IMPROVEMENTS IN ENDLESS-CABLE-TRACTION RAILWAYS AND " TRAMWAYS AND IN, AND CONNECTED WITH, APPARATUS FOR PROPELLING VEHICLES THEREON
Year: 1883

page_text: LETTERS PATENT to Edwin Powley Alexander of 36 Southampton Buildings
in the County of Middlesex Fellow of the Institute of Patent Agents for an
Invention of "IMPROVEMENTS IN ENDLESS-CABLE-TRACTION RAILWAYS AND
"
TRAMWAYS AND IN, AND CONNECTED WITH, APPARATUS FOR PROPELLING VEHICLES
THEREON communicated to him from abroad by Charles Wiggo Rasmusen of
Chicago Cook County State of Illinois in the United States of America
PROVISIONAL SPECIFICATION left by the said Edwin Powley Alexander
at the Office of the Commissioners of Patents on the 31st December 1883.
EDWIN POWLEY ALEXANDER of 36 Southampton Buildings in the County of
Middlesex Fellow of the Institute of Patent Agents "IMPROVEMENTS IN ENDLESS-
CABLE-TRACTION RAILWAYS AND TRAMWAYS, AND IN, AND CONNECTED WITH,
APPARATUS FOR PROPELLING VEHICLES THEREON A communication to me from
abroad by Charles Wiggo Rasmusen of Chicago, Cook County, State of Illinois in
the United States of America
"
This invention relates to improvements in the apparatus of railways and
tramways the cars of which are propelled by means of an endless cable travelling
within a tube or tunnel placed between the rails and acting upon moveable
projecting arms carried upon an endless chain or band and depending from the
car to connect with stops or trucks placed at intervals along the traction cable and
supporting the same.
The chief objects of the present invention are First to provide improved means
for sustaining the drums of the endless chain or band carrying the said projecting
arms as well as the mechanism for arresting the movement of said chain the
mechanism for guiding the projecting arms and the brake beams of the car; second
to improve the arrangement of the endless chain or band and the sustaining drums
or guide mechanism; third to provide mechanism whereby when the car is
traversing a curve the projecting arm which is in the cable tube may be situate
centrally of the car; fourth to improve the cable trucks and the clamps for
ID 1

page_text: attaching them to the cable; fifth to furnish improved mechanism for changing the
direction of travel of the cable; sixth to provide improved apparatus for transferring
the car round abrupt curves in the roadway; seventh to provide improved driving
mechanism for communicating motion to the traction cable; and eighth to furnish
improved means for removing the dirt from the cable tubes."
In the present Invention an endless chain or belt provided with projecting
arms for connection with the cable is used but the drums or wheels over which said
chain passes in lieu of being supported centrally upon the axles of the car wheels
as heretofore proposed are sustained upon a frame supported by the journal boxes
of the car axles and extending beyond the same. So also the mechanism for
arresting the movement of the projecting arms the mechanism for guiding such
arms and the brake beams for stopping the car are borne by the same main frame
which supports the drums or pulleys of the endless band or chain.
Between the journal box frame on each side of the car extend the side bars of
the main frame which are securely bolted to the box frames. Curved portions at
each end of the main supporting frame carry a bolt that sustains the sprocket
drum or pulley free to be moved laterally and over which passes the endless chain
or band provided with the projecting arms which are hinged to the chain.
These projecting arms are preferably three in number placed at equal distances
apart on the chain and are made much narrower at their points than their bases
since by this construction the delivery of the arms to the slot of the cable tube is
rendered more certain whilst at the same time a sufficient thickness of metal is
retained at the part subject to the greatest strain. Connected to each of the
sprocket drums is a round smooth faced friction hub over which passes a friction
strap for arresting the sprocket drums the actuating lever serving at the same time
to lift the brakes from off the wheels whilst by moving the lever in the opposite
direction the friction straps will be loosened and. the brakes will be drawn down
upon the wheels and so arrest their rotation. The brake beams are suspended
from the main frame which supports the sprocket drums by means of links pivotted
to the inner sides of the main frame.
When the car is at a standstill the projecting arms are caught successively by
the cable trucks and are moved freely being guided into the slot of the tube by
hinged extensions of the lower guide way and being turned downwards as they
pass beneath the car by curved portions of the upper guides. As the chain carrying
the projecting arms moves over its sprocket drum laterally projecting friction rollers
enter the grooves in the flanges of said drums and when one of the arms is within
the lower guide these rollers serve to avoid the friction occasioned by the pressure
of the cable trucks against such arm.
It will be noticed in the present invention as of especial importance that by
sustaining the sprocket drums, the mechanism for arresting the movement of the
same the guide mechanism and the brake beams by the main supporting frame not
only is the weight of those several parts borne upon the axle journals at which
point the axles will be subjected to the least friction but by this construction also
it becomes possible to increase to a very great extent the length of the endless
chain and consequently the distance between its projecting arms and the
corresponding distance between the supporting trucks of the cable.
When a car is traversing a curve in the roadway it is desirable in order to
prevent breakage of parts that the projecting arm which is at such time in the
cable tube should be beneath the centre of the car and therefore provision is made
to enable the operator to properly locate such projecting arm.
The endless chain
carrying the projecting arms is made laterally flexible and the guide mechanism
and the drums for said chain are made laterally moveable the purpose of such
construction being to ensure the accurate movement of the projecting arms into
and out of the slot of the cable tube when the car is stopped upon a curve of
the roadway.
The sprocket drum or pulley that carries the endless chain is moved to one side

page_text: as the car traverses a curve by a suitable guide blade and wheel or roller that
follow the curve of the slot in the cable tube and are connected to the moveable
drum. At the same time the upper and lower guides which are made laterally
flexible will be bent as will also the endless chain passing through these guides
and over the drum. It is obvious that the car can be readily stopped upon a
curve as the above described arrangement of laterally moveable guides drums and
chain ensure the accurate movement of the projecting arms into and from the slot
of the cable tube.
The clamp by which the trucks are connected to the cable is formed preferably
of a single piece of soft cast steel having a tubular body which fits over the cable,
and having side flanges through which pass clamping bolts and projecting from
one of the flanges a sleeve through which passes the axle of the trucks. The
other flange is cut away above the sleeve. By placing the tubular body of the
clamp above the axles of the trucks the cable is brought nearer the surface of
the cable tube thus leaving greater space wherein it may sag without wearing
against the bottom of the tube.
A further improved construction of clamp mechanism for attaching the trucks
to the traction cable consists of a sleeve formed preferably of sections bolted
together and having its interior surface provided with spiral ridges adapted to fit
within the spaces on the surface of the cable between the separate strands or ropes
and thus retain the sleeve more securely in its place. The central portion of the
periphery of this sleeve is recessed and within this recess fits loosely so as to be
free to turn a clamp formed of two sections held securely together by means of
bolts passing through flanges. One of these flanges carries the sleeve through
which passes the axle of the truck wheels from this construction it will be seen
that the cable being free to turn within the clamp any twisting of the cable cannot
affect the trucks or cause the wheels to bind upon the rails.
The cable tube which is spiked to the cross ties of the track consists of a bottom
plate upon which are formed bottom rails and outer flanges to which are bolted the
bottom flanges of side plates upon which are formed the upper rails and top
flanges which constitute the cover of the tube and are such distance apart as to
form the slot thereof. By forming the rails upon the bottom plates they can be
more readily rolled and serving as braces against the side plates render the joints
between the bottom and side plates more secure.
The cable trucks are presented in inverted position to each of the terminal
drums or wheels which is in horizontal position by twisting the rails of the cable
tube and provision is here made for the accurate guidance of the trucks to
such drums.
For transferring the cars around abrupt curves of the roadway and changing the
direction of travel of the main cable at such points the main cable tube is (at a
point slightly in advance of the beginning of the curve) depressed so that the arm
projecting from the car will be freed from the propelling trucks of the main cable
which is led in a straight forward direction through an inclined twisted portion
of the main tube that serves to present the trucks in vertical position to the drum
around which the main cable passes and which is similar in construction to the
terminal drums before referred to. From the drum the cable proceeds in its new
direction of travel entering first a twisted portion of the main tube which restores
the trucks to a horizontal position and which rises gradually to the level of the
roadway at a point slightly beyond the end of the curve. At points beneath the
road-bed without the main cable tube and at short distances in front of and
beyond the beginning and end of the curve are placed respectively other drums
held upon suitable journal standards in vertical position. They are of sm.iller
diameter but of similar construction to the main drum and serve to carry a
supplemental cable travelling in supplemental tubes by means of which the cars
are transferred around the curve. This supplemental cable travels in upper and
lower supplemental tubes extending between the vertical drums and having central

page_text: curved portions and straight ends. The lower tube is upon a plane throughout
whilst the curved portion only of the upper tube is upon the level of the roadbed
its straight ends being depressed and passing beneath the main cable tube. The
straight ends of the supplemental tubes are twisted in order to properly deliver the
supplemental cable trucks to the drums. The main and supplemental cable tubes
are provided at the beginning of their depressed portions with moveable rails kept
normally by springs in line with the fixed rails of the tubes and the tubes are
enlarged below the moveable rails to permit of their depression. The object
is to prevent the lifting of the car and possible breakage of parts or derailment
in case the end of the arm projecting from the car as it passes from one cable to
another should be caught on the top of a truck moving up an inclined portion of
the tube.
With the driving mechanism whereby motion is communicated to the traction
cable there is combined an adjustable tension wheel whereby a uniform tension of
the cable is maintained. This driving mechanism consists of two grooved drums
placed out of alignment with each other in the plane of rotation motion being
imparted to one of the drums in any suitable manner from the driving shaft of the
engine. The main cable and its connecting trucks are led to one of these drums
by guide rails which deliver the trucks and cable into the grooves of the drum
From this drum the cable passes through other guide rails the central portion of
which is bent guiding it to the second drum from which it passes again through
guide rails to a tension drum which is grooved upon its periphery. This tension
drum is journalled'in slide boxes which move in tracks and are operated by tension
chains and weights at the ends of said tracks. By the above described construction
of driving mechanism a more effectual frictional contact is had between the drums
and the cable than would be possible were a single driving drum employed and by
means of the tension drum the tension of the cable and its contact upon the driving
drums can be maintained uniform.
In order to permit cable railways running in different directions to cross each
other an improved arrangement of cable tubes is provided. The main cable tubes
of the tracks are depressed and above these tubes and upon a level with the road
bed are placed supplemental or false tubes having slots through which the arm
projecting from the car may pass until it again enters the main cable tube and is
caught by a truck. The supplemental tube rests upon and is bolted to the main
tube which is but slightly depressed and this suppleinental tube is slotted to allow
The
the passage of the projecting arm of the car traversing the cross track.
supplemental tubes are joined to the main tubes at the beginning of their
depressions so that as a projecting arm leaves the main tube it will enter the slot
of the supplemental tube and be guided thereby. The main tube at the lowest
part of its depression is slotted in the top and provided with an enlargement the
purpose of this construction being to allow free movement of the cable without
danger of friction against the top of the tube. By this improved arrangement of
cable tube the cars can cross intersecting tracks without the necessity for turning
to one side the projecting arin. With a view to removing the dirt from the cable
tube at suitable points of the road bed the bottom plate of each of the cable tubes
is provided with openings through which dirt may pass through branch pipes
which connect with a main trap situate centrally between the car tracks. This
trap consists of a square body having a slightly contracted top over which is fitted
a lid or cover and having at one side a discharge opening which connects with a
suitable pipe leading into the sewer. The discharge opening is covered by a
bottomless hood beneath which water can pass but which serves to arrest the dirt
which will be removed through a manhole at the top of the trap by a suitable
scraper.
By placing the trap between the tracks it serves to collect the dirt from both
tubes and is in a less exposed condition than were it upon either side. In order to
ensure the discharge of all the dirt from the scrapers connected to the moving

page_text: cable at the front edge of the opening there is placed a dump block against which
the scrapers which are attached to some of the cable trucks will strike thereby
causing the dirt and mud to fall from the scrapers into the opening in the bottom
of the table tuhe.
In a modified arrangement the trap is made of considerable depth and of oblong
shape and the branch pipes which extend downwards project their lower edges
beyond the inner wall of the trap in such a manner as to discharge the dirt from
the tubes into a pail or removeable receptacle placed in the bottom of the trap.
Near the bottom of the trap is formed a discharge opening which leads to the pipe
connecting with the sewer.

page_text: "
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Edwin Powley Alexander in the Patent Office on the 24th June
1884.
EDWIN POWLEY ALEXANDER of 36 Southampton Buildings in the County of
Middlesex Fellow of the Institute of Patent Agents. "IMPROVEMENTS IN ENDLESS
CABLE TRACTION RAILWAYS AND TRAMWAYS AND IN AND CONNECTED WITH APPARATUS
"
FOR PROPELLING VEHICLES THEREON A communication to me from abroad by
Charles Wiggo Rasmusen of Chicago, Cook County, State of Illinois in the United
States of America.
The said Invention relates to improvements in the apparatus of railways and
tramways the cars of which are propelled by means of an endless cable travelling
within a tube or tunnel placed between the rails and acting upon moveable
projecting arms carried upon an endless chain or band and depending from the
car to connect with stops or trucks placed at intervals along the traction cable and
supporting the same. The projecting arms thus carried by an endless band or
chain are supported upon sprocket drums the movement of which is controlled by
means of friction clutches operated from the winding posts at the end of the car
so that when the drums are locked the endless chain or band is arrested with one
of its arms in the slot of the cable tube in position to be caught by a truck of the
moving cable and when the drums are free to turn the projecting arms are moved
freely by the cable trucks without effecting the propulsion of the car.
The chief objects of the said invention are first to provide improved means for
sustaining the drums of the endless chain or band carrying projecting arms, the
mechanism for arresting the movement of said chain, the mechanism for guiding
the projecting arms and the brake beams of the car, second to improve the arrange-
ment of the endless chain or band and the sustaining drums and guide mechanism,
third, to provide mechanism whereby when the car is traversing a curve the
projecting arm which is in the cable tube may be situate centrally of the car;
fourth, to improve the cable trucks and the clamps for attaching them to the
cable, fifth, to furnish improved mechanism for changing the direction of travel
of the cable, sixth, to provide improved apparatus for transferring the cars around
abrupt curves in the roadway; seventh, to provide improved driving mechanism
for communicating motion to the traction cable; and eighth, to furnish improved
means for removing the dirt from the cable tubes. These several objects of
invention are accomplished by the mechanism hereinafter described and illustrated
in the accompanying drawings.
In the accompanying drawings Figure 1 is a view in side elevation of a cable
railway car embodying features of my invention. Figure 2 is a view in end
elevation. Figure 3 is a view in side elevation and figure 4 a plan view of one
half of such car. Figures 5, 6 and 7 are detail views showing the arm carrying
chain and its supporting drum. Figures 8 and 9 are detail views of mechanism
for locating the projecting arm centrally beneath the car Figure 10 is a detail
view showing the hinged front guide. Figure 11 is a sectional view on line xx
of figure 10. Figure 12 is a detail view of the elbow lever for operating the
friction strap. Figure 13 is a plan view and figure 14 is a side view of a portion
of a car embodying modified features of invention. Figures 15 and 16 are detail
views of a modified form of a laterally flexible chain for carrying the projecting
arms. Figures 17, 18, 19, and 20 are detail views of a laterally flexible lower
guide for the endless chain. Figures 21, 22, and 23 are detail views of a laterally
flexible upper guide for the endless chain. Figures 24, 25 and 26 are detail views

page_text: (parts being broken away) of the terminal drum and the mechanism for adjusting
the same and guiding the cable trucks thereto. Figure 27 is a transverse sectional
view of a cable truck. Figure 28 is a perspective view and Figure 29 a view in
longitudinal section of one form of clamp for attaching the trucks to the cable.
Figures 30 and 31 are views in longitudinal section and figure 32 an end view of
a modified form of truck clamp-Figure 33 is a transverse sectional view of the
cable tube showing a truck and a projecting arm therein. Figure 34 is a plan view
and figure 35 is a view in side elevation of the mechanism for transferring cars
around curves. Figure 36 is a view in transverse vertical section through the
curved portion of the upper supplemental cable tube. Figure 37 is a like view
through the straight portion of the supplemental cable tube. Figure 38 is a view
in longitudinal vertical section of the part of the main cable tube immediately
in front of the curve. Figure 39 is a sectional view on line y y of Figure 38.
Figure 40 is a view in side elevation and Figure 41 is a plan view of the driving
drums and tension apparatus for the cable. Figure 42 is a detail view of the
twisted rails leading the cable trucks to the driving drums. Figure 43 is a
perspective view partly in section showing the arrangement of the trucks and
tubes of intersecting cable roads. Figure 44 is a view in vertical transverse
section on lines x x of Figure 45. Figure 45 is a plan view showing the arrange-
ment of dirt discharge apparatus. Figure 46 is a view in vertical transverse
section of a modified form of dirt discharge apparatus. Figures 47 and 48 are
detail views of parts of the dirt discharge apparatus.
It has heretofore been proposed by my said foreign correspondent to employ a
band or chain connected with the car and carrying the projecting arins for
attachment to the cable trucks said band or chain being sustained by and passed
around sprocket wheels or drums supported centrally upon the axles of the car
wheels. Moreover the mechanism by which such projecting arms were guided in
passing beneath the car floor and into the slot of the cable tube as well as the
mechanism for arresting the movement of said arms was also carried upon the car
axles. In the present invention an endless chain or band provided with projecting
arms for connection with the cable is used but the drums or wheels over which
said chain passes is sustained upon a frame supported by the journal boxes of the
car axles. So also the mechanism for arresting the movement of the projecting
arms, the mechanism for guiding such arms and the brake beams for stopping the
car are borne by the same main frame which supports the drums or pulleys of the
endless band or chain.
The general construction of the mechanism connected with the car for starting
and stopping the same except where otherwise specified is similar to that set out
in the invention heretofore made and published by my said foreign correspondent.
In the accompanying drawings A designates the body of the cable car from
which depend the hangers a braced by the rods a¹ and perforated at their bottom
to receive the rods a² suitably connected to the car frame. These rods a³ pass
through the flanges b cast on the outer sides of the journal box frames B and carry
the spiral springs as upon which the car body is sustained. The journal box
frames B which constitute a portion of the main frame that supports the pulley of
the endless band are shown in the drawing as formed integral with the journal
boxes B¹ although it will be readily understood that they may be formed of
separate pieces connected thereto in any suitable manner. These box frames are
also shown as in piece with the forward curved portions B2 of the main supporting
frame but if desired the parts may be formed separately and suitably bolted
together. Between the journal box frames B on each side of the car extend the
side bars B³ of the main frame which are securely bolted to the box frames as
shown at b¹ of the drawings figure 4. The forward curved portions B³ at each end
of the main supporting frame are provided with the perforated ends b³ which carry
the bolt 63 figure 5 that sustains the sprocket drum or pulley C free to be moved
laterally and over which passes the endless chain or band D provided with the
projecting arms & which are hinged to the chain as shown by means of pivot pins

page_text: which enter the lugs d² of the chain. The bolt 3 is held in place by the nut b*
and over.this bolt as shown in figure 5 fits the sleeve 65 upon which is loosely
journaled the sprocket drum or wheel C. The sleeve 65 is provided with the
shoulder 66 against which abuts the journal hub e held on the sleeve and from
which extend the guide supporting arms E, E', E2 and against the end of the
sleeve and encircling the bolt 63 is held the hub e¹ from which project the guide
supporting arms E³ and E* The sprocket drums or wheels C preferably of
polygonal shape with faces corresponding in length to the links of the endless chain
are provided with the guide flanges chaving grooves or indentations c¹ therein
(figure 5) adapted to receive the friction rollers d¹ the function of which will
hereinafter appear which project laterally from the ends of such links of the chain
as support projecting arms. The projecting arms d are preferably three in number
placed at equal distances apart on the chain and as clearly shown in detail
(figure 7) are made much narrower at their points than their bases since by this
construction the delivery of the arms to the slot of the cable tube is rendered more
certain whilst at the same time a sufficient thickness of metal is retained at the
part subject to the greatest strain. Connected to each of the sprocket drums or
formed integral therewith as shown in the drawings is the round smooth faced
friction hub C¹ over which passes the friction strap D' the operation of which will
be hereinafter described. The guide supporting arms E and E³ are connected
together by the block e² here shown as formed integral with said arms but which
may be formed separate therefrom and be attached thereto in suitable manner.
These arms E and E³ serve to sustain the lower guide F which is bolted to the
block e and is also connected by the brace rods f with the side bars B³ of the
main frame. This lower guide F consists of the long flat tube the bottom of which
is slotted to permit the passage of the arms projecting from the endless belt and
prevents their lateral movement and the ends of this guide are provided with a
downwardly flaring mouth to secure the more accurate and easy entrance of the
guide of the chain links and friction rollers projecting laterally from the endless
chain. The arms E¹ E' and E' support the curved upper guide the top plate g of
which extending from end to end of the car is bolted to the arm E* and to the
angular bracket ea on the end of the arm E' and the bottom plate g¹ of which is
bolted to the arm E and to the bracket e a short distance beyond which it
terminates. At each end of the lower guide F is carried an extension F¹ which is
hinged at the end of the block e² as shown in figure 10 by means of the
plate which carries the bolt e on which the end of the extension is held between
the washer e and the washer and pin e8. The front end of the extension F' is
curved inwardly as shown in figure 10 and to it is bolted at f" the side piece ƒ³.
The extension F¹ and the side piece fa are provided with the housings f in which
are held the spring seated bearings f which receive the journals of the guide
wheel F provided with the circumferential rib adapted to enter the slot of the
tube in which travels the endless cable. By thus providing the guide wheels with
spring seated bearings a slight movement is allowed thereto without jarring the
guide frame. To the inner sides of the extension F1 and of the side piece f³ are
attached the supplemental guide lips Fs which are flared at their ends and
extend in proximity to the cable tube and to the lower flaring end of the upper
guide and between the ends of extension F1 and side piece f³ is bolted the slot
cleaning blade F¼.
Upon the block e² as shown in detail figures 10 and 11 is mounted the journal
plate e having standards e¹ through which passes the bolt e12 on which is
pivotally mounted the link e¹s connected to one end of the friction strap D¹ and
the elbow lever e¹ having its shorter arm attached to the other end of the friction
strap and having its long arm connected by the link e¹s to the rod h which is
secured to the main lever H. This main lever is supported pivotally upon the
standard H¹ bolted to the top of the lower guide and from it extend the rods h¹
which serve to operate the brake beams I and the rods h* which connect with
the brake posts of the car through the chains ³ which are wound upon said

page_text: posts in a reverse manner. It will be noted that the several rods are so relatively
attached to the main lever H that by moving this lever in one direction as by
turning either of the brake posts toward the left it will serve to clamp each of the
friction straps upon their hubs and arrest the sprocket drums at the same time
lifting the brakes from off the wheels and by moving the main lever in the
opposite direction the friction straps will be loosened and the brakes will be drawn
down upon the wheels and so arrest their rotation. The brake beams I are
suspended from the main frame which supports the sprocket drums by means of
the links I figure 5 which are pivotted to the inner sides of the main frame as
shown at i.
From the foregoing description it will be seen that when it is desired to impart
motion to the car, either winding post of the car is turned and the friction clutch
is applied in such a manner as to gradually lock the sprocket drums so that the
projecting arm that is in the slot of the cable tube will be caught by a truck of
the cable and the car will be moved forward. In order to stop the car the winding
post is turned in reverse direction until the friction clutch is loosened, the sprocket
drums are free to rotate and the brakes are applied to the running wheels. It will
be readily understood that when the car is at a standstill the projecting arms are
caught successively by the cable trucks and are moved freely being guided into the
slot of the tube by the hinged extensions of the lower guideway and being turned
downwards as they pass beneath the car by the curved portions of the upper
guides. As the chain carrying the projecting arms moves over its sprocket drums
the laterally projecting friction rollers enter the grooves in the flanges of said
drums and when one of the arms is within the lower guide these rollers serve to
avoid the friction occasioned by the pressure of the cable trucks against such arm.
It will be noticed in the present invention as of especial importance that by
sustaining the sprocket drums the mechanism for arresting the movement of the
same the guide mechanism and the brake beams by the main supporting frame not
only is the weight of these several parts borne upon the axle journals at which
point the axle will be subjected to the least friction but by this construction also
it becomes possible to increase to a very great extent the length of the endless
chain and consequently the distance between its projecting arms and the
corresponding distance between the supporting trucks of the cable.
When a car is traversing a curve in the roadway it is desirable in order to
prevent breakage of parts that the projecting arm which is at such time in the
cable tube should be beneath the centre of the car. In order to enable the
operator to properly locate such projecting arm the mechanism illustrated in
detail in figures 8 and 9 and shown as applied to the car in figure 1 is provided.
To the upper side of the lower guide F and on each side of the main lever is
attached a journal plate O having lugs o which receive the bolt o¹ upon which
is journalled the elbow lever O. To the lower arm of this elbow lever is
pivotally connected the bar 02 carrying the pins o² which pass through perforations
formed in the guide to receive them. These pins o² are arranged at a distance
apart somewhat greater than the width of the endless chain which carries the
projecting arms so that when in the guide as shown in figure 8 they will strike the
friction rollers projecting laterally from such links of the chain as carry projecting
arms and arrest the movement of the arm that is in the cable tube at a point
beneath the centre of the car. The elbow lever 0¹ strikes against a knuckle o³ to
limit its backward movement and to its short arm is connected the link o joined
to the rod of which is attached to the lever O³ keyed to the end of the turning
post that is operated by means of the band crank of. From the foregoing
construction it will be seen that as the car nears a curve the operator turns the
crank o in such a manner as to project the pins o² into and through the guide F
and by loosening gradually the friction clutch allows the projecting arms to move
until the arm in the cable tube strikes the pins and comes to rest beneath the
centre of the car,

page_text: In figures 13 to 23 the mechanism for connecting the car to the traction cable
is in the main the same as that above referred to but the endless chain carrying the
projecting arms is made laterally flexible and the guide mechanism and the drums
for said chain, are made laterally moveable the purpose of such construction being
to ensure the accurate movement of the projecting arms into and out of the slot of
the cable tube when the car is stopped upon a curve of the roadway. In these
figures 1 designates the body of the cable car from which depend the hangers 2
braced by the rods 3 and perforated at their bottoms to receive the rods around
which fit the spiral springs 4 by which the car body is sustained and which rests
upon the flanges 5 of the journal box frames 6. To these journal box frames are
bolted the side bars 7 that extend between the journal boxes on each side of the
car and also the extension bars 8 which are curved inwardly as shown in
figure 13 and are braced by the cross rod 9 and the side stays 10 suitably bolted
thereto. The front ends of these extension bars are connected together by the
square curved glide bar 11 around which is fitted in a manner free to slide laterally
thereon the sleeve or hub 12 that carries the drum 13 over which passes the endless
chain carrying the projecting arms by which the car is connected with the traction
cable. The hub 12 is preferably formed of two half sections somewhat reduced at
their ends around which are bolted as shown in figures 13 and 14 the castings 14
and 15 that have formed integral therewith respectively the arms 16, 17 and 18.
Upon the central portion of the hub 12 between the castings 14 and 15 is held
the sprocket drum 13 the construction of which may be similar to that hereinbefore
described. This drum has a portion for the passage of the endless chain 19
provided with the projecting arms 20 hinged thereto as shown and a portion 21
constituting the friction hub over which passes the friction strap 22 one end of
which is connected to the link 23 and the action of which is controlled by means
of the elbow lever 24 the rod 25, the main lever 26 the rods 27 and the winding
post 28. The flanged ends of the arms 17 are bolted to the plate 29 upon which
rests the standard 30 that supports the elbow lever 24 and by this plate is also
sustained the end of the lower guide 31 which is slotted upon its underside as
shown in figures 17 and 18 to permit the passage of the projecting arms of the
endless chain. The outer portions of this lower guide are formed of the tubular
sections 32 the ends of which are suitably cut to form a concavo-convex joint
and are connected together by means of the top plate 33 which is rivetted as
shown to one section and is pivotally connected by the bolt 34 to the adjoining
section. To the under side of the ends of the tubular sections 32 and upon each
side of the slot at a slight distance therefrom are attached the plates 35 rivetted
to the end of one section and resting beneath and supporting the end of the
adjoining section. To the central section of the lower guide 31 is connected the
sustaining rod 36 which is bolted to the side bars 7 of the main sustaining frame.
Upon this central section is held the bracket 37 to which is pivotally connected
the main lever 26 which serves by means of the rods 38 to operate the brake
beam 39 and by means of the rod 25 to control the friction clutch and is itself
operated by the rods and chains extending to the winding posts at the ends of
the car.
To the bracket shaped ends of the arms 16 is connected as shown the rear ends
of the front curved guide the top plate 40 of which is formed integral with the
top plate of the main upper guide whilst the bottom plate 41 terminates at a
short distance beyond the drum 13. The plates 40 and 41 are curved downwardly
and inwardly to a point near the cable tube and are connected near their lower
ends to the guide arms 18 which extend from each side of the castings 15 and
are curved to carry the spring seated guide wheel 42 and the guide blade 43.
The blade 43 enters the slot of the cable tube and is especially advantageous
in clearing the slot from dirt or snow and in opening any switches in the road.
The top and bottom plates 40 and 41 of the upper guide are formed of sectional
plates connected together on one side by the bent plates 45 (figure 22) and the

page_text: abutting ends of these top and bottom plates are cut to form the concavo-convex
joint and are held together by means of the hinge plates 46 bolted to the top and
bottom plates of one section and pivotally connected by bolts 47 to the plates of
the adjoining section. By this construction as will be seen a lateral movement of
the upper guide can be had. To one edge of the bottom plate 41 is bolted the
angle plate 48 to prevent displacement of the endless chain and above this angle
plate is left the space for the passage of the projecting arms as they travel through
the guide. The upper guide is sustained from the main supporting frame by
means of the braces 49 bolted to the bottom plate 41 and to the side bars 7 and
the extension bars 8.
The endless chain or band 19 that passes through the upper and lower guides
and over the sprocket drums at each end of the car consists preferably of flat links
the ends of which are joined together in such manner as to permit of lateral
flexure of the chain. In the hinge joint shown in detail figure 16 the knuckles 50
and 51 are respectively convex and concave and the perforations through the
knuckles 50 are enlarged to permit them to turn slightly in lateral direction upon
the pins 52 which pass through the knuckles 51 and carry the friction rollers 53
keyed thereto.
From the foregoing description it will be seen that the sprocket drum or pulley
that carries the endless chain will be moved to one side as the car traverses the
curve by the guide blade and wheel that follow the curve of the slot in the cable
tube and are connected to the drum. At the same time the upper and lower
laterally flexible guides will be bent as will also the endless chain passing through
these guides and over the drum. It is obvious that the car can be readily stopped
upon a curve as the above described arrangement of laterally moveable guides
drums and chain ensure the accurate movement of the projecting arms 20 into and
from the slot of the cable tube.
It will be noticed that the edges of the projecting arms 20 are concaved the
purpose of this being to enable them to connect more securely with the cable
trucks and the ends of these arms are rounded or pointed so as to avoid all danger
(as for example when the car is passing onto a curve) of the trucks striking
the ends of the arms and thus causing breakage of parts or displacement of
the car.
I shall now proceed to describe the improvements in the clamp for attaching the
trucks to the endless cable, the cable tube and the wheels or drums which for
convenience of description I designate the terminal drums over which the cable
passes when its direction of travel is to be changed as at the end of the road or
corners of streets where the road turns.
The endless cable L is supported upon the trucks M each of which consists of
an axle m upon one end of which is fixed the wheel M¹ by a key or by shrinking
it on the axle and on the opposite end of which is loosely journalled the wheel M²
held in place by a suitable shoulder m² on the end of the axle. The object in thus
attaching the truck wheels to the axles is to avoid as much as possible the friction
or tendency of the wheels to bind upon the upper rails of the cable tube by reason
of any twisting action of the cable or when the trucks are passing around a curve.
The clamp N by which the trucks are connected to the cable is formed preferably
of a single piece of soft cast steel having the tubular body n which fits over the
cable the side flanges n¹ and n³ through which pass the clamping bolts n³ and
projecting from the flange n' the sleeve n' through which passes the axle of the
trucks. The flange n' is cut away as shown above the sleeve n By placing the
tubular body of the clamp above the axles of the trucks the cable is brought
nearer the surface of the cable tube thus leaving greater space wherein it may sag
without wearing against the bottom of the tube.
In figures 30 to 32 of the drawing is illustrated a further improved construction
of clamp mechanism for attaching the trucks to the traction cable. In these
figures the sleeve 60 formed preferably of sections bolted together as at 61 has its
interior surface provided with spiral ridges 62 adapted to fit within the spaces on

page_text: the surface of the cable between the separate strands or ropes and thus retain the
sleeve more securely in place. The central portion of the periphery of this sleeve
is recessed as shown and within this recess fits loosely so as to be free to turn the
clamp 63 formed of two sections held securely together by means of the bolts
passing through the flanges 64. One of these flanges carries the sleeve 65 through
which passes the axle of the truck wheels. From this construction it will be seen
that the cable being free to turn within the clamp any twisting of the cable
cannot affect the trucks or cause the wheels to bind upon the rails.
The cable tube T which is spiked to the cross ties of the track consists of a
bottom plate T¹ upon which are formed preferably by rolling the bottom rails t and
which has outer flanges t¹ to which are bolted the bottom flanges t² of the side
plates T2 upon which are formed the upper rails 3 and the top flanges which
constitute the cover of the tube and are such distance apart as to form the slot t
thereof. By forming the rails t upon the bottom plate they can be more readily
rolled and serving as braces against the side plates T₁ render the joint between the
bottom and side plates more secure.
The cable trucks are presented in inverted position to each of the terminal
drums or wheels V which is in horizontal position by twisting the rails of the
cable tube and provision is here made for the accurate guidance of the trucks to
such drums. As seen in figure 24 the upper rails t¹ of the tube are extended and
are twisted as they approach the wheel V and the ends of these rails enter the
peripheral grooves v adapted to receive the wheels of the cable trucks. The lower
rails t are extended beyond the centre of the terminal drum so as to guide the
truck wheels until they are within the grooves and are there held by the tension
of the cable. The terminal drum V is also furnished with a peripheral groove v¹
adapted to receive the truck clamps the upper surfaces of which are concaved to
correspond with the periphery of the drum. The rim of the drum V is preferably
formed of the flanged side plates V₁ bolted to the centre rim V2 in such a manner
as to form the grooves and from the centre rim and preferably cast integral
therewith extend the spokes of the drum. The axle X upon which is loosely
journalled the terminal drum is carried by the slide plate X₁ the edges x of which
move in the guide ways formed by the flanges of the fixed plate X². An
adjusting screw X³ which passes through the end ³ of the fixed plate enters the
threaded nut on the underside of the slide plate and serves to move said slide
plate and terminal drum and thus adjust the tension of the cable at its terminals.
The hub of the drum X is provided as shown with the sectional journal blocks <*
which may be adjusted by means of the set screws 2 in order to secure the
accurate centering of the drum. Although only one of the cable tubes is illustrated.
in connection with the terminal drum it will be understood that upon the opposite
side of the drum the cable tube of the adjoining track will be arranged in like
manner.
In figures 34 to 39 of the drawings is illustrated the improved apparatus for
transferring the cars around abrupt curves of the roadway and changing the
direction of travel of the main cable at such points.
At a point slightly in advance of the beginning of the curve the main cable
tube T is depressed as from a point al so that the arm projecting from the car will
be freed from the propelling trucks of the main cable which is laid in a straight
forward direction through the inclined twisted portion of the main tube that
serves to present the trucks in vertical position to the drum V around which the
main cable passes and which is similar in construction to the terminal drums
heretofore described. From the drum V the cable proceeds in its new direction of
travel entering first a twisted portion z of the main tube which restores the trucks
to a horizontal position and which rises gradually to the level of the roadway at a
point slightly beyond the end of the curve. At points beneath the road bed
without the main cable tube and at short distances in front of and beyond the
beginning and end of the curve are placed respectively the drums W and W¹ held
upon suitable journal standards in vertical position. These drums W and W1 are

page_text: of smaller diameter but of similar construction to the drum V and serve to carry
the supplemental cable by means of which the cars are transferred around the
curve as will presently appear. This supplemental cable travels in the upper and
lower supplemental tubes P and P¹ which extend between the drums W and W¹
and have central curved portions and straight ends. The lower tube P¹ is upon a
plane throughout its entire length whilst the curved portion only of the upper tube
is upon the level of the roadbed its straight ends being depressed from the
points 10 and y" and passing beneath the main cable tube. The straight ends of
the tubes P and P₁ are twisted as shown in order to properly deliver the
supplemental cable trucks to the drums. The trucks of the supplemental cable
are similar in general construction to those of the main cable already described.
The supplemental cable however is supported beneath its trucks and these are
provided each with a propelling arm n formed integral with or connected to the
sleeve of the clamp through which the truck axle passes. The curved portions of
the tubes P P¹ consist each of the bottom plate P2 to which are bolted the side
plates P³ and P* having bottom flanges p² and top flanges p³ which in the tube P
are separated a sufficient distance to form a slot for the passage of the arm
projecting from the car. Upon the bottom and side plates P2 P3 and P' are formed
respectively the rails p, p, p, and p7 in which as shown in figure 36 travel the
wheels of the supplemental cable trucks held in oblique position. The concaved
side plates P³ of the tubes are provided with the enlarged portion which serves to
give greater space for the movement of the cable without danger of wearing
against the sides of the tubes. To the curved portions of the tubes P and P¹ are
connected the straight ends of these tubes which consist of the bottom plate på to
which are bolted the side plates having top and bottom flanges 2 and p10 and
interior rails p¹ The portions of these ends next the curved parts of the tubes P P¹
are twisted a sufficient distance to receive the trucks from the curved tubes and
conduct them in horizontal position to the drums.
The top plates of the main and of the upper supplemental cable tubes are joined
together so as to form a continuous slot for the passage of the arm projecting from
the car but between the points x10 and y¹º, x12 and y¹¹ as will be seen the car must
travel by its acquired momentum its arms having been released from the trucks of
one depressed cable and not having been acted on by those of the other. The
main and supplemental cable tubes are provided at the beginning of their depressed
portions as shown in figure 35 with the moveable rails R which are held together
by the frame and by the frame pivotted to the sides of the tubes. Beneath
the lower set of these moveable rails are placed the the springs R¹ which keep the
moveable rails normally in line with the fixed rails of the tubes and the tubes are
enlarged below the moveable rails to permit of their depression. The object in
providing the arrangement of moveable rails shown is to prevent the lifting of the
car and possible breakage of parts or derailment in case the end of the arm
projecting from the car as it passes from one cable to another should be caught
on the top of a truck moving up an inclined portion of the tube-Thus for example
if the arm projecting from the car after leaving the main cable and when about to
be caught by the supplemental cable should be struck squarely upon the end by
one of the trucks ascending the inclined portion of the tube the moveable rails
would yield allowing the truck to slip from beneath the arm without lifting the
car. The drum V is held as shown in a pit beneath the roadway and in a slightly
oblique plane of rotation. Keyed to the shaft of this drum is the bevel gear
wheel W from which motion is communicated to the drum W¹ through the bevel
gear wheels W and W* the shaft Ws and bevel gear wheels W and W' the latter
being keyed to the axle of the drum W. From the above described construction
it will be seen that when the car has left the main cable it passes above the curved
tube and its arm entering the slot of such tube is caught by the propelling arm of
one of the trucks of the supplemental cable which carries the car around the
curves from which it passes again to the main truck and is caught by the truck of

page_text: the main cable. The arrangement of the driving mechanism between the drums V
and W₁ is such as to impart to the supplemental cable preferably a slower rate of
speed than that of the main cable. By the above described apparatus effective
provision is made for changing the direction of travel of the main cable at abrupt
curves of the roadway and for conducting the car around such curves.
In figures 40, 41, and 42 of the drawings is illustrated the driving mechanism
whereby motion is communicated to the traction cable and in connection therewith
is shown the adjustable tension wheel whereby a uniform tension of the cable is
maintained. S and S¹ designate the two grooved drums of the driving mechanism
which are similar in construction to the terminal drum heretofore described.
These drums S and S¹ are placed out of alignment with each other in the plane of
rotation as clearly shown in figure 41 motion being imparted to one of the drums
in any suitable manner from the driving shaft of the engine. The main cable and
its connected trucks are led to the drum S by the rails s which deliver the trucks
and cable into the grooves of the drum. From the drum S the cable passes through
the guide rails 8' the central portion of which is bent as shown at 81 figure 41 to
the drum S¹ from which it passes through the guide rails s3 to the tension drum Y
which is grooved upon its periphery similar to the terminal drum heretofore
described. This drum Y is journalled in the slide boxes y which move in the
tracks y¹ and are operated by the tension chains y' and the weights y³ at the ends
of said tracks. By the above described construction of driving mechanism a more
effectual frictional contact is had between the drums and the cable than would be
possible were a single driving drum employed and by means of the drum Y the
tension of the cable and its contact upon the driving drum can be maintained
uniform.
the car.
In order to permit cable railways running in different directions to cross each
other there is provided the improved arrangement of cable tubes illustrated in
figure 43 of the drawings. In these figures 70 designates the track of a road and
71 the track of the intersecting road both these tracks being laid in the usual
manner and being slotted at 72 to permit the passage of the arm projecting from
The main cable tubes 73 and 74 of the tracks are depressed and above
these tubes and upon a level with the road bed are placed the supplemental or false
tubes 75 and 76 having slots through which the arm projecting from the car may
pass until it again enters the main cable tube and is caught by a truck. The
supplemental tube 75 rests upon and is bolted to the main tube 73 which is but
slightly depressed and this supplemental tube is slotted as at 77 to allow the
passage of the projecting arm of the car traversing the cross track. The supple-
mental tubes 75 and 76 are joined to the main tubes 73 and 74 at the beginning
of their depressions so that as a projecting arm leaves the main tube it will enter
the slot of the supplemental tube and be guided thereby. The main tube 74 at the
lowest part of its depression is slotted in the top and provided with the enlarge-
ment 78 the purpose of this construction being to allow free movement of the cable
(as seen in figure 43) without danger of friction against the top of the tube. By
this improved arrangement of cable tubes the cars can cross intersecting tracks
without the necessity of turning to one side the projecting arm.
In figures 44, 45, 46, 47, and 48 of the drawings is shown the apparatus for
removing the dirt from the cable tube at suitable points of the road bed the bottom
plates T of each of the cable tubes T are provided with openings u through which
dirt may pass through the branch pipes U which connect with a main trap U1
situate centrally between the car tracks this trap U₁ consists of a square body 5
having a slightly contracted top ¹ over which is fitted the lid or cover u
and having at one side a discbarge opening which connects with a suitable pipe U
leading into the sewer. The discharge opening is covered by the bottomless
hood beneath which water can pass but which serves to arrest the dirt which
will be removed through the man-hole or top of the trap by a suitable scraper.
By placing the trap between the tracks as shown it serves to collect the dirt

page_text: from both tubes and is in a less exposed position than were it upon either side
In order to ensure the discharge of all the dirt from the scrapers connected to the
moving cable at the front edge of the opening u there is placed a dump block u³
against which the scrapers u which are attached to some of the cable trucks
will strike thereby causing the dirt and mud to fall from the scrapers into the
opening u.
In the modification shown in figures 47 and 48 the trap U₁ is made of considerable
depth and of oblong shape and the branch pipes U which extend downwards project
their lower edges beyond the inner wall of the trap in such manner as to discharge
the dirt from the tubes into a pail or removeable receptacle placed in the bottom
of the trap. Near the bottom of the trap is formed the discharge opening which
leads to the pipe connecting with the sewer.
Having now described and particularly ascertained the nature of the said
invention and the manner in which the same is or may be used or carried into
effect I would observe in conclusion that what I consider to be novel and
original and therefore claim as the invention secured to me by the hereinbefore
in part recited Letters Patent is: —
1. In a cable railway car the combination with a series of moveable projecting
arms adapted to be brought successively into the slot of the cable tube and
mechanism for carrying said arms of a frame for supporting said mechanism
sustained upon the axles of the car substantially as described.
2. The combination in a cable railway car of an endless chain or band provided
with projecting arms for connection with the cable, drums for carrying said chain
or band and a frame for supporting said drums substantially as described.
3. In a cable railway car the combination of an endless chain or band provided
with projecting arms for connection with the cable of drums for carrying said chain
or band and a frame for supporting said drums sustained upon the journals of the
car axles and extending beyond said axles substantially as described.
4. The guide mechanism for the projecting arms substantially as illustrated in
figures 10 of the drawings.
5. In a cable railway car the combination of the endless chain or band provided
with projecting arms for attaching the car to a moving cable, guide mechanism for
said arms, mechanism for arresting the movement of said arms and a main frame
for sustaining said several mechanisms supported upon the journals of the car axles
substantially as described.
6. In a cable railway car the combination with the moveable arms for connection
with a cable of mechanism for locating one of said arms in desired position beneath
the bottom of the car substantially as described.
7. In a cable railway car the combination with an endless chain or band carrying
projecting arms for connection with the cable of the laterally moveable drums for
supporting said chain or band substantially as described.
8. In a cable railway car the combination with the projecting arms for connection
with the cable of a laterally flexible chain or band for supporting said arms and
laterally moveable drums substantially as described.
9. In a cable railway car the combination with the chain or band carrying
projecting arms of the laterally flexible guide mechanism for said chain or band
substantially as described.
10. In a cable railway car the combination with the laterally moveable drum of
the guide roller adapted to enter the slot of the cable tube and means for connecting
the roller to the moveable drums substantially as described.
11. A clamp for attaching trucks to a traction cable said clamp having the novel
features of construction shown in figures 28 and 29.
12. The clamping mechanism for attaching stops or trucks to a traction cable
having a portion fixed securely upon the cable and having a portion adapted to
carry the stop or truck connected to said fixed portion in a manner free to turn
thereon substantially as decribed.

page_text: 13. The mechanism for changing the direction of travel of the cable having the
novel features of construction shown in figures, 24, 25, and 26.
14. The improvements in the construction and arrangement of the cable trucks,
truck rails and cable tubes for enabling the cars to be transferred round curves of
the roadway substantially as shown and described.
15. The improved construction and arrangement of the cable tubes of intersecting
cable roads substantially as shown and described.
.
16. The improved dirt discharge mechanism for the cable tubes constructed as
described.
In witness whereof I the said Edwin Powley Alexander have hereunto set my
hand and seal this twelfth day of June in the year of our Lord one thousand eight
hundred and eighty four.
EDWIN P ALEXANDER (L.S.)