the road, the ties and track upon said beams, and the inclined
guide pulleys placed at intervals around the curve and passing between the inner rail
and girder, substantially as specified.
Second. The combination with the girders and the ties and track supported by the
same, of beams or their equivalents for elevating the track at the curved portion of the
road above the level of the track at the straight portion of the road, and inclined guide
pulleys placed at intervals around the curve and passing between the inner rail and
girder, substantially as specified.
Third. The combination with the girders and the ties and track supported by them
upon the straight portion of the road, the beams or their equivalents upon said girders
at the curved portion of the road and the ties and track upon said beams, of the inclined
pulleys placed at intervals around the curve and passing between the inner rail and
girder and a supporting bar beneath said inner rail at each place where a guide pulley
is located, as set forth.
Fourth. The combination with the girders and the ties and track supported by them
upon the straight portion of the road, the beams or their equivalents upon said girders
at the curved portion of the road, the ties and track upon said beams, and the inclined
pulleys placed at intervals around the curve, of the bars or rails c² c³, substantially as
specified.
Fifth. The combination with the elevated railway siructure and the beams or their
equivalents for supporting the ties and track at the curved portion of the road, of the
grooved pulley i for the cable, the axis for said pulley, a cross bar supported by the
girders and having a bearing for the lower end of said axis, and a bearing for the upper
part of said axis, as set forth.
Sixth. The combination with the elevated structure and the travelling cable, of the
inclined guide pulleys i, placed at intervals around the curve, of the pulleys n, n, one
at each side of the guide pulley i each pulley n being upon a horizontal axis and
having a face inclined upwardly towards the guide pulley for directing the cable into
said guide pulley, as set forth.
Seventh. The combination with the girders bb' and beams h the ties and track upon
said beams at the curved portion of the road and inclined pulleys placed at invervals
around said curve, of the rail d and bars c², c³ substantially as and for the purposes
specified.
Eighth. The combination with the elevated railway structure and the inclined
pulleys of cross ties a short ties a¹ adjacent to where the inclined pulleys i are
introduced, the outer guard rails e and inner guard rails e¹ to which the cross
ties and short ties are bolted for holding the short ties in position, substantially as
set forth.
Ninth. The combination in an elevated railway structure having straight and curved
tracks, of two cables occupying different positions between the rails, and the inclined
guide pulleys upon the curved portion of the track for the respective cables, and
the short ties a¹ bolted to the guard rails and adjacent to the guide pulleys, substantially
as set forth.

page_text: Tenth. The combination in an elevated railway structure, with two cables occupying
different positions between the rails of the track, of supporting pulleys for the two
cables, such supporting pulleys being in line or nearly so with the short ties a¹ such
short ties being supported by and bolted to the guard rail, substantially as set forth.
Eleventh. The combination with the railway structure and two cables between the
rails of such structure, of two sets of guide wheels or pulleys, one set for each cable,
the guide wheels at the curved portions of the track that receive the cable nearest the
convex side of the track being at an inclination to pass down below the guide wheels
that support the cable at the concave side of the track, substantially as set forth.
Twelfth. The combination with the railway structure and two cables between the
rails, of two sets of guide wheels or pulleys in pairs, both guide wheels being upon
inclined axes, and one guide wheel of each pair of guide wheels passing partially
beneath the other guide wheel of the pair, substantially as set forth.
Thirteenth. The combination with the railway structure and the cable, of an inclined
guide wheel for the cable and an inclined shield in the form of an arch extending over
the upper edge of the inclined guide wheel or pulley and secured at its ends to the
railway structure, substantially as set forth.
Fourteenth. The combination with the railway structure and the cable, of inclined
guide wheels and stationary inclined lifters formed as segments of cylinders and
supports at the ends of said lifters connected with the railway structure, substantially
as set forth.
Fifteenth. The combination in a railway structure with the track rails and guard
rails, of a standing rail at the concave side of the track, supports for sustaining such
rail upon the cross ties and a horizontal wheel connected to the car and rolling against
said rail to sustain the car against the lateral strain of the cable as such car is travelling
around the curve, substantially as specified.
Sixteenth. The combination with the railway structure having cross ties a track
rails c, e and guard rails e e' of the standing rails n' at the concave side of the track
and the brackets a³ for supporting such rails n' and bolts for connecting the brackets
to the cross ties and the guard rail substantially as set forth.
Seventeenth. The combination with the guide pulley c Figures 11, 12, 13 and 14 of
the arms d pivoted at one end and having inclined flanges adjacent to the guide pulley
lifting springs and a stop at the other end of the arms to limit the upward movement,
substantially as specified.
Eighteenth. The combination with the guide pulley c of arms d pivots at one end
of such arms and a spring for raising the arms and pulley, a stop to limit the upward
movement and flanged discs facing each other and receiving upon their flanges the
axis of the guide pulley, substantially as specified.
Nineteenth. The combination with the pivoted pulley support and the guide pulley c
and its axle, of discs or wheels at opposite sides of said pulley, pivots for said discs,
circular flanges upon said discs for the ends of the axle of the guide pulley to roll
upon, and supports for the pivot pins of the discs, substantially as specified.
Twentieth. The combination with the pivoted pulley support, guide pulley and axle,
flanged discs and pivots and bearings for the same, of the swinging frame p having
forked ends to receive the axle o the slotted arm and stops s, s, substantially as and
for the purposes specified.
J. H. PENDLETON
A. BRYSON, JR.
L. MOSS.
By Brewer & Son,
33, Chancery Lane, London, Agents.