Improvements in Elevated Railways.
Year: 1890

page_text: Date of Application, 17th Jan., 1890-Accepted, 9th July, 1890
COMPLETE SPECIFICATION.
Improvements in Elevated Railways.
I, WAITMAN MILLER MORGAN of Kansas City, in the County of Jackson, and State
of Missouri, United States of America, Machinist, do hereby declare the nature of my
invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
The object of my invention is,
First In an elevated railway system, to enable a car in transit to automatically
sway and lock in travel communication with the main track, a vibrating elevated switeli
and in advance of an approaching car and unlock said switch when the car has passed
over and beyond the switch.
Second To prevent shock to the switch mechanism in the contact of the car
therewith.
Third To prevent vibrating movement of a suspended car in elevated railways and
relieve the track from torsional strains.
Fourth To provide safety appliances for and prevent ol structions upon the main
track of the elevated railway.
Fifth To enable the traction wheels of a suspended car to pass the curves on the
track without binding.
Sixth-To enable the turn table to be thrown in and out of gear with the traveling
cable.
My invention further consists in the novel construction and combination of parts
which will first be fully described and specifically pointed out in the claims.
In the drawings:
Figure 1 is a view in perspective of my improved double track elevated railway,
showing diagonally opposite elevated main tracks with the cars suspended thereon
and supported upon columns and an intersecting elevated vibrating switch in track
communication and the switch mechanism beneath the surface of the ground, and the
turn table at the terminal of the track.
Figure 2 is a side elevation of the main elevated track and suspended car, as seen
from opposite sides of columns A A' to its line of transit with the main track and
supporting plates broken away to show the travelling cable and grip.
Figure 3 is an end elevation of a portion of the main elevated double track and car,
showing the lateral supporting tracks, the double columns and foundation and brackets
supporting the main track.
Figure 4 is a longitudinal side elevation of a single main elevated track showing a
sectional end view of the intersecting elevated vibrating switch, the under ground
switch mechanism and the curved guide track on the side of the car.
Figure 5 is an end view in detail of a portion of the side supporting plates showing
the yielding trailer roller and a portion of the supporting track.
Figure 6 is a view of the trailer roller and its yielding arms partly in plan and
partly in horizontal section.
Figure 7 is a plan view of the under ground automatic switch mechanism operating
the elevated vibrating switch.
Figure 8 is a vertical cross section of the vibrating traction wheel.
Figure 9 is a plan view of the diagonally opposite tracks and the intersecting.
vibrating switch in line with and forming continuous communication at opposite ends
with the main track.
Figure 10 is a detail side view of the portions of the main track and switch on the
tracks on one supporting side of a column showing the locking lever on the central
bracket support to the switch, and the return bolt and unlocking levers on the main
track.

page_text: Figure 11 is a detail side view of the portion of the bracket support, unlocking
lever and bolt as seen in Fig. 10 showing the lever and bolt (the latter in section) in
an unlocked position.
Figure 12 is an end view of the portion of the central bracket support at right
angles to the portion as seen in Fig. 11 showing the bolt, the unlocking lever and the
roller on its vibrating end.
Figure 13 is a detail end view in perspective of a portion of a track supporting
bridge column showing the projecting notched end of the projecting end of the lower
track rail for the passage of the bolt.
Figure 14 is a detail side view of a longitudinal portion of the main track rail
showing the outer vertical lateral flange and the longitudinal slot in said flange for the
play of the unlocking lever.
Figure 15 is a transverse sectional view of the track rail taken on the line y y of
Figure 14.
In the construction of my improved elevated railway a series of suitable, vertical
track supporting stationary columns A A are erected in a single line a suitable distance
apart and along the central line of a street or road or along the curbing of a street at
the sidewalk as may be preferred, and each column can be properly anchored to the
ground at its lower end a to the foot angles B which are laid on concrete see Fig. 3
in such a relation and beneath the street line as to enable the greatest resistance to be
sustained at their upper ends to any degree of vibration. As shown in Fig. 1 the
said stationary columns A A are placed in series in the line along the central line of a
street and at the intersecting of streets where lines are seen approaching the junction
of two streets at right angles to each other, the diagonal columns are slightly higher
than the other columns and form stay or bridge columns A' A² A³ A¹. Said
columns A A extend in height a suitable distance to support the requisite tracks and
permit the intermediate suspension of a movable car from the track the proper height
from the ground. Rigidly attached to the upper end portion a¹ of the series of
stationary columns A A on opposite sides and extending from one to an adjoining
column, in a horizontal relation are the upper continuous guide tracks a² a². Upon
the opposite side of each stationary column A A, and extending therefrom in opposite
directions a short distance below the upper guide track a² and in a horizontal relation
a slight distance exceeding that of the width of the suspended car, are fixed the main
track supporting brackets C C which extend laterally from the opposite sides of the
columns A in opposite directions to support a double track. The upper side portions
of the brackets CC are cut away in a curved transverse relation, to form the curved
depression cc extending from its point of attachment to the column A to within a
short distance of its opposite vertical end portion c¹ c¹ and the under side portion of
said brackets are cut away in an upwardly curved direction from the standards to the
vertical end portion c¹ forming the under retreating curved portions c².
Upon the upper portion of the vertical end portions c¹ of the brackets CC extending
in opposite directions on opposite sides of columns A, and attached at the highest point
to said end portions and extending in a horizontal relation continuously from standard
to standard and attached in like manner to the end brackets upon adjoining standards,
are the supporting main flanged track rails D which, for safety, are constructed as
follows. Said track rail D, consists of a longitudinally extended bar d, of the proper
width and in thickness proportionate to the width of tread of the supporting traction
wheels of the car. Extending in the longitudinal direction of said bar d, and from
the opposite side portion at an intermediate point between the upper and lower edges
of said bar are flanges d' d' which are bent in a lateral direction from said sides of
bar tl, first in an outwardly curved plane to form a depression d* to receive the flanges
of a grooved wheel between said bar and flange and thence in a vertical direction a
short distance forming a U shaped or cup rail (see Fig. 15). Upon the lower end
portions of the end portions of the brackets c' and attached thereto beneath said track
rail D, is a continuous lower horizontal rail E which extends from one column to an
adjoin.ng column in a like manner with rail D and is similar in construction to that
of the portion d, of track rail D.

page_text: Between the upper and lower rails D, E are the trussed supports e e which serve to
strengthen the tracks. Beneath the brackets CC, and attached to the opposite sides
of the standards A, at a point beneath the lower end of the curved portions c² and
extending in a like direction to that of track rail D, to an adjoining column, are
continuous guide tracks F F¹ similar in form to that of the track rail d.
For the purpose of suspending a movable car in transit from the track rails, two
vertical, flat suspension plates G G' of suitable thickness are made. The outer plate G,
extends upwardly a short distance above the upper guide track a² and two separate
extensions 9 9 of said plate G, extend downwardly from opposite end portions of said
plate a short distance below the guide rail F, upon the lower end of which are the
lateral flanges g'g¹. The opposite or inner plate Ġ¹ is equal in length to that of plate G
and is made on the inner side of rail D a short distance from column A and
extends from a point in a horizontal relation from the upper end of plate G in a
downward relation a short distance below said track rail D. The plates G G¹ are
retained in a fixed relation the proper distance apart by the transverse brace bolts g²g²
which extend through the upper and lower and opposite end portions of plate G¹ and
also through the plate G and are secured by the end nut bolts 93 93. Extending from
the lower inner side of plate G¹ to plate G in a transverse relation and journaled in
said sides at each respective end a short distance in from the lower brace rods 9² 9² are
the journals and upon said journals are fixed oppositely in line, the traction and
car supporting flanged wheels G G2 which rest upon the main supporting track rails D,
the opposite radial Hanges 9' 9" which enter the depressions d* on opposite sides of the
bar d, of track rail D, between the vertical opposite flanges d' d' of said rail.
The traction wheels G2 G2 are made to vibrate on a central globular hub G³ which
fits in opening G* concentric thereto in the axis of said wheels the journals 9*9*
constituting the axis of said hub. From hub sides of the wheel G2 around the
journals g g extends the cylindrical flanges G G upon which are journalled the
cylindrical plates G G having radial arms G7 G which arms are provided with
yielding guide rollers G° (Fig. 2), as those shown in the forward end of the truck
frame hereinafter described. Two radial arms G7 G8 extend in a vertical direction
and are connected to a transverse bar G10 which is attached to and extends from the
inner side portion of one to the inner side portions of the other side plate G G.
Between the upper brace rods g² g² are journaled in plate G and extending through
plate G to a point over the upper guide rail a² on the column A and arranged a
suitable distance apart are transverse journals 96 96 upon the ends of which journals
and resting upon the top of said rail are fixed opposite in line the guide rollers g' g².
Upon the inner side of the extension g g, of the plate G which is toward the track
rail E and a short distance above guide rail F, is attached fixedly a laterally extended
foot plate g which is perforated in a vertical relation at opposite ends. Through said
perforations extend the lower ends of the opposite sliding rods 9° 9° and to their upper
ends is connected a horizontal plate 10. Extending from the opposite ends of plate g
in a vertical relation are forked journal bearings g g arranged in a transverse
relation to guide rail E, in the upper ends of which are journaled the grooved traveling
rollers g¹².
The wheel proper G³ consists of two circular side discs 930 930 which are made
with a transverse opening G in the line of the axis exceeding the size ordinarily
required for the axle or shaft. Upon both inner sides of the discs go and extending
around the opening G* is cast the circular flanges 93. Between the discs 930 930 and
extending below the line of the opening G in the said discs, in the flanges 91 9³ is
made a concentric depression 932. In said depression 932 is placed a solid globular
hub or ball G³ so as to turn readily therein. Through the ball G³ in the direction of
its diameter and in the line of the axis of said discs is made a circular opening 9³³
through which is inserted the axle g*. Said ball G³ is then keyed or otherwise rigidly
attached to axle g*. In the ball G³, extending below the surface and at suitable
distances apart in the line of its circumference registering with the concentric
groove in the flanges 9 are made the depressions 9 in which are fitted the

page_text: balls g. The tread of the wheel consists of a concentric flat ring 936 beyond which
the peripheral portion of the discs 930 extend to form the flanges g³.
Between the discs 930 930 and the ring ge and the flanges g³ is formed an annular
chamber 937. The ring 93 is retained in place between the discs 930 930 by means of
the circular flange cast on the inner side of said discs 930 in chamber 937 and form
a bearing for said ring. In the inner side portion of the discs 930 opposite the ring 30
are made at suitable distances apart in the line of the circumference of said discs the
concave recesses which extend through the outer side of the disc g³ forming the
concentric opening 90.
In a transverse relation to and through the ring 38 opposite the concave recesses 9³
are made the slots o¹. In a line radially to the axle of the wheel and at a point equi-
distant from the inner side of discs 930 is made a perforation 92 which is screw
threaded a short distance and receives a threaded pin 943 and upon said pin is loosely
mounted in slot gl a friction roller 9". In each of the concave recesses g³ is placed
a small ball which bears against the roller g¹ in one direction and projects outwardly
a short distance beyond the outer side of the discs 930 and serve to prevent friction of
the side of the wheel against the flanges d' of the track D.
The balls 935 in the hub G³ compel the rotation of the wheel with the said hub while
at the same time permitting a lateral movement of the wheel in turning curves in the
track.
Between the plates 98 910 and around the rods g³ 9° are placed the spiral springs g¹³ 13
which keep the grooved rollers 912 in contact with the under side of rail E.
The elevated top portion h² of which car H is made, is made comparatively flat and
in length and width is proportionately smaller in dimensions than that of the body of
the car between its ends and sides and to said top portion 2 at opposite ends and in a
transverse central relation is rigidly attached the Hanges o' of the depending portions g g
of the movable plate G. To the elevated top portion are connected rods h which
extend downwardly a short distance and support the main portion 3 of the top of the
car and which main portion is of the desired length and width of said car.
To the main top portion h³ are connected, at their upper ends the respective side
and end floor supporting rods h¹¹ which are placed in line of the ends and sides of
the car a suitable distance apart and extend an equal distance in a vertical relation
downwardly to a point a short distance above the ground or to the height of a car
step the distance being increased if preferred. To the lower end portion of the
rods hare attached the bottom of the car, which is of the proportions of the
top portion ³ and which rods hh pass through the said floor in the corresponding
relation to their position at the top and upon the extreme lower ends beneath said
floor are screw threaded and provided with the broad flange nuts h³. Between the
inner side portion of floor and the nuts * is then placed on each end of rod the
spiral supporting springs h. To prevent lateral vibration of the car upon the top
portion of the car H, and at each end and upon the side which, in transit, is
opposite columns A A, are fixed the vertical supports 7 h which extend to a point a
short distance above the horizontal flange g¹ of the portions g of plate G, and are
provided with bearings h8h8. In the side of the depending portions g g of the
plate G, is suitably retained one end of a horizontal fixed rod i, the opposite end of,
which, extends to and beneath the track rail E, and upon said end of rod is a rotary
guide roller I. On the said rod i, is attached a short distance from the track F one
end of a short vertical pin upon the upper end of which is mounted in a horizontal
relation a guide roller I, which bears upon the side of the track Fat right angles to
the roller and prevents the lateral vibrating movement of the car H.
For the purpose of operating the car, I have shown the motive power transmitted
through a wire cable, the opposite portion K K' of which, are upon opposite sides of
column A and traveling in opposite directions. Telpherage may however be substituted
with equal facility. The cable may be made in the elevated system I described,
comparatively smaller in diameter as the line of draft is nearly in the line of traction
of the traction wheels. To support the cables K K, grooved sheaves k k are journaled

page_text: at right angles to the brackets CC in the lugs k¹ k¹ on the sides of said brackets,
which grooved sheaves extend a short distance above the curved depression c, in said
brackets on each column A and are placed in position nearer the track than the
point of attachment of the brackets to the column A.
At
The opposite portions K K¹ of the cable are laid in the sheaves k k and extend
from sheaves on one column in the series to like sheaves on adjoining column.
the intersection of streets, as seen in Fig. 1, I have designed that the cable be carried
beneath the ground and to, illustrate which, the columns A¹ A2 A3 A* which terminate
at the intersection of cross streets in the continuity of the main line of track are
placed a distance apart nearly equal to the distance described by the track rails a² a²
DD E E F F between the bridge column and its adjoining column, the side of
which track rails project beyond the bridge column a short distance for the purpose
hereinafter described. Upon the side of the supporting brackets CC on the bridge
columns A1 A2 A3 A4 is attached in the path of the opposite portions K K¹ of the
cable, the opposite grooved sheaves which are inclined from the path of the
cable downwardly toward each other. Upon the column A, a short distance below
the sheaves k2 k² are attached in a vertical close relation the grooved sheaves k³ k³.
Beneath the surface of the ground and attached to the lower end portion a, of column A
in a vertical line with the sheaves k² ² are attached in a vertical relation, the grooved
sheaves kk.
Upon the opposite bridge columns A¹ A² A³ A* from which the section of tracks
are moved, are similar arranged sheaves. The cable is then passed over the grooved
sheaves kk, thence over sheaves k³, and over sheaves kk and through a suitable
conduit beneath the ground at the street crossing to the opposite standard A in like
position, thence round like sheaves kk at the foot of the column and upwardly
around the sheaves k² k³ and thence in the line of the main track extending beyond.
For the purpose of transmitting the movement of the cable to the car, a gripping
device is used.
As shown in the drawings, two rods 91 91 extend through the plates G G' in close
relation to a point between the opposite vertical ends and in line with the rods g² g².
To said rods, between said plates G G is attached the upper end of a flat plate L
which extends in a downward direction to a point near the plane of the traveling
cable and forms the upper jaw l. A movable jaw to the grip has a back sliding
plate which overlaps upon the face of the plate L. In plate L and extending
horizontally to and inside of plate G, is journaled the opposite ends of a rock shaft ³
(see also Fig. 2). Around rod 3 is placed a circular ring in which ring is retained
a circular plate 5 through which circular plate 1, the rock shaft 13 extends eccentrically
and in a transverse relation. To one side of the ring at one end, is attached a
rod which extends in a downward direction and is pivotally connected at its lower
end to the back of plate 12 (see Fig. 2) which plate extends below the path of and
lifts the cable upwardly and in contact with the upper portion of jaw 12 of the grip.
On rock shaft is attached rigidly at one and a lever . To the opposite end of
lever is attached one end of the grip operating rod the opposite end of which
extends downwardly through an opening in the top portion of the car and to a
point near the center and floor of the car. Within the car H, near the rod 18 upon
the floor, is a medium height standard m to the upper end of which is journaled a
wheel M, and to the side portion of said wheel near the periphery, is attached to
pivot m' the lower end of the grip operating rod 18.
For the purpose of transferring the cars from one main track line to any other
inain track line radiating from the central point at any described angle the continuity
of the main elevated track at the intersection of the streets is broken and at the
terminal of the track on opposite sides of the street are placed the bridge columns A¹
A² A³ A the distance between the bridge columns A¹ A² and A³ A' which are in
different track communication, are placed a distance apart equal to that described by
the tracks a² a D DEEFF between one bridge column and its adjoining column,
as heretofore described.
A vibrating shaft O, is made nearly of the corresponding form and length of the bridge

page_text: columns A¹ A2 A3 A* the lower end of which shaft is pivoted and turns in a bearing ox
which bearing is placed below the surface of the street and in line with the bed made
for columns A. The pivotal point of said bearing is arranged at a point equi distant
from the bridge columns which are in the circuit of the intersecting switch with
which it is desired to connect. The column O, is placed in a vertical position in its
bearings and in the upper end portion o, of the said column is a pivot o" which
receives a cap o³. In the side portion of the cap o³ are inserted firmly the ends of
rods of which extend in a horizontal relation and radially to and are connected
rigidly with the upper end of the columns A¹ A2 A3 A in the radius of the said
rod o Upon the vibrating shaft is mounted in the horizontal plane of the
diverging lines of the elevated tracks, at a point equi distant between the side and
end portions the switch O' which consists first, of the brackets C₁ C¹ made in the
same proportion and form as those upon the column A and attached to and extending
from the opposite side of shaft O, in opposite directions and arranged at a
corresponding height to said side brackets on said column A. To the shaft O, which
is equal in thickness to column A, is then attached on opposite sides at an intermediate
-point between opposite vibrating ends the guide tracks a a² which correspond in
length to the distance between the terminals or broken ends of the guide rails on the
diagonally opposite bridge columns A1 A2 A3 A4 with which it connects at either end
and in their path. Upon the shaft O, in a horizontal line with the guide rails F F on
the columns A are placed guide rails F F which are similar and equal in length to
the rails a² a above on said shaft O. Attached to and between the guide rails a² a²
FF in a vertical position on the switch to within a short distance of the vibrating
end portions at opposite ends of the switch are placed a suitable distance apart a
series of vertical posts a³ in a transverse relation to which, are attached a corresponding
number of brackets c¹ c¹ which brackets are attached to the sides of the posts a³
extending in opposite directions and in the horizontal plane of the bracket on the
column A. Upon the brackets C'C' of switch O, on opposite sides of posts a³ and
upon the
uppor and lower end portions of said brackets, are placed the switch portions
of tracks D E corresponding to the plane of the tracks D E on the brackets on
column A A and in length to that of the track a² of said switch. The ends of the
tracks D E F¹ F' of switch O, extend a short distance beyond the brackets C₁ C¹
which are placed near the end portions at opposite ends of said vibrating switch and
when said switch is thrown in communication with the other diverging stationary
tracks, the ends of which tracks also project in a like manner, said projecting ends
of the switch and stationary tracks approach in close relation and abut against each
other.
For the purpose of supporting the opposite end portions of the switch O' two
truss rods a* a* extend from the opposite sides of the vibrating shaft O to which
they are attached at one end near the guide tracks a³ a² and the opposite ends extended
in opposite directions in a downward direction through the series of posts a³ and
attached to the lower end portions of the post a³ at opposite ends of the switch O'.
I have shown a switch in which the tracks are in a straight line, this may be
varied however and a curve made in the tracks of the switch to provide for any
connection that may be required in the peculiar tortuous course for which an elevated
road of this description is particularly adapted.
Said switch O¹ is first vibrated to a position in line with connected stationary tracks.
The ground is then excavated properly to the depth of the foundation for shaft O and
near the bottom of the excavation upon the lower end of the shaft O is rigidly
attached the radial crank arms o os which extend in opposite directions from shaft Ŏ
a short distance and in the position of shaft O are placed, nearly at an acute angle to
the switch O' and also to the bridge columns A¹ A³, with the tracks upon which
the switch is vibrated to connect. A short distance above the arms o o' and at right
angles thereto are attached rigidly like crank arms o of which, with arms o o' are in
crossed relation to the switch O'.
To the end of crank arm of which is beneath the ends of switch O' is pivoted one
end of a bar p which extends longitudinally in the direction of and in the rear of the

page_text: column A towards which the tracks upon the said respective end of switch are
vibrated and connect. Upon one bottom of the excavation made therefor in the rear
of the said column A¹ to which the bar is directed and in the line of the said
column are anchored in a suitable bed the opposite vertical transversely slotted posts
or bearings pl pt which extend above the plane of bar p. The respective ends of a
sliding bar P are then mounted in a horizontal relation in said bearings pl pt. The
opposite end of the bar p, to that attached to the said arm o' is bent laterally at p³ in
the direction of one of the bearings p¹ nearest the column A' a short distance, thence
in the longitudinal direction of said bar to a point intermediate between bearings pl p².
On the rod P is placed a sliding lug p to the under side portion of which is rigidly
attached the end of the bar p. On the sliding bar P, near the bearing pl which is
near the column A¹ is placed rigidly a lug p. On the bar between the lugs p³ p® is
placed a spiral spring p. In the rear of an opposing column A2, the tracks upon
which are connected in line simultaneously with column A' last referred to, is placed
like bearings pl pt in a similar relation to those in rear of bridge column A¹.
To the opposite crank arm o' on shaft O having the bar p, is pivotally connected at
one end a bar på which extends in the direction of the sliding bar P and is bent at p
in the same manner as at p³ on bar P and the extreme end is connected to a sliding
lug pon bar P.
Toward the bearing p' which is near the column A2 for the bar P, is placed a fixed
lug p between which lug p" and the sliding lug po is placed a spiral spring p¹² so
that the expansion of the springs p' p¹² are in opposite directions to the shaft O. To
the end of the crank arm of, which extends over the bar p, is attached pivotally one
end of a bar 23 which is of corresponding length and similarly connected as the
bars pp and extends on one side of the column A³ diagonally opposite column A* as
the bars pp extend towards and on the side of bridge columns A¹ A³. In the rear
of the bridge column A3 A4 are placed the bearings plp in the same manner as
described in the rear of the column A1 A2 in which are similar bars P. P and sliding
lugs p po to which lugs are connected the respective bars p13 p14 in like manner
as the bars pp and having the like springs and fixed lugs as described for said
bars p p.
On bridge columns A¹ A2 A3 A4 on the corresponding side having sheaves k² k² and
toward the adjoining column A, a short distance below the guide tracks F F¹ are
attached in a vertical relation the sheaves r, and upon the respective bridge column A¹
A2 A3 A4 beneath the sheaves kk beneath the surface of the ground are attached the
vertical sheaves 11. Upon the column A A which are adjoining and in line with the
bridge columns A' A2 A3 A¹ and at a relative height to the sheaves and opposite in
relation are attached in a vertical relation the sheaves r².
In a vertical line with the sheaves 2 and beneath the ground upon the same side
of the column A as the sheaves and with their peripheries in a line with the
bars P P in bearings pl pt are attached to the respective column A the sheaves 73
(see Fig. 4).
To the under side portion of the parallel guide tracks F F between the column A
and the bridge columns A' A2 A3 A4 are attached the depending guide bear-
ings ss which are placed a suitable distance apart and extend a short distance
below said guido tracks. In said guide bearings s s¹ is placed, in a horizontal
position a sliding rod S (see Figs. 1 and 4).
To the end of the bar P which is directed toward the column A', is attached one
end of a chain R, the opposite end of which is carried over the sheave 1, thence in
an upward direction to and over sheave r, thence in a horizontal position and
connected with the end of the sliding bar S which is directed toward the column A¹.
To the opposite end of the bar P is then attached one end of the chain R' the opposite
end of which is carried over sheave³ and in an upward direction over the sheave²
and connected to the end of the bar S opposite to that connected with chain R.
In a like manner to the columns A2 A3 A4 and the adjoining columns A are attached
the same sliding bars $ and the chains R R' which are connected to the sliding

page_text: bars PP beneath the ground as described for the column A' and which therefore
needs no repetition.
For the purpose of operating the switch O' automatically and enabling a car,
upon its approach, to operate the sliding bar S, a comparatively long vibrating arm T,
is pivotally attached at one end to the side of lug s which lug, as heretofore described,
is near one of the columns A which adjoins a bridge column A' A³ A³ A. Upon the
lower end of the arm T, extending outwardly from column A is a rod t upon the
end of said rod is an anti-friction roller 3. At a point on the arm T equi-distant
from opposite ends, is pivotally attached one end of a short arm t¹ the opposite
end of which extends upwardly at an angle and is pivotally attached to the bar S
in the direction of the column A'.
Upon the side of the suspended car H which, when upon the elevated tracks,
passes in close relation to the column A and, as seen in the drawings, to the
rods h h, is attached at the front end of the car, a slight distance below the point
of suspension of said car on track D, as is described on the side of said car by
the depending arm T a laterally extended wide track plate V, the front end of
which, as said car approaches a switch, is just below the position of the roller t
on the vibrating arm T and in the path of the roller t². The track plate V
extends in a gradual curved ascending plane from said end of car to the opposite
end at which point », the plate V is quite near the top portion 3 of the car and
from which point the track plate is bent in a horizontal plane.
For the purpose of locking the tracks a² D'E' F¹ on the switch 0¹ with the
tracks on the bridge columns A¹ A2 A3 A4 in the radius of shaft O with which
the said shaft is thrown in line by the approaching car, and unlocking the same
in the passage of the car, a portion of the upper side and end of the projecting
end of the guide track F on the bridge columns A¹ A2 A3 A4 which is first
approached in the vibration of the end of the switch is cut away in a transverse
relation nearly one half of its width forming a notch f (see Fig. 13). Upon the
end of the switch O' a short distance above the projecting end portion of the guide
rail F which is swung into a position opposite the track rail F on the bridge
columns A¹ A2 A3 A having the notch f, is attached a narrow flat strip v which
extends from the post a³ beyond the extended ends of the guide rail F a certain
distance corresponding to the length of the notch in the guide rail F on the
bridge columns A¹ A² A³ A*. A short distance laterally toward a vertical central
line on post a from the said strip is attached to posts a³ in the same relation
a strip . Between the strips vv and attached in line with the lower horizontal
edges of said strips and extending from the posts a³ to a point in a vertical line
with the extreme end of the guide rail F is a strip v². Attached transversely to
the strips and extending also to the guide rail is a face strip 3. Between
the strips 23 and formed thereby is rectangular vertical opening v4.
is then made of the proper width to fit the opening and in length one third of
that of the posts a³.
.
A bolt V
On the side of bolt V which, when placed in the slot is opposite the post a³
is made a longitudinal groove which extends from its upper end towards its
lower end a distance two thirds of its length. In the groove a short distance
above the portion of the bolt below the end of the said groove is placed in a
transverse relation a pin v. To and between the opposite strips v v¹ near the post a³
is attached the lower end of a vibrating lever W and to the pivotal end of said
lever W is attached one end of an arm w¹ the opposite end of which arm extends
to a point within the groove 5 of the bolt V and beneath the pin v. The upper
end portion of the lever W is provided with the forked portions w² ². A link W
is then made consisting of a bar which extends through the side portions of the
brackets C on the switch O₁ on the side of the posts a³ laterally from the lever W.
Upon the end of the link W' is attached at right angles one end of a bolt w
the opposite end of which is provided with a neck w₁ which receives the ends w² w²
of the vertical lever W. Upon the post a³ upon the end of the switch O¹ and

page_text: extending from the inner side of said post in a horizontal direction is attached a
support (see Fig. 10).
Through said support w in a transverse relation is extended a shaft we upon
one end of which is a crank w'. The opposite end of the link W' to that attached
to the lever W is then attached pivotally to the end of the crank W7. The
crank w and the lever W are then thrown in an inclined position toward the end
of the switch having bolt V and in this position the lower end of a vertical
lever is attached to the opposite end of shaft w to that having the crank w.
In the flanged portion d' of the main track D) in a vertical line with the outer
side portion of said track which is over the lever is made a longitudinal
slot which extends within the radius of the lever wand through which slot is
extended the upper end of the operating lever w against which the flanges of a
car wheel strike in transit and the ends of the slot are limited in distance so as
to retain. the end of the lever therein. Upon the bridge column A' A² A³ A₁
at a point on the said column above the height of bolt V when elevated is pivotally
attached the lower end of a lever Y and at the pivotal point of said lever and
extending upwardly at a slight angle to said lever is attached a short arm y
which extends to a point over the said bolt V when the switch O' is thrown in
communication with the tracks on the bridge columns.
On the side of the column A' is attached one end of a spiral spring the opposite
end of which is attached to the lever Y. In the track D above the lever Y in
the flanged portion d' of said track 1) is made a longitudinal sloty which is in
a vertical line with the outer side of the portion of said track through which
slot ², is extended the upper end of the lever Y and allied to the lever
in the switch O is struck by the flanges on the traction wheels of the car in
transit.
I have described the means for locking and unlocking the vibrating switch with
the stationary track on the side of the post a³ of the switch and the column A'.
Upon the opposite sides of the post a³ beneath an opposite track at an opposite
end of the switch to that provided with the bolt V is a similar bolt which is
operated by similarly constructed and arranged levers as heretofore described and
is a repetition, the main result being that the switch being locked as the car
approaches and enters the switch, the switch is unlocked as the car passes from
the switch.
As soon as the car has passed from the switch to the main track it is carried
by the cable to the terminus of the main track at which terminus in line with
the columns of the main track and a short distance from the column supporting
the end of said track is a vertical rotating shaft As. Upon the surface of the
ground is first laid a circular base a³. In the base a is stepped the lower end
portion of the said shaft As the upper end portion of which shaft extends in height
a distance corresponding to the switch shaft O. And upon said end is pivotally
attached a cap as to which cap are connected one end of the guy rods a2 the
other ends of which are connected with adjacent uprights or columns in the same
manner as the guy rods of which support the shaft O.
In line with the guide rails a² and to said rails, is attached one end of a horizontal
bar a the other end of which bar extends a short distance past the shaft A' and
is perforated to receive said upper end of said shaft. Beneath the bar a and
upon shaft As in line with the traveling cable K K' is mounted, in a horizontal
position, a loose sheave a around which sheave is extended the connected
portions K K of the said cable. To the under side portion of the sheave a is
rigidly attached a sprocket wheel a¹ the diameter of which is less than that of
the sheave a³..
On shaft A beneath the sheave a² is attached the brackets a a6 which extend
in opposite directions from both sides of said shaft a corresponding distance and
below the line of the traveling cable. To the extreme outer ends of the
brackets at a is attached the brackets a' a' which extend at right angles from the
corresponding side of the brackets a and in an upward direction at their outer
B

page_text: ends in line with the brackets C on the stationary columns of the main track.
To said outer end portions of the brackets a' a' is attached rigidly a section of
track a³ and a guide rail a28 which are respectively in line with and connect with
the main track D and guide rail E. To the shaft A' and from the side opposite
to that having the track as and nearly in line with the brackets a is attached a
short bracket a⁰ the outer end portion of which is perforated in a vertical direction.
Through the bracket a¹0 is inserted the upper end portion of the rod a¹2 upon
which end above bracket a¹0 and in line with the sprocket wheel a is attached
rigidly a small sprocket wheel a¹³. Around the sprocket wheel a¹³ is extended
one end of an endless sprocket chain a, the other end of which is extended
around the wheel a and the two ends connected together in the usual manner.
To the lower end portion of the shaft A° a short distance above the base a³ on the
side of said shaft having bracket a¹0 is hinged the upper end of a lever a¹ which
extends in a downward direction, and a portion a" of which is bent at right angles
and extended in a horizontal direction a distance corresponding to that of the bracket a¹.
The outer end portion of the arm a is perforated in a vertical direction to receive
the lower end portion of the rod a¹ upon which end beneath the said arm and in
line with the base a is attached a roller a18. To the lower end portion of the
lever a¹ on the side opposite the shaft A³ is attached a spiral spring a22.
Extending around a portion of the base as and a short distance therefrom and
also fixedly attached in place upon the ground is a guide a¹8 which is curved in
the are of a circle and the inner edge portion of which is in contact with the
roller a¹8. Upon the side of the shaft A a short distance above the line of the
arm a is pivotally attached an eccentric plate a23 around which is a yoke a24 one
portion of which yoke is pivotally attached to the side portion of the lever a¹6.
To the side of shaft A*
To the eccentric plate a23 is attached a foot lever a21.
having the track a and in line with the lower guide rail F is attached a short
section of rail a25 upon which and upon the stationary columns are locking and
releasing levers of the same construction and operation as described upon the
switch and therefore do not require additional explanation.
In order to guide the plates G, which support the car upon the track D, in
describing curves in the tracks, and also to enable the traction wheels to be grouped
close together, a cross bar g14 see Fig. 5 is attached in a transverse relation to the
opposite ends of the plates G G¹ at a point midway between the upper end portion of
the plates G G¹ and the track rail D.
Upon the outer side portion of the plate is attached two parallel downwardly curved
arms gg15 which are a short distance apart and extend part way toward the track D.
Upon the lower outer side portion of the arm g¹ is attached a flange 98. Pivotally
attached to the arm 9 on opposite outer sides, are the curved extensions gg upon
the lower ends of which arms, in a transverse relation, is pivoted on the rod gx the
laterally moving grooved roller 928 from opposite sides of which extends a short
distance, a concentric flange 923. On the rod gx on the opposite sides of the flange g
is placed the laterally sliding discs 9° 9° which bear against said flanges 923.
Extending around rod gr and between the discs 923923 on opposite sides of the
roller 928 are placed the spiral springs 910 918. From the pivotal point of the curved
extens on g of arms 9" and from said arms in the direction of the plate 914 in the
line of the curve of the arm g15 to a point over the flange g¹ is extended a curved
portion 920 920 of said arms, upon the extreme end of which is a wide flat portion g
between which portions 921 and the flange g¹ is placed a spiral spring so that the
roller 928 is permitted a yielding movement laterally on rod g* and also in a vertical
direction on the pivot of said arms.
In the operation of the elevated road, as herein constructed, the car H, mounted on
the single track rail D which constitutes its track on one side of column A and its
lateral vibration counterbalanced by the upper and lower distant guide bearings g' II
and suspended above the ground is advanced upon the track in the position shown in
Fig. 1 the end of the car presenting the guide track U at the lowest point of inclination
being denominated the front end.

page_text: The cable in power connection with the engine traveling in the direction of the
arrows, is then with its portion K' in the path of the jaws of the grip. The wheel M
on the car is then given a half rotation which depresses the end of the lever the
eccentric then acts to elevate the lower grip jaw l, the cable K is thrown up against
the plate L and the car moves with the speed of the cable.
Upon the approach of the car towards the switch the roller 12, on the vibrating
lever T meets the inclined portion of the track V on the side of the car, and meeting
with the resistance of the track in its upward inclination, the roller is thrown in an
upward direction, the lever t¹ on lever T throws the bar S towards the bridge column
which draws upon the chain R' and also moves the bar P beneath the ground in an
opposite direction to which the bar is moved and also the bar P in the rear of the
opposite bridge column A2, bar p, connected with bar P then draws upon the crank o
on shaft O and the spring p12 on bar P is compressed and the said shaft and the end of
the switch O' vibrated to and in travel communication with the main track upon which
the car H is mounted.
As the end tracks of the switch are brought together the raised bolt V passes the
notch, in the track F, on the bridge column to a position between said ends of guide
tracks which form a keeper for the bolt V. The position of the advanced trailer
roller 28 then in contact with the lever y, is at the end of the main track and the
lever I which controls the switch, is upon the guide track V and near its horizontal
portion v, and the switch remains in a closed position until vibrated by a car approach-
ing in another direction.
The advanced trailer roller 928 of the car then strikes the upper vibrating end of the
lever Y and the arm y, is thrown down upon the bolt V and the switch is locked with
the main track, the car H then enters the switch and passes to a point at the opposite
end of said switch upon which is the lever 08. The advanced trailer roller 928 then
meets the end of said lever w8 in line therewith on the track and yields in an
upward direction and passes over the said end of the lever without operating it
and enters the main stationary track in line with said switch thus preventing the
turning of the switch and the consequent derailment of the car when lever we shall
have been acted upon by the traction wheels of the car, which movement brings the
flanges of the advanced traction wheel G2, which supports the car in transit, sharply
against the end of said lever 8 which is also in the path of the flange of the
traction wheels G2 G2 and the momentum and weight of the said wheels acting upon
the lever successively depresses the said lever w8 which elevates the bolt V
and said bolt remains in that position until the succeeding car operates to lock
the switch in the manner described. The action of the spring p₁e on the
bar P in the rear of the bridge column A3 beneath the ground, is to prevent
shock to the switch O₁ when the car strikes the vibrating arm T to operate the
switch.
In the service of the trailer rollers 928 which are placed at opposite ends of the
plates G G and in opposite directions, I am enabled to throw the traction rollers G² G²
closer together and thus effect in a curved track, less resistance in the passage of the
car. In describing curves in the track, the roller g18 in advance of a traction
wher G yields laterally and meets with slight resistance and in keeping in
the plane of the curve, the combined advanced and retreated rollers 928 928 assist
to sway the plates G G in the direction of the curve. When obstructions are
met with on the track the guide rollers g28 yield vertically and pass over the
obstruction and retain their position upon the track and thus prevent derailment of
the car.
It will be seen in rapid transit of a car upon the opposite sides of the series of
supporting columns past which it is carried in the direction of the moving cable and
upon approaching the terminus of the line the cars H are thrown upon the turn table
on the shaft A and the car turned round and transferred upon an opposite track in
line with the cable K.
For the purpose of changing the car from one track on one side of a column to a
parallel track on the other it will be observed that the roller a¹8 on the rod a¹ is

page_text: retained normally by the spring a² against the guide a¹s and the rod kept constantly
rotating in the same direction as the sheave a. Upon the approach of a car the
shaft A is turned slowly as the roller traverses the guide a¹8 and the section of
track as brought in line with the track upon which the car is moving. As soon as
the car passes the unlocking levers and is upon the section of track a³, the lever an
is forced and depressed by the foot so as to throw the roller as against the side of
the base a and the rotation of shaft A is accomplished in the other direction and into
the position as seen in Fig. 1 at the end of the movement in which position the track
upon the shaft A5 and the main track are locked as in the manner of the switch
heretofore described the position however of the ends of the car on the track on said
shaft A' being reversed.
For the purpose of this invention, the shaft O may be disconnected from the
operating bars and chains and may be rotated in any suitable manner so as to transfer
the car from one to an opposite track upon the main line where a short line is
constructed and the switch not required.
The elevated road thus constructed permits the columns to be placed long distances
apart and thus presenting few obstructions to vehicles. The windage which results
from the friction of the air between the bottom of the car and the ground in rapid
transit of ordinary surface roads and retards their speed, is avoided in the propulsion
of the elevated car the evenness of the track prevents recoil and consequently the
strain upon the car frame is reduced to its minimum.
Having now particularly described and ascertained the nature of my said inven
tion and in what manner the same is to be performed, I déclare that what I
claim is :-
:-
First. In a railway system of diverging tracks the combination of the main track
and a car thereon, an intersecting vibrating switch adapted to connect with the said
main tracks, a switch closing lever connected with said switch and extending to said
inain track and a vibrating lever connected with said switch closing lever on the main
track, and in the path of and contacting with said car, substantially as and for the
purpose set forth.
Second. In a railway system. of diverging tracks, the combination of a main track
and a car thereon, an intersecting combined vibrating switch and its supporting
shaft adapted to connect with the said main, track, radius arms in the said vibrating
track and alternately contracting and expanding springs in suitable bearings connected
with the said radial arms on said shaft for the purpose described.
Third. In a railway system of diverging tracks the combination of a main track
and a car thereon, an intersecting vibrating switch, and its combined supporting shaft
adapted to connect with the said main track, radius arms, on the said vibrating
shaft springs in suitable bearings connected with said radial arms, a switch closing
lever connected with said switch and extending to the said, main track and a
vibrating lever connected with said switch closing lever on the said main track
and in the path of and contacting with said car substantially and for the purpose
described.
Fourth. In a railway system of diverging tracks, the. combination of a main track
having stationary track supports and a car thereon, an intersecting elevated vibrating
switch and its combined supporting shaft adapted to connect with the said main track
and radius arms on said vibrating shaft horizontally oppositely sliding upper and
lower bars in fixed bearings upon the ground, and also upon the said elevated tracks,
and springs on said lower bar suitably connected with said radius arms
on said
shaft, sheaves on said track supports and also in the line of said sliding bars, and
chains extending over said sheaves and connected respectively at opposite ends to the
opposite ends of the said sliding bars, a vibrating lever pivotally connected with the
sliding bar on said track and arranged in the path of and adapted to contact with
the moving car, substantially as shown and described.
Fifth. In railways the combination with the main track having a bolt keeper of
an intersecting vibrating switch, a normally elevated bolt at one end of said

page_text: switch adapted to interlock with the keeper on said main track and a spring detracted
depressing lever on said track having an arm in the path of said bolt for the purpose
described.
Sixth. In railways the combination with the main track and its supports provided
with a bolt keeper of an intersecting vibrating switch, a normally elevated bolt
on one end of said switch adapted to interlock with said keeper and a vibrating
lever on the opposite end of said switch in the line of said track and an elevating
lever on said switch connected with said bolt, and a bar connecting said vibrating lever
with said elevating lever substantially as and for the purpose described.
Seventh. In railways the combination with the main track and its supports provided
with a bolt keeper of an intersecting vibrating switch a normally elevated bolt on one
end of said switch adapted to interlock with said keeper, a vibrating lever on the
opposite end of said switch in the line of said track and an elevating lever on said
switch connected with said bolt, a bar connecting said vibrating lever with said
elevating lever and a spring retracted lever on said main track support having an
arm in the path of said bolt on said switch, substantially as and for the purpose
described.
Eighth. In elevated railways the combination of the main elevated track and its
supports, provided with a bolt keeper and a car having traction wheels, an intersecting,
elevated vibrating switch having its shaft provided with radial arms at its lower end,
horizontal oppositely sliding upper and lower bars in suitable bearings upon the
ground and also upon the said main track supports and alternately contracting and
expanding springs on said lower bars suitably connected with said radial arms,
sheaves on said main track supports in the line of said sliding bars and chains
extending over said sheaves and connected respectively at opposite ends to the
opposite ends of said upper and lower sliding bars, a normally elevated bolt on one
ene of said switch adapted to interlock with the keeper on said main track support
and an elevating lever on said switch connected with said bolt, a vibrating lever on
the opposite end of said switch in the line of the main track adapted to contact with
the car and a bar connected with said vibrating lever and also with said bolt elevating
lever a spring retracted vibrating lever on said main track support adapted to contact
with said car having an arm in the path of said bolt and a vibrating lever pivotally
connected with said sliding bar on said main track supports and also with said supports
as and for the purpose described.
Ninth. In elevated railways having supporting columns and lateral track supporting
brackets the combination with a horizontal side track and a horizontal guide rail
in a vertical relation to said main track rail, an opposite vertical car supporting
movable plate on the outer side of said track rails and traction wheels bearing
on said main track rail pivoted to said movable plate, suitable bearings on said
movable plate beneath said guide track rail and yielding rollers on said bearings
in rolling contact with the under portion of said guide rail, for the purpose
described.
Tenth. In railways the combination of an elevated main track and its supports,
rigidly connected plates having traction wheels on said main track, a guide track on
the track supports in the line of the main track and a car suspended from and
connected with said plates provided with suitable lateral guide bearings and a roller
extended to said guide track for the purpose described.
Eleventh. In railways, the combination of an elevated main track having
supporting columns extending above the plane of said track, guide tracks in the
line of and above and below said main track, rigidly connected plates having traction
wheels on said main track and rods connected with said plates extending in the
direction of said guide rails having anti-friction guide rollers thereon, for the purpose
described.
Twelfth. In elevated railways having supporting columns and elevated track
supporting brackets and a track thereon the combination with the main track of a
suitable movable track frame adapted to support a car traction rollers journaled on and
supporting said frame upon said track, vertically yielding arms extending from said

page_text: frame in the direction of said track and flanged rollers on said track in advance of said
frame between said extended arms for the purpose described.
Thirteenth. In elevated railways having supporting columns and lateral track
supporting brackets and a track thereon, the combination with said track of suitable
movable plates on opposite sides of said track adapted to support a car, traction
rollers journaled in and supporting said frame upon said track vertically yielding arms
connected with at one end and extending from the ends of said frame in the direction
of said track and a transverse rod connecting the opposite ends of said arms a laterally
moving flanged wheel on said rod and springs on the said rod on opposite sides of said
roller for the purpose described.
Fourteenth. In an elevated railway the combination with the supporting columns
and lateral track supporting brackets and a horizontal main track rail thereon and
horizontal guide tracks on said columns above and below said main track rail of
Inovable plates on the inner and outer sides of said main track rail, vertical depending
extensions of said outer plates and a vehicle having its top portion connected with
said extension, guide rods extending in a transverse relation through the upper
portion of said plate above and in the direction of said guide tracks provided with
guide rollers, suitable bearings on the top of said car toward said columns and
horizontal guide rods connected with said extensions of said plates and extending
through said bearings on said car and to and beneath said lower guide rail, a
vertical guide roller on the outer end of said rod bearing against said guide rail
and a vertical pin on said rod in close relation to said guide rail and a horizontal
guide roller on said pin at right angles to said roller on said rod, for the purpose
described.
Fifteenth. In elevated railways the combination of a main track and an intersecting
vibrating switch adapted to connect with the said main track, a switch closing lever
connected with said switch and extending to said main track and a vibrating lever on
said main track connected with said switch closing lever, rigidly connected truck
plates having traction wheels on said main track and a car attached to and suspended
from said plates provided with an inclined guide track in the path of said vibrating
lever, substantially as and for the purpose described.
Sixteenth. In elevated railways the combination of a main track and an intersecting
vibrating switch adapted to connect with the said main track, a switch closing lever
connected with said switch and extending to said main track and a depressing,
vibrating lever on said main track connected with said switch closing lever, rigidly
connected plates on said main track having traction wheels and a vehicle attached to
and suspended from said plates provided with a track upon its side extending in an
upwardly inclined direction to a point near the top of said vehicle and in the path of
and adapted to contact with said vibrating lever, for the purpose described.
Seventeenth. In railways the combination of an elevated main track and its supports
of opposite vertical car supporting movable plates, a guide track on said supports
and a car attached to and suspended from said plates provided with suitable lateral
guide bearings and rollers extending to said guide track and vibrating traction wheels
on said main track pivoted to said movable plates, substantially as and for the purpose
described.
Dated this 17th day of Tonn 1900
HERBERT & CO.,
18, Buckingham Street, Strand, W.C., London, Agents to Applicant.