IMPROVE- MENTS IN AND RELATING TO THE CONSTRUCTION OF TRAMWAYS, AND IN APPARATUS FOR FACILITATING THE HAULING OF VEHICLES THEREON BY MEANS OF CABLES OR ROPES "
Year: 1883

page_text: LETTERS PATENT to William Plenderleith Hope, of Edinboro' and Leith, in
the County of Midlothian, North Britain, for an Invention of "IMPROVE-
MENTS IN AND RELATING TO THE CONSTRUCTION OF TRAMWAYS, AND IN
APPARATUS FOR FACILITATING THE HAULING OF VEHICLES THEREON BY MEANS
OF CABLES OR ROPES
"
PROVISIONAL SPECIFICATION left by the said William Plenderleith Hope
at the Office of the Commissioners of Patents on the 29th May 1883.
WILLIAM PLENDERLEITH HOPE, of Edinboro' and Leith, in the County of
Midlothian, North Britain "IMPROVEMENTS IN AND RELATING TO THE CON-
STRUCTION OF TRAMWAYS, AND IN APPARATUS FOR FACILITATING THE HAULING
OF VEHICLES THEREON BY MEANS OF CABLES OR ROPES
"
My Invention relates to the construction of tramways and to apparatus for
facilitating the hauling of vehicles thereon by means of a rope or cable arranged
within a tube placed under the ground and constituting part of the tramway.
"
One part of my Invention relates to the manner of construction of that device
generally called the " grip or "gripe" whereby the car is connected to and
disconnected from the moving wire rope in the underground tube.
In carrying this part of my Invention into practice I provide two standards
formed of short columns projecting upward from the centre of long flat bars.
These standards are held down by stirrups or straps which are firmly bolted to the
floor of the car. The stirrups fit over the said bars and allow the standards to be
adjusted sidewise by sliding the bars through them. I also provide a stout iron
cross-bar having bosses perforated to fit the columns of the said standards. Pins
passing through the columns above the bosses hold the bar down, the cross-bar
being supported upon these standards, and adjustable as to its horizontal alignment
by moving the separate standards sidewise independently. This cross-bar supports
the whole of the machinery of the gripe. In the centre of this cross-bar there is a
TD 1.1

page_text: vertical slot to permit the passage through it of the sides of the gripe-frame and
the operating bar. The cross-bar forms a guide for the sides of the gripe frame
and the operating bar in their movements up and down.
A stationary shoe or jaw as long as the entire width across the frame, and made
of wood, steel, case-hardened iron, or other suitable material, fits against the sides
of the frame, being secured thereto by means of small spurs projecting from the
back of the shoe through holes in the said sides and small pins passed through the
spurs where they project through the holes to fasten them. The face of this shoe
is made concave to fit half around the rope, or nearly so. Opposite this stationary
jaw is a movable jaw which also has a shoe or wearing-plate resting in a recess
made to receive it, there being no necessity to provide means for fastening this
shoe in place as it has no tendency to get dislodged. The movable jaw is vibrated
on fulcrum pins which project from each of its ends, and enter holes (made to
receive them) in brackets which support carrying-pulleys.
The rope passes between the said two jaws. When these jaws are spread apart
a distance greater than the diameter of the rope, the rope will travel freely between
them; but when the jaws are closed together, the intervening rope will be tightly
pinched and, instead of travelling through, it will carry along the gripe and the
attached car. To open and close these griping jaws, or rather to operate the
movable jaw, I extend a tail piece from the middle of the length of the jaw which
gives a leverage or handle to enable the rope to be gripped with some power.
This tail piece is the width of the operating bar, to the lower end of which it
is secured by three links so that, when the said bar is moved up or down, the
motion will be transmitted to open and close the gripe. When these links are
so related to the tail of the jaw and bar as to approach a horizontal position the
connection will involve the principle of that powerful device known as the "toggle-
joint." The operating-bar extends upward and terminates in a frame surrounding
a cam or excentric. This bar is guided and held from having side motion by
cheek-pieces or plates and bars, which are rivetted to the operating bar and
overlap the sides of the frame.
The said cam is secured firmly upon a pin or axle, upon which axle is also
secured a hand-lever so that, when this lever is swung back or forth, the cam is
moved to elevate or depress the operating bar, and the griping jaws are opened or
closed.
The said two cheeks or plates and the sides of the frame are all bolted firmly
together and a brace-piece at the bottom is provided to stiffen the brackets. The
carrying pulleys are supported by having their axles set in holes, made to receive
them, on one side of the brackets and on the other side in plates fastened to the
frame by bolts or rivets.
It is sometimes necessary to disconnect the gripe from the wire rope for a length
of time beyond the usual few seconds required to take up and let down passengers
upon the road, as, for instance, when the track is obstructed for half an hour or
more. On these occasions it is desirable to avoid running the small carrying
pulleys by the moving rope supported by them. I therefore arrange to drop the
gripe and all its parts until it is entirely free from contact therewith and the rope
sinks to rest upon the main carrying pulleys of the road. This is done by
actuating a lever which vibrates on a fulcrum-pin integral with, or fastened to, one
of the aforesaid plates. On the lower end of this lever there is a roller or anti-
friction wheel which rolls along a ledge when the lever is drawn over.
The ledge
is formed by bolting a piece of angle iron to the back of a cross-bar, and a
guard-rail is applied to give security against the gripe rising, from jolting on the
track or other cause. It also limits the throw of the lever and consequently the
distance the whole gripe may be allowed to drop, by confining the travel of the
roller within the space enclosed by the guard-rail.
As the whole gripe is supported or propped up by the lower part of the lever
interposing between the ledge and a pin, if this lever be canted over so as to bring
the pin nearer to the ledge, the effect will be to depress the gripe, and, when the

page_text: lever is brought to its perpendicular position, the gripe will have attained its
greatest elevation, which is the position it is required to occupy when engaging
with the rope.
To give firmness and stability to the gripe in this latter position I
provide a small hollow place in which the roller may rest in the middle of the
ledge.
Spiral springs are sometimes interposed between the hubs of the carrying wheels
and the plates. This is intended to allow the wheels a little side play, though in
practice it may be found unnecessary.
According to a modification of this part of my said invention I place the grip
or gripe upon a frame carried by, and betweeu, the axies of the main passenger
car and operate the said grip by any suitable machinery from either end of the
car or by such a device as is herein described. The object being to avoid the use
of a separate car or dummy to carry the grip and at the same time to avoid
obstructing the car by grip-operating machinery.
For these purposes I proceed as follows, that is to say :-I provide a stout iron
hanger which is supported by the axles and is composed of two bars and two
sleeves to which the bars are fastened. These sleeves fit upon the axles and are
held from lateral movement by reason of the axles being turned down to a smaller
diameter, where the sleeves are situated, so as to form a shoulder at each end of
each sleeve; collars and set-screws may, however, be used at each end of
the sleeves for the same purpose. The sleeves are made in halves and bolted
together.
The said bars are depressed in the middle to give room for the working parts
carried thereby below the floor of the car. Upon these bars I provide four caps
or stirrups which are firmly bolted to the said bars and form guides and bearings,
through which two cross-bars pass, so that these cross-bars may be firmly held
down whilst each can move end wise independently of the other. Upon these
cross-bars the grip is secured, their use being to provide adjustability for the grip
both as to its height in relation to the rope and its position relative to the slot in
the road.bed.
The cross-bars bave vertical standards to receive the grip by being inserted
through holes in hubs formed on each end of the tie frame of the grip.
There is placed upon the shaft or axle of the cam or excentric a gear-wheel.
This wheel is moved to the right or left, in operating the grip, by a rack which
slides back and forth in a suitable guide or bearing bolted to the stationary side
bars of the grip. The said rack is connected at each end to two other racks
supported in suitable guides or bearings fastened under the extreme ends of the
platform. The connections are made by rods. One rack is attached to the car body,
which being supported on springs, varies its position according to the load it carries,
the variations often exceeding two or three inches, whilst the other rack is attached
to the grip, adjustable both as to its height and horizontal position. For this
reason it is preferable to allow some flexibility in these joints, though the spring
of the rods, where they are long enough, will often answer all purposes.
It may be preferred, in some cases, to support these rods in guides fastened on
the car-bottom. In such cases an intermediate flexible link in the rod may be
provided at the grip end.
The said racks engage with toothed pinions which are loosely fitted in the lower
ends of upright rods, and hand-wheels are secured to the upper ends of the said
rods. Ratchet-wheels and pawla serve to prevent the said rods from turning back-
wards, when the operator releases his hold of the hand-wheels. Discs are loosely
fitted on the said rods either cast solid with, or suitably fastened to, the said
pinions and are perforated with six or eight holes at such a distance from the
centre as will correspond with a hole formed in each of the ratchet-wheels.
pin is provided, which, when passed through the hole in one of the ratchet-wheels
and into one of the holes in the disc immediately below, serves to lock the two
together, so that, when the upright shaft is turned by the hand-wheel, the pinion,
though loose ou the shaft, is revolved with it.
A

page_text: When this pin is removed the pinion cannot be turned by turning the hand-
wheel. There being but one pin, which the driver carries with him from one end
of the car to the other, no one can operate the other end in his absence, a matter
of necessary precaution to avoid accidents.
The upright shafts are supported on frames which project from underneath the
car-platform, a suitable metal step being provided to receive the point of each
shaft. Bearings for the shafts are also attached to the rails of the platform like
ordinary brake-wheel shafts. The brake for the car is similar to those ordinarily
used.
According to a further modification of this part of my said invention, the rope
or cable, as it rests upon the carrying rollers, lies between a fixed jaw and a movable
jaw. This movable jaw is pivotted at a point below the rope or cable and is
coupled to one end of a connecting rod, the upper end of which extends upward to
within the vehicle and is provided with suitable means for operating it.
In some cases I provide a treadle-lever in connection with the grip mechanisın,
which lever can be operated by the foot of the driver to release the grip on the
cable, so that no turning of the hand wheel is necessary in stopping; it is only
necessary in starting.
Another part of my invention relates to devices for automatically disengaging
the car from the rope at certain points on the line (as, for instance, where a cross-
rope line exists), for checking any retrograde movement of the car when so
disengaged, and for preventing any damage to the rope in case of accidental
inoperation of the parts.
In carrying this part of my invention into practice I provide a pulley above the
ordinary rope-carrying pulleys of the road, so that when the grip-jaws are opened
the rope will be lifted out from between them.
The grip is operated as follows:-The operating shaft is turned by a hand-wheel,
and with it a pinion, which engages with a rack, connected by a rod to another
rack. This rack in turn engages with a gear-wheel upon a spindle. On this
spindle an excentric is secured, which, moving within a frame, raises and lowers a
bar to open and close the grip-jaws.
Upon the operating shaft there is a ratchet-wheel, with a spring pawl, a spring
being fitted between a projecting arm on the spindle of the pawl and the said
shaft.
Attached to the end of the second rack there is a spiral spring, one end of which
is secured to the frame carrying the grip.
A hinged lever is suspended from the said frame to within an inch or so of the
surface of the channel iron. This lever is connected by a rod with a horizontal
arm of the pawl-spindle in such a manner that, when the hanging lever is swung
back by coming in contact with a block permanently set in the road-bed, as the
car advances, the pawl spindle will be turned sufficiently to throw the pawl out of
engagement with the ratchet wheel. Immediately this operation takes place, the
Baid spring acts to draw back the second rack, and the grip-jaws are opened and
the rope released. At the same time a gong is struck, which is connected by a
cord to the hanging lever. The said block is long enough to ensure the lever
being kept back a sufficient length of time to give an opportunity for the devices
to act.
A hook with a tail-piece for a handle connects the second rack with the spiral
spring.
I provide a swinging latch to stop any backward notion of the car when the
grip is opened, and the car is proceeding up a grade. The latch is pivotted under
or upon the channel iron. It has a hooked back end, with a bevelled point, and a
forward end bent at an angle. When the grip-shank passes through the slot it
strikes the back end, pushes it aside, and throws forward the other end across the
path of the grip. The grip, still advancing, strikes this end, pushes it to one side,
and returns the hooked end into the path of the grip to block its way if a
retrograde movement should occur. This latch may be rigidly secured by a couple

page_text: of rivets, and the natural spring of the lever between the fastening and the hooked
point may be relied upon to return the hook to the path of the grip when pushed
aside. In this case the lever should be long enough to give the required spring,
and the forward part might be dispensed with.
I sometimes employ a piece of India-rubber placed behind the wearing plate or
die of the grip-jaw. This is provided in case the latch should be so misplaced as
to block the progress of the car before the grip-jaws were opened. Its effect is to
allow the rope to pull through the jaws instead of breaking or stranding it, the
India-rubber yielding sufficiently for the purpose, though ordinarily it would hold
sufficiently to draw the car. This India-rubber backing for the grip-dies is also
used to prevent the shock, which occurs when a quick motion is given to the grip-
jaws in reclosing them after the obstruction is passed. The spring may be placed
behind either or both dies.
The aforesaid block can be arranged under the channel iron instead of upon it if
.desired, the parts being modified to suit; and the hanging lever can be fitted with
a small friction roller at its lower end if desired, to roll over the block instead of
scraping over it.
According to a modification of this part of my Invention I combine with the
grip-mechanism a swinging bar, as soon as an obstruction is reached, such as an
intersecting cable on a cross street or the cable where it turns to pass into the
engine house, this bar lifts the arm, which operates the grip instantaneously. As
soon as the obstruction is passed, the bar falls again and the grip holds the rope.
According to a further modification of this part of my said Invention a swinging
arm is pivotted at any convenient part of the car preferably just behind the grip
and suspended from its carrying frame; this arm has a cam-shaped upper end and
its lower end may enter the slot of the underground tube. The cam operates upon
an intermediate plate transmitting action directly to the pawl which locks the
grip; the toothed rack of the grip is caused to be drawn back, when the grip is not
locked by a stout spring suitably arranged. A tripping plate is placed on or
under the slot irons of the tube at the point desired. When the lower end of the
lever meets this obstruction it is drawn back and the cam end lifts the intermediate
plate; the pawl is thrown out of engagement with its rack, the grip is unlocked
and the spring then coming into action opens the grip, and the car stops.
This automatic tripping device is made to sound a bell or gong to notify to the
driver every time it operates, it may be used for the purpose of giving a gong-alarm
at crossings without reference to the opening of the grip by simply attaching a
cord to the swinging lever of the tripping device in such a manner that the gong
will be sounded when the lever is pulled back.
Another part of my Invention relates to improved means for cleaning the bottom
of the under ground tube. According to this part of my Invention a drag, scraper
or brush is so arranged as to be drawn with the car and follow the sinuosities of
the tube and be also capable of being raised or lowered to put it in, or out of,
service at will. It is attached to the grip or any convenient part and may be used
as often as necessary.
The grip as it travels, drags the said scraper along the bottom of the channel,
and at proper intervals are arranged "sumps" into which the material thus
gathered drops, to be emptied out when convenient. The aforesaid releasing
devices act on this scraper whenever they act on the grip, so that, when the grip
is released, the scraper is raised to pass over any obstruction.
Another part of my Invention relates to the means for guiding the wire rope or
cable around a curve or sharp angle, so as not to interfere with the free passage of
the griping device, past the guides.
In carrying this part of my said Invention into practice I provide one or more
pairs of guides and compensating pulleys revolving on axles set upon the ends of
bars which swivel upon fixed pivots passing through their centres. These pulleys,
by their combination with proper carrying pulleys and shoes upon the gripe, yield
automatically as the griping device makes contact with them consecutively, while

page_text: in pairs they firmly and unyieldingly support the rope at equidistant points in the
curve.
There are two occasions upon which curves occur on railroads; first, when the
line diverges on the horizontal plane, as when the line passes through streets
running at angles to each other; secondly, when the line diverges on the vertical
plane, as when sudden changes of grade occur. The principle and effect of my
device as I apply it on both these occasions are the same, but in one case the
pulleys are set to revolve horizontally and in the other vertically.
There is a pulley upon each end of the swivelling bar, which pulleys revolve on
pins. The pin or axle, which carries the swivelling bar, is supported by a bracket
-piece made fast to timbers set in the road bed or to a cover, as the conditions of
the case may require.
L
It is necessary to provide upon all gripes operating on roads where my device is
employed a wedge-shaped guard, or the jaws of the gripe, when used to push aside
the pulleys, should have tapered ends, so that there will be no shock on striking.
A piece of India-rubber or other elastic material may be used to reduce the shock if
it is found necessary in practice.
The shank of the gripe is offset from the jaws so that it may freely pass by the
depression-pulleys. Nearly all gripes are so constructed.
The carrying wheels for supporting the rope are placed at a suitable distance
from the first and last of the guide-wheels. The gripe has to pass over these
carrying wheels, and ordinarily, they may be set several feet away from the guide-
wheels and below the path of the gripe; but in some cases it may be found
necessary to bring these carriers close to the guide-wheels and to allow them to
enter the path of the gripe, so as to hold the rope at a proper height. When this
is done, they must be so arranged that the gripe as it passes shall slightly depress
them out of its path.
I may here mention that in a horizontal curve I can easily double the number
of guide-pulleys in the same space by placing one swivelling bar over another,
making the end pulleys of all the bars stand intermediate with the two pulleys of
the opposing bar.
According to a modification of this part of my invention I construct the swinging
bars as hereinafter set forth and combine them with the pulleys and with each
other in sets or series, by which combination certain advantages of operation are
.obtained.
The gripe is provided with a bevel-ended shoe or plate, in a convenient place, so
that this shoe will make contact with the guide-pulleys instead of the gripe itself,
and with a gradual easy approach, so that there may be no sudden shock.
The guide-pulleys carry the rope upon an approximately curved line. They
revolve upon vertical pins projecting from one end of each of the swinging bars.
These bars oscillate on fulcrum pins. Each bar projects (at that end opposite the
one on which its guide-pulley is secured) behind the pin carrying the next guide-
wheel on the next bar in advance, if there be one, in such a manner that, when the
guide-pulley on one end of a bar is pressed back, the other end of a bar to which
it is attached will push forward the guide-pulley secured to this bar next in
advance, and again, if there be a bar and pulley next behind, a similar effect will
be produced. As at each end of the curve, there is a first bar or last bar there can
be no double action by these end bars. The result of the combined action of these
swinging bars is such that the wheels always hold the rope perfectly straight and
in line with the gripe-jaws between supports or guides, that is to say, it is always
ensured that the rope will not be bent at an angle immediately before and after
passing through the gripe-jaws, a matter which is important as it is very injurious
to wire ropes running on this class of tramways to cause them to continually pass
sharp angles or bends.
I sometimes make a slotted end in one bar to receive the pin of the bar adjoining,
thus more securely connecting all the swinging bars.
According to a further modification of this part of my invention I apply a long

page_text: bevel-ended shoe or shoes to each of the swinging levers above described with
which shoe the grip makes contact in displacing the guide-pulleys as it passss
through the curve, thus avoiding the shock which occurs when the grip comes in
sudden direct contact with the guiding pulleys themselves.
These shoes are made of either iron or wood, and ordinarily are bolted to the
levers. It may be desirable however, in some cases, to make the shoe and lever in
one piece. The ends of the shoes are bevelled as shewn and extend beyond the
guide-pulleys.
The grip itself may be provided with the bevel-ended shoe, as above described;
or in lieu thereof a couple of wheels or rollers may be fastened beneath the grip
and placed in such a position as to roll along the edge of the shoe in the act of
pushing aside the guide-pulleys.
As the wheels or rollers constantly maintain contact with one or other of the
shoes, as the grip passes through the curve, and, as more or less pressure is thereby
brought to bear upon the grip tending to push it over to the other side from the
guide-pulleys, a compensation of strains occurs, which has the effect of maintaining
the grip in about the true line of the curve, independently of its being held
thereby, the shank of the grip passing through the slot in the road-bed.
peculiar action has the effect of greatly relieving the friction of the shank of the
grip upon the inner edge of the slot.
This
When the grip is in the centre between a pair of guide-pulleys, the grip is
maintained at exactly the centre of the slot in the road-bed when the rollers touch
the shoe and there is no strain.
There is however a slight side strain as the grip passes by the ends of the
shoes.
Another part of my invention relates to the tube in which the rope travels.
I make this tube of cast iron of U-shaped transverse section in lengths or sections,
the flanges where the sections abut formning stiffening ribs to prevent spreading
apart. In these the carrying wheels are arranged so that only about five inches of
their depth extend above the bottom of the tube, the remainder having accommo-
dation in a box or pit below. This arrangement greatly reduces the depth of the
tube and permits the use of large carrying wheels independently of the depth of.
the tube.
Where the wheels project above the bottom of the tube, there is a guard rim
cast about the opening which prevents water dust or dirt from falling into the
wheel pit. Where these wheels project into the tube there must be no obstruction
to the flow of water and it is always desirable to maintain a free passage equal to
the full cross sectional area of the tube; there is provided an enlargement of the
tube forming a deflection of the channel at the points where the wheels are
situated.
Ab
The angle irons or rails, which form the slot in which the grip-shank travels,
rest on the upper edge of the cast iron sections. They may be shaped like ordinary
tramway rails; old tramway rails placed on edge will answer very well.
proper intervals peculiarly shaped wrought iron braces, which are bolted both to
the rails forming the slot and to lugs or flanges on the cast iron tube, extend out
transversely and are bolted to brackets to which the rails are firmly secured.
There are other braces attached to these brackets which pass under the tube and
have a wide spread V-shape. The carrying wheels are at all times easily accessible
by removing a manhole plate which covers the box cast on the side of say every
third section.
In some cases, I use the continuous tube as a receptacle for telegraph or other
electrical conducting wires, for the reception of which I provide hangers or
pendants in such a manner that each wire is independent of, or out of contact with
the others.

page_text: °
i
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Plenderleith Hope in the Great Seal Patent Office on
the 29th November 1883.
"
WILLIAM PLENDERLEITH HOPE, of Edinboro' and Leith, in the County of
Midlothian, North Britain IMPROVEMENTS IN AND RELATING TO THE CON-
STRUCTION OF TRAMWAYS AND IN APPARATUS FOR FACILITATING THE HAULING
OF VEHICLES THEREON BY MEANS OF CABLES OR ROPES"
My invention relates partly to the construction of tramways of that class in
which a rope or cable is arranged within an underground tube and is caused to
travel therein by any suitable motor. It also relates to apparatus for facilitating
the hauling of vehicles by means of the said rope or cable.
"
"
One part of my said invention relates to the construction of a device or
apparatus usually termed the " 'grip or "gripe whereby the car may be
connected to, or disconnected from, the moving wire rope in the underground tube.
This part of my invention is illustrated in Figures 1 to 5 of the accompanying
drawings, in which
Figure 1 is an elevation, partly in section, of one side of the said apparatus.
Figure 2 is a section on the line x, x, Figure 1, the upper parts of the levers
being shewn in elevation.
Figure 3 is an elevation, partly in section, of the other side of the said
apparatus.
Figure 4 is a section on the line a³, x', Figure 1.
Figure 5 is a section on the line a³, ³, Figure 3.
The remaining figures are hereinafter described.
Figures 1 to 5 illustrate the parts which constitute the gripe proper. The
application of this apparatus and its relation to the car and the moving wire
rope will be readily understood by those acquainted with apparatus of this kind.
I have shewn, however, in the drawings the wire rope A and a portion B of the
car-floor; and the dotted line C indicates the level of the slot in the rope-carrying
tube and also the level of the street pavement.
D, D¹ are two standards formed of short columns projecting upward from the
centre of long flat bars d, d. These standards are held down by the stirrups or
straps E, E, which are firmly bolted to the floor of the car, and which fit over the
bars d, d' so as to allow the standards to be adjusted sidewise by sliding the said
bars d, d through the stirrups.
F is a stout iron cross-bar having bosses ƒ ƒ¹ on each end. These bosses are
perforated with holes to fit the columns of the standards D, D¹. The pins du, d",
passing through the columns above the bosses, hold the bar down, the said bar
being supported upon these standards, and being adjustable as to its horizontal
alignment by moving the said standards independently of each other. This cross-
bar supports the mechanism for operating the gripe, the position of the whole
apparatus can therefore be changed relatively to the centre line of the car, so that
if, from any cause, the track and the slot in the rope-channel vary from their true
parallel relation to each other, an immediate accommodation to the variation will
take place and no damage will occur.
In the centre of the said cross-bar there is a vertical alot to permit the passage
through it of the sides G, G¹ of the gripe-frame and the operating bar H. The
said cross-bar forms a guide for the sides of the gripe-frame and the operating bar
in their movements up and down. Its guiding surface is, however, too limited;

page_text: I therefore supplement it by adding the guides I, I' which may be attached to the
cross-bar in any suitable manner.
By referring to Figure 2, the manner in which the rope is griped will be readily
understood.
J is a stationary shoe or jaw as long as the entire width across the frame. It is
made of wood, steel, case-hardened iron, or other suitable material and fits against
the sides G, G¹ of the frame, being secured thereto by means of small spurs j
projecting from the back of the shoe through holes in the sides G, G' and small
pins passed through the spurs where they project through the holes, as shewn in
Figure 3º. The face of this shoe is made concave to fit half around the rope, or
nearly so. The opposing jaw K is movable and has a shoe or wearing plate k
resting in a recess made to receive it, there being no necessity to provide means
for fastening this shoe in place, as it has no tendency to become dislodged. The
jaw K is vibrated on the fulcrum pins L, L', which project from each of its ends,
and enter holes made to receive them in the bracket pieces M, M', which support
the carrying pulleys N, N'. These brackets are simple L-shaped pieces projecting
forward from the outer edge at the bottom of each side piece G, G'. They may
be integral with the side pieces or they may be bolted thereto, as the facilities for
manufacturing may dictate.
The rope A is shewn passing between the two jaws J and K. Now when these
jaws are spread apart a distance greater than the diameter of the rope, the rope
will travel freely between them, but when the jaws are closed upon the intervening
rope the latter will be tightly pinched, and, instead of travelling through, will carry
with it the gripe and the attached car. To open and close these griping jaws, or
rather to operate the jaw K to open from, and close against, the jaw J, I extend a
tail-piece K' from the middle of the length of the jaw K to constitute a lever or
handle and enable the rope to be gripped with considerable force. This tail-piece
is the width of the operating bar H, to the lower end of which it is secured by
three links O, so that when the operating bar H is moved up or down, the motion
will be transmitted to open and close the gripe. When these links are so related
to the tail of the jaw K and the bar H as to approach a horizontal position it will
be seen that their combination will involve the principle of that powerful device
known as the "toggle-joint." In Figure 2 the links stand rather nearer a vertical
position than is intended in practice. In Figure 1ª the position is about correct.
The operating bar H extends upward between the sides G, G and terminates in
a frame H' surrounding the cam or excentric P. This bar is guided and held from
having side motion by the cheek pieces or plates Q, Q' and the bars R, R' which
are rivetted to the bar H and overlap the sides G, G¹.
The cam P is secured firmly upon the pin or axle S, upon which axle is also
secured the hand lever T, so that when this lever is swung back or forth the cam
is moved to elevate or depress the bar H and the griping jaws are thus opened or
closed.
The two cheeks or plates Q, Q' and the sides of the frame G, G₁ are all bolted
firmly together by the six bolts e, e; and a brace-piece U, at the bottom, is provided
to stiffen the brackets M, M. The carrying pulleys N, N¹ are supported by having
their axles set in holes made to receive them, on one side, in the brackets M, M'
and, on the other side, in the plates V, V₁, which are fastened to the frame G, G¹
by the bolts or rivets v, vl.
The plate Q has formed upon its upper edge the ordinary ratchet toothed
quadrant, and the band lever T has double-acting pawls t, t which are pressed into
the notches of the quadrant by springs t, t, and are lifted out when pressure is
exerted upon the lever t" and the bar is pressed down upon the pawls so as to
tip them over. There is nothing new, however, in the construction or operation of
this pawl and ratchet contrivance and I need but refer to the drawings as amply
descriptive.
It is sometimes necessary to disconnect the gripe from the wire rope for a length
of time beyond the usual few second required to take up and let down passengers

page_text: upon the road, as for instance when the track is obstructed for half an hour or
more. On these occasions it is desirable to avoid the running of the small carrying
pulleys N, N¹ by the moving rope supported by them. I therefore arrange to drop
the gripe and all its parts until it is entirely free from contact therewith, and the
rope descends so as to rest upon the main carrying pulleys hereinafter referred to.
This result is accomplished by actuating the lever W which oscillates on the
fulcrum pin w integral with or fastened to, the plate Q. On the lower end of this
lever there is a roller or anti-friction wheel X, which rolls along the ledge Y when
the lever is depressed. The ledge Y is formed by bolting a piece of angle iron to
the back of the cross-bar F; and the guard-rail Z is applied to give security
against the gripe rising by reason of jolting on the rack or other cause. It also
limits the throw of the lever, and consequently the distance the whole gripe may
be allowed to drop, by confining the travel of the roller X within the space enclosed
by the guard-rail Z.
As the whole gripe is supported or held up by the lower part of the lever W
interposing between the ledge Y and the pin w, it will be readily seen that if this
lever be canted over so as to bring the pin w nearer to the ledge, the effect will be
to depress the gripe, and when the lever is brought to its perpendicular position,
the gripe will have attained its greatest elevation, which is the position it is
required to occupy when engaging with the rope. To give firmness and stability
to the gripe in this latter position, I provide a small hollow place, in which the
roller may rest, in the middle of the ledge.
In Figure 4 I have shewn the spiral springs n n¹ interposed between the hubs
of the carrying wheels N, N¹ and the plates V, V. This arrangement is
intended to allow the wheels a little side-play, though in practice it may be found
unnecessary.
It will be seen from the foregoing description that the guide may be operated
with a pull or a push indiscriminately and whether the operator be facing one
end of the car or the other; and it will also be observed that three systems of
leverage are introduced; first, that resulting from the difference between the
distance from the fulcrum centre to the points of connection of the links with
the tail-piece K', and the distance from the same centre to where the jaw bears
on the rope; second, the toggle-joint principle which may be introduced at the
place where the links are; third, the leverage obtained from the difference between
the throw of the cam P and that of the lever T. From these compound leverages
it will be readily understood that the operator will have little difficulty in firmly
griping the rope.
According to another part of my said invention, I place the grip or gripe upon a
frame carried by and between the axles of a passenger car, and arrange the said
gripe to be operated by any suitable mechanism from either end of the car, or by
such a device as is herein described. The object being to avoid the use of a
separate car or dummy" to carry the gripe and at the same time to avoid
obstructing the car by gripe-operating mechanism
16
This part of my said invention is illustrated in Figures 6 to 9 of the accompanying
drawings.
Figure 6 is a plan shewing the mechanism arranged below the line of the floor
of the car, the central part of the said floor being broken away to shew the parts
more clearly.
Figure 7 is a side view, the near wheels of the car being removed.
Figures 8 and 9 are views, drawn to an enlarged scale, illustrating details as
indicated by the reference letters.
A is the floor of an ordinary tram car, B the front platform and B¹ the rear
platform thereof, C, C are the wheels of the car, and D, D the axles, E is a stout
iron hanger which is supported by the axles D. This hanger is composed of the
two bars e and the two sleeves e¹ to which the bars are fastened. The sleeves fit 5
upon the axles D and are held from lateral movement by reason of the axles being
turned down to a smaller diameter where the sleeves are situated, so as to form a

page_text: shoulder at each end of each sleeve; collars and set-screws may, however, be used
at each end of the sleeves for the same purpose. The sleeves are made in halves
which are bolted together as shewn in Figures 6 and 7.
The bars e are depressed in the middle as shown in Figure 7, to afford space for
the working parts carried thereby. Upon these bars I provide four caps or
stirrups F which are firmly bolted to the said bars and form guides and bearings
in, and through, which the cross-bars G pass so that these cross-bars will be firmly
held down whilst each can move endwise independently of the other. Upon those
cross-bars the gripe is secured, their use being to provide adjustability for the gripe
both as to its height in relation to the rope H and its position relative to the slot
in the road-bed.
The said cross-bars have the standards Q, Q standing vertically in about the
middle of each bar to receive the gripe I, that is to say, the said standards are
passed through holes in the hubs formed on each end of the tie-frame i of the gripe.
There is placed upon the shaft or axle of the cam or excentric a gear-wheel J.
This wheel is moved to the right or left, in operating the gripe, by a rack K which
slides to and fro in a suitable guide or bearing L bolted to the stationary side bars
of the gripe. The rack K is connected at each end to two other racks M supported
in suitable guides or bearings N fastened under the extreme ends of the
platforms B, B¹. The connections are made by the rods O. in making the joint
between the rods O and the said racks, the fact inust be observed that one rack is
attached to the car-body, which being supported on springs varies its position as
regards height from the ground according to the load it carries, this variation often
exceeding two or three inches; whilst the other rack is attached to the gripe,
which is adjustable both as to its height and horizontal position. For this reason
it is preferable to provide for some flexibility in these joints, though the spring of
the rods, when they are long enough, will often answer the purpose.
It may be preferred in some cases to support these rods in guides fastened on
the car-bottom. In such cases an intermediate flexible link in the rod may be
provided at the gripe end.
The racks M engage with toothed pinions P loosely fitted on the lower ends of
the upright rods Q. R, R are hand wheels secured to the upper ends of the
.rods Q whereby the said rods are turned. S, S,. are ordinary ratchet-wheels
which together with the pawls T serve to prevent the ro:ls Q' from turning
backwards when the operator releases his hold of either of the hand wheels.
U, Ü
are discs loosely fitted on the rods Q' and either cast solid with, or suitably
fastened to, the pinions P. These discs are perforated with six or eight holes at
such a distance from the centre as will correspond with a hole formed in each of
the ratchet-wheels S. V is a pin which, when passed through the hole in one of
the ratchet-wheels and into one of the holes in the disc Ū immediately below,
serves to lock these two parts together so that when the upright shaft is turned by
the hand wheel the pinion, though loose on the shaft, is revolved with it.
When this pin is removed, the pinion cannot be rotated by turning the hand
wheel. There being but one pin, which the driver carries with him from one end
of the car to the other, no one can operate the other end in his absence; a matter
of necessary precaution to avoid accidents.
The upright shafts are supported on frames W which project from underneath
the car-platform, a suitable inetal step being provided to receive the point of each
shaft. Bearings for the shafts are also attached to the rails of the platform, as
for ordinary brake-wheel shafts. The brake for the car is similar to those
ordinarily used.
Immediately over the gripe there is provided in the floor of the car a trap-door
sufficiently large to pass a gripe through. Generally the gripe is put in place
whenever the car goes into service and removed when it returns from service, and
sometimes it is required to be taken up or examined in the middle of a trip.
In this class of tramways to which this invention relates the engineer or driver
must always have an unobstructed view of the track in front of him.
This

page_text: necessitates his occupying the front platform, which is at one end of the car or the
other according to whether the car is going out or returning on its trip, in cases
where the car is not turned around at the termini. He, therefore, requires a set of
mechanism at each end, in such cases, but, if the arran gement of the road permits
the car to be turned end for end at the termini, then only one set of operating rods
and gearing need be supplied.
The operation of the apparatus shown in Figures 6 to 9 is as follows, that is to
say the car being ready to start, the engineer or driver inserts the pin V through
the ratchet-wheel and disc; he then turns the band wheel so as to cause the pinion P
to act on the rack M and draw the rod O towards it; motion is thus transmitted
to the gear-wheel J on the cam-shaft of the gripe, so as to raise the bar which in
this gripe operates to close the jaws tightly on the rope; a reverse motion releasing
the rope from the jaws. In many cases the engineer or driver can act as conductor
also, and thus effect economy.
In some cases I provide a treadle-lever in connection with the gripe-mechanism,
which lever can be operated by the foot of the driver to release the gripe on the
cable, so that no turning of the hand wheel is necessary in stopping; it is only
necessary in starting.
Another part of my invention relates to means for automatically disengaging the
car from the rope at certain points on the line, as, for instance, where a cross rope
line exists; means for checking any retrograde movement of the car when so dis-
engaged; and means for preventing any damage to the rope in case of accidental
inoperation of the parts.
This part of my invention is illustrated in Figures 10 to 12 of the accompanying
drawings.
Figure 10 is a side view of the automatic disengaging device or trip with
automatic stop-lever or latch.
Figure 11 is a plan of the parts which require to be thus shewn.
Figure 12 is a sectional view, drawn to an enlarged scale, of a portion of a gripe,
illustrating the application of a safety spring behind the shoe or wearing plate of
the gripe-jaw.
A is the floor of a car; B B are the wheels and C, C the axles thereof; and D
is the gripe. This gripe is supported on the frame E which rests on the axles.
F is the rope.
G is the channel iron, which also represents, in Figure 10, the line
on the surface of the road-bed. H is a pulley set above the ordinary rope-carrying
pulleys of the road, so that when the gripe-jaws are opened the rope will be lifted
out from between them.
The gripe is operated as follows, that is to say:-By turning the hand-wheel I,
the shaft J and the pinion K are rotated. This pinion K engages with the rack L
connected by the rod M to the rack N. This rack in turn engages with the gear-
wheel upon the spindle P. On this spindle the excentric Q is secured, which
excentric moving within the frame R raises and lowers the bar S to open and close
the gripe-jaws T.
Upon the shaft J there is a ratchet-wheel U with a spring pawl V, a spring v
being fitted between a projecting arm on the spindle v₁ of the pawl and the shaft J
or other convenient part. A spiral spring W is connected as hereinafter described
to the end of the rack N; one end of which spring is secured to the frame E.
X is a lever hinged or pivotted to the frame E and extending to within an inch
or so of the surface of the channel iron G. This lever is connected by the rod Y
with a horizontal arm of the pawl-spindle v¹ in such a manner that when the
hanging lever is swung back by coming in contact with the block Z (which is
permanently set in the road-bed) as the car advances, the pawl spindle will be
turned sufficiently to throw the pawl out of engagement with the ratchet-wheel.
Immediately this operation takes place, the spring Wacts to draw back the rack N,
and the gripe-jaws are opened and the rope released. At the same time the gong a
is struck, which gong is connected by a cord b to the lever X The block Z is long

page_text: enough to ensure the lever X being kept back a sufficient length of time to give an
opportunity for the devices to act."
A hook c with a tail-piece forming a handle, as shewn in Figure 10, connects the
rack N with the spiral spring W. This arrangement is for the sake of convenience
in hooking and unhooking this spring in removing and replacing the gripe.
d is a swinging latch to stop any back ward motion of the car when the gripe is
opened and the car is proceeding up a grade. This latch is pivotted under or upon
the channel iron. It has a hooked rear and with a bevelled point, and a forward
end bent at an angle as shewn in Figure 11. As the gripe-shank passes through
or along the slot, it strikes the rear end of the latch, pushes it aside and moves the
forward end across the path of the gripe. The gripe still advancing strikes the
forward end, pushes it to one side and returns the hooked end into the path of
the gripe so as to block its way if a retrograde movement should occur. This latch
may be rigidly secured by a couple of rivets and the natural spring of the lever
between the fastening and the hooked point may be relied upon to return the hook
to the path of the gripe after it has been pushed aside. In this case, the lever
should be long enough to afford the requisite elasticity and the forward part may
be dispensed with.
In Figure 12 I have shewn a piece of india-rubber e placed behind the wearing
plate or shoe of the gripe-jaw. This elastic piece is provided in case the latch d
should be so misplaced as to block the progress of the car before the gripe-jaws
were opened. Its effect is to allow the rope to be pulled through the jaws, instead
of being broken or stranded, the india-rubber yielding sufficiently for this purpose,
although ordinarily it will hold sufficiently to enable the car to be drawn by the
rope. This india-rubber backing for the gripe-jaws is also used to prevent the
shock which occurs when a quick notion is given to the gripe-jaws in reclosing
them after the obstruction is passed. The said elastic piece or spring may be placed
behind either or both dies.
The dotted line x shews the ordinary level of the rope when not required to be
lifted out from between the gripe-jaws.
The block Z can, if desired, be arranged under the channel iron instead of upon
it, the parts being modified to suit; and the lever X can, if desired, be fitted with
a small friction roller at its lower end, to roll over the block Z instead of scraping
over it.
According to a modification of this part of my said invention a swinging arm is
pivotted at any convenient part of the car, preferably just behind the gripe, and
suspended from its carrying frame; this arin has a cam-shaped upper end and its
lower end may enter the slot of the underground tube. The cam operates upon an
intermediate plate transmitting motion directly to the pawl which locks the gripe ;
the toothed rack of the gripe is caused to be drawn back (when the gripe is not
locked) by a stout spring suitably arranged. A tripping plate is placed on or under
the slot or channel-irons of the tube at the point desired. When the lower end of
the lever meets this obstruction, it is drawn back and the cam-end lifts the inter-
mediate plate, the pawl is thrown out of engagement with its rack, the gripe is
unlocked and the spring then coming into action opens the gripe and the car stops.
This automatic tripping device is made to sound a bell or gong to notify to the
driver or engineer every time it operates, it may be used for the purpose of giving
a gong alarm at crossings, without reference to the opening of the gripe, by simply
attaching a cord to the swinging lever of the tripping device in such a manner that
the gong will be sounded when the lever is pulled back.
Another part of my invention relates to improved means for cleaning the bottom
of the underground tube. According to this part of my invention a drag, scraper
or brush is so arranged as to be drawn with the car and follow the sinuosities of
the tube and be also capable of being raised or lowered to put it in or out of service
at will. It is attached to the gripe or any convenient part and may be used as
often as necessary.
The gripe as it travels drags the said scraper along the bottom of the channel,

page_text: strain on the rope has a direction causing it to incline upward from the line of
travel of the gripe. As, for instance, suppose the rope suddenly ascends & steep
grade, and the "dummy" with the gripe attached is still upon level ground, on
such occasions the strain on the rope will tend to draw it out from between the
jaws, if these jaws open horizontally. Now if these jaws be opened at such a place
in the road, the rope will fly out and cannot be returned between the jaws, unless
the dummy with the attached gripe is backed on the road until that part of the
rope is reached which is sufficiently sagged down to be inserted between the jaws
again. This inconvenience is not experienced with some gripes where one of the
jaws is above the rope, always holding it from flying upward.
Again where the old style rigid depression pulleys are used at intersecting
grades, which pulleys must be set above the line of travel of the gripe jaws, there
has been found to be great wear both of the rope and the upper jaw. by reason of
the rope running through the jaws when the car temporarily stops at the point of
intersection, and also by reason of the upward strain of the rope due to the angle
the rope forms with the line of travel of the gripe. I avoid this inconvenience
with my device, for I do not set the depression-pulleys above the line of travel of
the gripe, but preferably a little below it, or at least low enough to keep the rope
always travelling upon a line coincident with the line of travel of the gripe.
Moreover, heretofore in turning horizontal curves there has been no means of
guiding the rope which did not necessitate its release from the gripe and therefore
the car had to be run around the curve by other power than that which the rope
furnished, and if the car happened to be stopped upon or near the curve, difficulty
was experienced in moving it again without unloading it of its passengers. Now
with my device the car will pass around such curves with perfect ease, retaining
the rope in the gripe, and may stop and go ahead at any part of the curve without
difficulty.
In Figures 13 to 17, A is the wire rope. B is the channel way. C is the slot
through which the shank of the gripe D passes to connect with the "dummy "E
which dummy drags the car F behind it. G, G¹ are my guide-pulleys. H is the
swivelling bar or lever upon each end of which one of these pulleys is placed.
The said pulleys revolve on pins I, I¹. J is the pin or axle which carries the
swivelling bar, K is the bracket-piece which carries the pin J. This bracket-
piece is made fast to timbers set in the road-bed, or to the cover L, according to
circumstances.
In Figure 13 I shew the last pair of pulleys in the set just at the moment when
the gripe is passing.
It will be necessary to provide upon all gripes operating on roads where my
device is employed, a wedge-shaped guard as at M Figures 13 and 15, or the jaws
of the gripe when used to put aside the pulleys should have tapered ends, so that
there will be no shock on striking. A piece of india-rubber or other elastic
material may be used to reduce the shock if it is found necessary in practice.
It will be observed in Figure 13 that the shank m of the gripe is offset from the
jaws so that it may freely pass the depression pulleys as in Figure 15. Nearly
all gripes are so constructed.
N, N are the carrying-wheels for supporting the rope, which wheels are set a
suitable distance froin the first and last of the guide-wheels G, G. The gripe has
to pass over these carrying-wheels N and ordinarily they may be set several feet
away from the guide-wheels and below the path of the gripe; but in some cases
it may be found necessary to bring these carriers N close to the guide-wheels, and
to allow them to enter the path of the gripe so as to hold the rope at a proper
height. When this is done, they must be so arranged that the gripe as it passes
shall slightly depress them out of its path. I do not think, however, that any
carriers except the ordinary ones are necessary. Much will depend on the conditions
under which the invention is applied.
Any suitable description of depression pulleys, may be employed,

page_text: I may here mention that, in a horizontal curve, I can easily double the number of
guide-pulleys in the same space, by placing one swivelling bar over another, making
the end pulleys of all the bars to stand intermediate with the two pulleys of the
opposing bar, but as I do not think this arrangement will be necessary, I will not
further elaborate my description thereof, for any one conversant with the subject
will easily understand the construction.
According to a modification of this part of my invention I construct the swinging
bars or levers as hereinafter set forth and combine them with the pulleys and with
each other in sets or series, by which combination certain advantages of operation
are obtained, as hereinafter set forth.
This modification is shewn in Figures 18 to 22 of the accompanying drawings.
Figure 18 is a plan, shewing a rope guided around a curve by my improved
guide-pulleys.
Figure 19 is an edge view of one section of a set of pulleys resting upon
the bars.
Figure 20 is a similar edge view in which the pulleys are shown hanging below
the bars.
Figure 21 is a plan, drawn to an enlarged scale, of one of the bars slightly
differing in form from those shewn in the previous figures, and
Figure 22 is an edge view of the same.
In figure 18, A is the rope, upon which at B a griping device of any suitable
kind is attached.
The gripe is provided with a bevel-ended shoe or plate C, in a convenient
position so that this shoe will make contact with the guide-pulleys instead of the
gripe itself, and with a gradual easy approach, so that there may be no sudden
shock.
D, D are the guide pulleys, which carry the rope upon an approximately curved
line. They revolve upon vertical pins E, E projecting either upward as in Figures 18
and 19, or downward as in Figure 20, from one end of each of the swinging bars F, F.
Each bar F, as in
These swinging bars oscillate on the fulcrum pins G, G.
Figure 18, projects (at that end opposite the one on which its guide-pulley is
secured) behind the pin E carrying the next guide-wheel on the succeeding bar, if
there be one, in such a manner that when the guide-pulley on one end of a bar is
pressed back the other end of the bar to which it is attached will push forward
the guide-pulley secured to the succeeding bar; and again, if there be a preceding
bar and pulley, a similar effect will be produced thereon. As, at each end of the
curve, there is a first bar or last bar, there can be no double action by these end
bars. The result of the combined action of these swinging bars is such that the
wheels always hold the rope perfectly straight and in line with the gripe-jaws
between supports or guides, that is to say, the rope will not be bent at an angle
immediately before and after passing through the gripe jaws; this forms an
important feature of the said invention, as it is very injurious to wire ropes
used in this class of tramways, to cause them to continually pass sharp angles or
bends
By my system there is also the further advantage of avoiding side or torsional
strain upon the gripe and consequent friction of the gripe-shank against the side
of the slot when my improvement is applied in underground tubes, because, the
rope being held at all times parallel with a chord of the arc through which the
gripe is travelling, the strain is necessarily directly within the line of travel, or
as nearly so as the succession of short chords approaches the true curve.
If it were
otherwise and the rope were permitted to pull at various angles to the actual line
of travel, it will be readily understood that the passage of the gripe around the
curve would be attended with a great amount of friction between the shank and
the side of the slot, in those cases where the gripe moves in an underground slotted
tube.
I also find that, with my plan of combining the swinging bars, the rope is not

page_text: subjected to any extra strain as the gripe passes the guide-pulleys, the action being
such that, as nearly as may be, a compensation occurs as the pulleys swing in or
out, which renders the same length of rope sufficient to encompass the curve
whether the gripe be passing through or not.
I have shown in Figures 21 and 22 a plan and edge view of a swinging bar
which is slightly different from that shewn in Figure 18 inasmuch as it has a
slotted end at H to receive the pin E of the adjacent bar, so that all the swinging
bars may be more securely connected.
According to a further modification of this part of my invention I apply a long
bevel-ended shoe or shoes to each of the swinging levers above described, with
which shoe the gripe makes contact, displacing the guide-pulleys as it passes
through the curve, thus avoiding the shock which occurs when the gripe comes in
sudden direct contact with the guiding pulleys.
This modification is shewn in Figures 23 to 25 of the accompanying
drawings.
Figure 23 represents a plan of a set of guide-pulleys and swinging levers with
my improvement applied thereto.
Figure 24 is an edge view of the same with the gripe shewn in position.
Figure 25 illustrates the application of my improvement in cases where the
guide-pulleys are used as depression-pulleys at vertical curves, for instance, where
the road suddenly changes from a level to an up-grade.
In these Figures A, A are the rope-guiding pulleys; B, B the swinging levers,
to the ends of which the pulleys A are attached. C, C are the fulcrum pins for
the levers B, which pins project from metal plates resting on any suitable foundation.
in the road-bed. D is the griping device which may be of any suitable form.
E, E are my improved bevel-ended shoes.
These shoes are made of either iron or wood and ordinarily are secured by bolts d
to the levers B. It may be desirable, however, in some cases to make the shoe and
lever in one piece. The ends of the shoes are bevelled as shown and extend beyond
the guide-pulleys a distance equal to half the distance between the guide-pulleys;
the taper or bevel given to each end of the shoes will represent half the width of
the griping device, because half the width of the gripe represents the distance the
guide-pulleys are set back when the gripe passes through the curve.
The gripe itself may be provided with the bevel-ended shoe as above described,
or, in lieu thereof, a couple of wheels or rollers e may be fastened beneath the
gripe and placed in such a position as to roll along the edge of the shoe in the act
of pushing aside the guide-pulleys.
As the wheels or rollers e constantly maintain contact with one or other of the
shoes as the gripe passes through the curve, and as more or less pressure is thereby
brought to bear upon the gripe, tending to push it over to the other side from the
guide-pulleys, a compensation of strain occurs which has the effect of maintaining
the gripe in about the true line of the curve, independently of its being held there
by the shank of the gripe passing through the slot in the road-bed. This peculiar
action has the effect of greatly relieving the friction of the gripe-shank upon the
inner edge of the slot.
When the gripe is in the centre between a pair of guide pulleys, it is maintained
at exactly the centre of the slot in the road-bed (when the rollers e touch the
shoe) and there is no side strain; there is, however, a slight side strain as the gripe
passes by the ends of the shoes.
Another part of my invention relates to the tube in which the rope travels. I
make this tube A (Figures 26 and 27) of cast iron of U-shaped transverse section
as shown in the said Figures, of which Figure 26 is a transverse section and
Figure 27 is a section on the line 23, ³, Figure 26. The said tube is made in
lengths or sections each about twelve feet long, the flanges B where the sections
abut forming stiffening ribs. In this tube the carrying-wheels C are so arranged
that they extend only about five inches above the bottom of the tube, the

page_text: remainder of the said wheels being enclosed in a Box or pit D below. This
arrangement permits the employment of a tube of less depth than usual, and of
large carrying-wheels independently of the depth of the tube.
Where the wheels project above the bottom of the tube there is a guard-rim E
cast about the opening (say about four inches high), which rim prevents water,
dust or dirt from falling into the wheel-pit. Where theso wheels project into the
tube, there must be no obstruction to the flow of water and as it is always
desirable to maintain a free passage equal to the full cross-sectional area of the
tube, I provide an enlargement of the tube forming a deflection of the channel at
the points where the wheels are situated.
The angle irons or rails F, which form the slot in which the gripe-shank travels,
rest on the upper edge of the cast iron sections A; the said rails may be shaped
like ordinary tramway rails and old tramway rails placed on edge will answer
very well.
At proper intervals peculiarly shaped wrought iron braces G, G¹,
which are bolted both to the rails forming the slot and to lugs or flanges on the
cast iron tube A, extend out transversely and are bolted to brackets or sockets I
to which the rails J are firmly secured. There are other braces G² attached to
these brackets, which braces pass under the tube A and have a wide spread
V shape. The carrying-wheels C are at all times easily accessible by removing a
man-hole plate K which covers the box D cast on the side of say every third
section.
Having thus fully described the said Invention and the manner of performing
the same I wish it understood that I claim :-
First In a griping device or apparatus for connecting the rope with the car
or "dummy" on a rope-tramway, the stationary shoe or jaw resting against or
attached to any suitable support, in combination with the movable jaw having the
tail-piece to act as a lever for operating it, and with the operating mechanism, all
substantially as described with reference to Figures 1 to 5 for the purpose
specified.
Second: In a griping device or apparatus for connecting the rope with the car
or "dummy" on a rope-tramway, the combination of the hand lever T secured
upon the axle S, the excentric or cam P also secured upon the said axle and
arranged to be moved by the said hand lever, and the bar H and frame H³, all
substantially as described with reference to Figures 1 to 5 for the purposes
specified.
"
Third: In a griping device or apparatus for connecting the rope with the car
or dummy" on a rope-tramway, the combination of the cross-bar F with the
standards D d, D¹ d', held down to the car-floor by the stirrups E, E', but each
independently adjustable therein, substantially as described with reference to
Figures 1 to 5 for the purpose specified.
"
"
Fourth-In a griping device or apparatus for connecting the car or "dummy'
with the rope of a rope-tramway, the lever W pivotted on the pin or fulcrum w
and having the anti-friction roller X at its lower end, in combination with the
ledge Y or with the floor of the car or dummy," the pin or axle w being so secured
to the parts of the gripe that the latter may be raised or lowered thereby,
substantially as described with reference to Figures 1 to 5 for the purpose
specified.
"
Fifth In a griping device or apparatus for connecting the car or "dummy'
with the rope of a rope-tramway, the combination of the sides G, G¹ of the frame,
the plates Q, Q, the bar H with the frame H', the cam P and the lever T supported
on the axle S, the griping jaws J and K with the links O, and the carrying-
pulleys N, all substantially as described with reference to Figures 1 to 5 for the
purposes specified.
Sixth The combination, with a passenger tram-car, of a rope-griping device
arranged underneath the floor of the car and supported by and between the axles,
or otherwise, and operated from one or both ends of the car by suitable

page_text: mechanism, substantially as described with reference to Figures 6 to 9 for the
purpose specified.
Seventh The combination, with a passenger tram-car, of the hanger E, the
gripe I with the gear-wheel J, the rack K, the rod O, the rack M, the pinion P and
the shaft Q, all arranged to be operated as described with reference to Figures 6
to 9 for the purposes specified.
Eighth The modification of my invention wherein I employ a treadle-lever in
combination with the gripe-mechanism, as above described.
Ninth The combination, with the griping device, of an automatic device to
open the jaws of the gripe at definite points in the line, substantially as described
with reference to Figures 10 to 12 for the purpose specified.
Tenth The combination of the lever attached to the under portion of the car
and the stationary block placed permanently upon the road-bed, the said lever and
block being so arranged that the lever will be acted upon by the block and caused
to open a griping device or sound a gong or to effect both these operations,
substantially as described with reference to Figures 10 to 12 for the purposes
specified.
Eleventh The combination of the lever X, the block Z, the rod Y and the
pawl operating together to release the lock upon the ratchet-wheel U and
allow the spring W to act upon suitable mechanisin to open a griping device,
substantially as described with reference to Figures 10 to 12 for the purpose
specified.
Twelfth The latch secured at the side of the slot in the road-bed through which
the gripe-shank passes, and arranged to be vibrated or oscillated horizontally by the
passing gripe-shank to prevent retrograde movement of the car, substantially as
described with reference to Figures 10 to 12.
Thirteenth In a rope-tramway, the means substantially as described for cleaning
the underground tube.
Fourteenth In a rope-tramway, the sets of pulleys G, G', which pulleys are
arranged at equal distances apart to bear against the side of a horizontal rope so
as to retain the same approximately in a horizontal curved line and which are
capable of being revolved on vertical pins I, I' projecting from levers H capable of
oscillating on stationary pins J, all arranged to operate in combination with the
carrying-pulleys N and the bevel-ended shoe M attached to the gripe, substantially
as described with reference to Figures 13, 14, 16 and 17 for the purpose
specified.
Fifteenth In a rope-tramway, a set of two, or any greater even number of,
guide-pulleys G, Garranged to revolve above the rope upon pins I, I' secured upon
opposite ends of the lever or swinging bar H, and to operate in combination with
the bevel-ended shoe M upon the gripe D, substantially as described with reference
to Figures 15 to 17 for the purpose specified.
Sixteenth-The combination of three or more levers or bars capable of oscillation
on fulcrum pins and each having a guide-pulley on one end and engaging with the
adjacent bar or bars in such a manner that when the guide-pulley attached to one
bar is pushed back by the passing gripe, the guide-pulley on the preceding or
suceeding bar, or both, will be correspondingly moved forward so as to maintain
the rope in a straight line between alternate pulleys when the gripe is between
the same, substantially as described with reference to Figures 18 to 22 for the
purpose specified.
Seventeenth-The modification of my invention wherein I employ the bevel-
ended shoes applied to the swinging bars or levers, with which shoes the gripe
makes contact to push aside the guide-pulleys, substantially as described with
reference to Figures 23 to 25 for the purpose specified.
Eighteenth In a rope-tramway, the employment of large carrying-wheels
arranged in a box or pit formed at the side of the underground tube, so that the

page_text: said wheels extend only a short distance into the said tube, substantially as
described with reference to Figures 26 and 27 for the purpose specified.
Nineteenth-In a rope-tramway, the U-shaped underground tube in combination
with the braces connecting the same to the brackets or sockets carrying the rails,
substantially as described with reference to Figures 26 and 27.
In witness whereof I the said William Plenderleith Hope have hereunto set my
hand and seal this twenty eighth day of November in the year of our Lord One
thousand eight hundred and eighty three.
WP. HOPE
(LS)