IMPROVEMENTS IN WIRE-ROPE TRAMWAYS
Year: 1878

page_text: LETTERS PATENT to Frank Wirth, of the Firm of Wirth and Company, Patent
Solicitors, at Frankfort-on-the-Main, in the Empire of Germany, for the
Invention of "IMPROVEMENTS IN WIRE-ROPE TRAMWAYS." A communication
from Adolf Bleichert, Engineer, of Leipzig, in the Empire of Germany.
Sealed the 23rd July 1878, and dated the 29th January 1878.
PROVISIONAL SPECIFICATION left by the said Frank Wirth at the Office
of the Commissioners of Patents on the 29th January 1878.
FRANK WIRTH, of the Firm of Wirth and Company, Patent Solicitors, at Frank-
fort-on-the-Maine, in the Empire of Germany. "IMPROVEMENTS IN WIRE-ROPE
TRAMWAYS." [A communication from Adolf Bleichert, Engineer, of Leipzig, in the
Empire of Germany.]
This Invention relates to improvements in wire-rope tramways of that class
chiefly used for the transport of coals, ore, stone, and the like, upon which tramways
the waggons are run by any convenient power.
The said improvements consist in various novel devices, herein-after described.
Wire tramways consist chiefly of two carrying ropes, which are fastened or
anchored at one end, and are provided with a stretching weight at the other. The
ropes are supported at convenient places along the road.
The waggons are hung on the carrying rope on a grooved wheel, and are con-
nected together by an endless rope kept taut and running below the carrying rope.
The waggons are attached at one end of the tramway to the drawing rope by an
automatic coupling apparatus, which opens on the waggon reaching the other end of
the road. At each end of the tramway the two carrying ropes are so connected
together that the waggons arriving from one direction can be run over to the other
rope to be taken back again.
The strength of the ropes, distance between the waggons, speed of rope, and other
arrangements, depend on what the road is required for.
My said Invention is carried into practice as follows, that is to say :-- provide
Price 1 811

page_text: carrying supports, which may be either wire ropes of the so-called spiral construc-
tion, or round iron bars, and for coupling two carrying ropes I use a device consisting
of two joint pieces connected by a centre piece, both being screwed. The two ends
of rope to be connected are tinned, and placed in tube pieces; the ends of the wires
are then bent apart, and the whole warmed by being held in red-hot pincers; the
ends are then cast out solid with a composition of hard tin.
Carrying wires are made by welding the ordinary round iron bars in pieces of,
say, about 50 meters long, and then connecting these by couplings; these couplings
consist of two pieces of threaded metal, both fitting on a nut, the said pieces being
welded to the aforesaid bars. The waggons pass over both these couplings without
jar or jerk.
I provide supports for the carrying rope, which consist of a column fixed to the
earth, and provided at the upper end with a cross piece carried by two brackets;
the said cross piece has a roller or simply a shoe at each end, on which the carrying
rope rests.
There are other rollers to serve in case of need to carry the running
rope.
For tightening the carrying ropes I provide a frame carrying two brackets, each
provided with a chain roller, an axle over which pass chains connected to the wire
rope at one end, and weights at the other end; these weights have to be suited to
the length of rope and weight of load. This method of keeping the rope taut
counteracts the effects of change of temperature.
The chain is connected to the rope by a coupling consisting of a hollow bolt
threaded at each end, the tube fastened to the rope, as before described, and then
screwed into a piece which is attached to the chain in the ordinary manner.
The waggons used for transporting the materials to be moved carry the running
rope and a catching apparatus for the same, and in some cases also a brake
apparatus.
The waggon proper has a cross piece which carries at each end a pivot upon
which the said chain roller wheels rotate; in the centre of the said cross piece a
frame is hung on a pivot in such a manner that it is allowed a certain space for
swing. Frame arms terminate at their lower ends in two hooks, which fit on two
flat-headed pivots, and fastened to the body of the waggon; on the edge of the said
body is placed a hinge to prevent the said body turning over when not desired.
provide a coupling apparatus to attach the waggon to. the running rope, the
frame of which apparatus is attached firmly to the frame of the waggon by a T piece.
The rope pulley, which carries the running rope, turns on an axle. In a sledge-
shaped piece, which can move in prismatical bearings in a frame, are placed two
bolts having their lower ends, which project, forked; one of these bolts may be
moved in a vertical manner, and is pressed downward by a spring. There is a piece
which stops one of the said bolts at its lowest position, and prevents the turning of 4
the same. A hook is provided which can turn on a pivot. Force being applied
against the point of the hook, an arm will push another bolt out of a safety hold
provided for it, and if the hook is pushed still higher the said sledge-shaped piece
rises, and with it the said catch pieces. A plate is provided, and as soon as this
plate has passed a catch the latter is pushed back by a spring into its first position, 4
and between the said plate and a projecting nose, thus preventing any further
lifting of the said sledge-shaped piece. There is another bolt, and if it is now
pressed back this removes the said catch, and allows the sledge-shaped piece to come
down; if while this bolt is pushed back the said sledge piece is lifted, the same can
be taken quite out of the frame.
Knots are placed at fixed distances along the running rope, and when one of.
these knots arrives between the forks of the two said forked bolts, the waggon is
carried along.
For attaching the waggons I proceed as follows, that is to say-The waggon.
being placed in the carrying rope, the running rope is placed upon the said rope
pulley and the said sledge piece dropped, as before described; in this position the
said forks almost rest on the said pulley; a knot coming lifts one of the forks by

page_text: its wedge-shaped cheeks, and passes under; there however it is at once stopped
by the other fork, which is so narrow that the fork cannot pass through; in the
meantime the first-named fork has been forced down by its spring, so that the knot
is held fast on both sides. In this manner the waggons are coupled to-the running
rope.
The opening of the coupling is also entirely automatic, and effected as follows:-
A support placed a short distance before the end station is provided with a pro-
jecting inclined plane on one end of its head cross piece; as soon as a waggon
arrives at this detacher it passes under the aforesaid hook, which turns on a pivot
and uncouples the waggon in the manner described.
The manner of fastening the hooks to the running rope is as follows:-The knot
consists of a steel drum turned conical in its interior. At the place where the knot
has to be fixed the rope is somewhat untwisted, and the hemp centre cut away for
a distance of, say, about 40mm. After the rope has been well tinned at this place
a muff is placed over it, and a pin bored through this place; the ends of the muff
are then shut through split rings, and tin composition run in through holes, thus
filling up all space within the muff; the said pin is then removed, and the hole it
occupied is filled with tin composition. In this manner a metal knot will be formed
tight on the rope.
The body frame of the coupling is attached by a T piece to the hangers of the
waggon. On a pivot is placed the roller carrying the running rope. In the same
plane, and above the said roller, is placed an excentric segment piece, having its
periphery turned out so as to fit close to the running rope; this segment piece is
lightly hung on a pivot attached to a vertically moveable draw bar; this bar, and
with it the said segment piece, are moved vertically by an excentric placed in the
said body frame. To the axis of this excentric is attached a lever in such a manner
that when the latter is placed in a vertical position the said draw bar and segment
are at their lowest point, that is to say, the segment is pressed fast to the rope. By
the drawing of the rope the segment is somewhat moved, causing the same to press
the rope still tighter. Thus the coupling of the waggon and running rope is
effected.
The segment is excentrically formed on both sides in order that if a waggon
arrives at a part of the road where it would go quicker than the rope, it is
prevented.
The automatic loosening of the coupling is effected by the aforesaid catcher on a
suitable support. The waggon on arriving strikes with the end of its lever against
a plate, thus laying the lever over and turning the said excentric, which in its turn
lifts the segment and frees the rope. The lever is held by a counterweight in its
free position.
Another coupling apparatus consists chiefly of discs, one being fastened by a T
piece to the frame of a waggon, and the other being free on a pivot and carrying
the rope, which is fastened firmly to the centre of the first-named disc; these two
discs can be brought close together by a screw and lever, and the rope thus firmly
held between them. The opening of the coupling, that is to say, the throwing back
of the lever, is effected by apparatus, herein-before described, for that purpose.
spring which presses against the hub of the said second disc serves to hold the two
apart, and thus allow the rope a free passage.
A
I also provide a self-acting double working brake for waggons on steep roads,
which has the double purpose of braking the full waggons and preventing the empty
ones from running back in case the rope should break. Thus this brake apparatus
consists of two brakes, one for forward, the other for backward motion. This
brake consists of a double lever placed on a bolt in the cross head, and provided at
each end with brake cheeks, each on a pivot running in the grooves of the wheel.
In a projecting centre of the said lever are two noses, and on the centre bolt are
two similar noses; the space between these two sets of noses is filled out with pieces
of india-rubber separated from each other by small plates of metal. The whole is
then covered with a metal plate.

page_text: The brake for advancing waggons has to be attached in putting together the
waggon in such a manner that when the waggon hangs horizontally the said brake
cheeks are some distance from the edges of the wheels, so that the waggon can run
on a horizontal road without being braked. As soon however as the waggon runs
over on a piece of road which is so much inclined that the waggon hangs on one side,
this causes the brake cheeks to press on the wheels. The working of this brake is
entirely self-regulating, and according to the incline of the road.
The said small metal covering plates are used to regulate the brake, as when the
same has been in use some time it becomes worn, and must be adjusted.
The backward brake consists of a double excentric entirely loose on a pivot, and
is provided with a weight on one side. As soon as a backward movement com-
mences, this excentric fixes itself at once between the wheels, stopping the rotation
in a moment.
The pivots of the carrying wheels are intended to be continually oiled. In order
to effect this as well as possible the front hub of the wheel is screwed and provided
with a cap fitting to the same. A groove is worked in the pivot corresponding
to a hole in a steel ring; thus a small turn of the cap will introduce oil into the
wheel.
I provide straining and driving apparatus for the running rope, in which the chief
rope wheel is put in motion by a toothed wheel, pinion, and pulley. The wheel on
the other end of the axle is not fastened, but quite free, and of the same measurement
as the chief rope wheel. The running rope passes over the said chief rope wheel
round a horizontal wheel, then over the said loose wheel and a carrying roll to the
next station.
The straining of the running rope is effected by the said horizontal wheel rotating
on a pivot, which is firmly attached to a sledge carried in guides, the whole being
clasped by a fork; this latter is connected by a chain passing over a roll and hook
with a stretching weight.
The above-named tension apparatus has the advantage of counteracting the effect
of any change in the temperature upon the tautness of the rope.
With the said chain a windlas is connected. Around a chain drum a chain passes,
which is attached to the said weight and its chain by a ring; this arrangement is to
prevent the fall of the said weight should the rope break; also to lift the weight
during any repairs to the rope or otherwise. By unwinding the chain from the said
drum the stretching weight is again brought into play.
Junctions are adopted to bring a waggon from one road to another; also for the
convenience of loading, unloading, or like operations.
A fixed junction consists chiefly of a flat iron with rounded head carried into the
rope, and levelled to the same by tongues of metal being afterwards bent out from
the ropeway in a loop; these rails are supported by wooden framework.
A transportable junction consists of a round-headed flat iron pointed to tongues
at each end, which rest on the carrying rope. The rear portion of the junction is
bent round at a certain distance below the ropes. The two pointed ends are attached
by fork screws to the carrying rope, the main body of the junction being supported
by a light frame. The waggons as they arrive uncoupled are carried by the running
rope round the junction and up to the other side. A pair of rolls supported by a
frame carry the running rope.
Disengaging couplings are used to move the waggon from the chief rope to a
siding or the like. I provide a disconnecting piece of rail connected with the next
support by a vertical hinge. The said piece is provided with a tongue which fits on
the rail, and is disengaged by lifting the same and pulling it on one side, thus
opening the junction.
Curve supports for divided lines are used when the road cannot be taken in a
straight line. Two supports trussed from each side as well as from the pressure side
are provided at their upper ends with a shoe for carrying the carrying rope. On
the outer side of this shoe is a groove, which in the one is concave, and in the other
convex; in these grooves is placed a number of sinall turned rolls, against which

page_text: the carrying rope rests, the same being so stretched that the tension on each side is
equal.
The waggons do not run on the rope in going round these curves, but on extra
rails provided with tongues which lie flat on the rope, and guide the waggon to
the rail.
Three rolls are provided for carrying the running rope, namely, one centre roll
and two supporting rolls.
In some conditions it is more advantageous to change the loaded bodies of
waggons than their contents. This change is effected by means of a truck which
carries two platforms, each one suited to receive a waggon body, and which can
move in guides in a vertical direction; these trucks are run under two waggons, and
a lever working an excentric is pulled over, thus lifting the body of the waggon, its
frame being then easily pushed on one side.
The general manner of using such an apparatus is the following:-On one side of
the wire ropeway two empty waggons arrive, and are let down on the truck and
pushed over to the loading place. In the meantime two full waggons have arrived,
and are lifted, as described, to the frames of those just taken away, and so on.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Frank Wirth in the Great Seal Patent Office on the 29th July
1878.
"
FRANK WIRTH, of the Firm of Wirth and Company, Patent Solicitors, at Frank-
IMPROVEMENTS IN WIRE-ROPE
fort-on-the-Maine, in the Empire of Germany.
TRAMWAYS." A communication from Adolf Bleichert, Engineer, of Leipzig, in the
Empire of Germany.
This Invention relates to improvements in wire-rope tramways of that class
chiefly used for the transport of coals, ore, stone, and the like, upon which tramways
the waggons are run by any convenient power.
The said improvements consist in various novel devices, herein-after described.
Wire tramways consist chiefly of two carrying ropes, which are fastened or
anchored at one end, and are provided with a stretching weight at the other. The
ropes are supported at convenient places along the road.
The waggons are hung on the carrying rope on a grooved wheel, and are con-
nected together by an endless rope kept taut and running below the carrying rope.
The waggons are attached at one end of the tramway to the drawing rope by an
automatic coupling apparatus, which opens on the waggon reaching the other end of
the road. At each end of the tramway the two carrying ropes are so connected.
together that the waggons arriving from one direction can be run over to the other
rope to be taken back again.
The strength of the ropes, distance between the waggons, speed of rope, and other
arrangements, depend on what the road is required for.

page_text: The said Invention is illustrated in the accompanying Drawings, which I will now
proceed to describe.
"..
1. The carrying supports, which may be either wire ropes of the so-called spiral
construction, or round iron bars.
And, 2. The coupling of the carrying ropes and carrying wires are shewn in
Sheet 1 of the said Drawings.
For coupling two carrying ropes I use the device shewn in Figures 2, 3, 4. It
consists of two joint pieces a, a, connected by a centre piece b, both being screwed.
The two ends of the rope to be connected are tinned and placed in the tube pieces
a, a; the ends of the wires are then bent apart, and the whole warmed by being
held in red-hot pincers; the ends are then cast out solid with a composition of
hard tin.
Carrying wires are made by welding the ordinary round iron bars into pieces
of about 50 meters long, and then connecting these by couplings, as in Figure 1,
Sheet 1. These couplings consist of two pieces of threaded metal c, c, both fitting on
the nut d, the pieces c, c, being welded to the aforesaid bars. The waggons pass over
both these couplings without jarring or jerking.
3. The supports for the carrying rope are shewn in Sheet 2.
A support consisting of a columna is fixed to the earth, and provided at its upper
end with a cross piece c carried by two brackets b, b; the said cross piece has a
roller d or simply a shoe at each end, on which the carrying rope rests. The rollers e
serve in case of need to carry the running rope.
4. The tightening apparatus for the carrying ropes is shewn in Sheet 3 of the
Drawings.
I provide a frame carrying two brackets a, a, each provided with a chain roller
on axle b, over which pass the chains d, d, connected to the wire ropes at one end,
and the weights eat the other end; these weights have to be suited to the length of
rope and weight of load. This method of keeping the rope taut counteracts the
effects of changes of temperature.
The chain is connected to the rope f by a coupling consisting of the hollow
bolt h threaded at each end, the tube g fastened to the rope, as before described,
and then screwed into the piece h, which is attached to the chain in the ordinary
manner.
In Sheet 4 of the Drawings I have shewn the waggons used for transporting the
materials to be moved; they carry the running rope and the catching apparatus for
the same, and in some cases also a brake apparatus.
The waggon proper has a cross piece a, which carries at each end a pivot b, upon
which the rollers or wheels c rotate; in the centre of the cross piece a the frame e
is hung on the pivot d in such a manner that it is allowed a certain space for
swinging. The frame arms e terminate at their lower ends in two hooks, which fit 4
on two flat-headed pivots f, fastened to the body g of the waggon; on the edge of
the body g is placed a hinge h to prevent the improper turning over of the same.
A coupling apparatus used to attach the waggon to the running rope is shewn in
Sheet 5 of the Drawings. The frame a of this coupling apparatus is attached firmly
to the frame e of the waggon by the Ṭ piece h. The rope pulley b, which carries 4
the running rope, turns on its axle c. In the sledge-shaped piece d, which is free to
move in its prismatical bearings in the frame a, are placed two bolts f, g, having
their lower projecting ends forked; the bolt f can move in a vertical direction, and
is pressed downwards by a spring. The piece i stops the bolt fat its lowest posi-
tion, and prevents a turning of the same. The hook k is free to turn on its pivot l. 5
Force being applied in the direction of the arrow against the point of the hook, the
arm m will push the bolt n out of its safety hold o; if the hook is pushed still
higher, the sledge piece d rises, and with it the catch pieces. As soon as the plate p
has passed the catch o, the latter is pushed back by the spring into its first position,
and between the plate p and projecting nose q, thus preventing any further lifting 5
of the sledge-shaped piece d. If the bolt r is now pressed back, the catch o is
removed, and allows the sledge piece d to come down; if while the bolt r is

page_text: pushed back the sledge piece d is lifted, the same can be taken quite out of the
frame a.
Knots s are placed at fixed distances along the running rope, and when one of
these knots arrives between the forks fand 9, the waggon is carried along.
The attachment of the waggons is effected as follows, that is to say:-The waggon
being placed in the carrying rope, the running rope is placed upon the wheel b, and
the sledge piece d is dropped, as above described; in this position the forks f and g
nearly rest on the wheel b; a knot coming in the direction of the arrow lifts the
fork f by its wedge-shaped cheeks, and passes under; there however it is at once
stopped by the fork g, which is so narrow that the knot cannot pass through; in
the meantime the fork f has been forced down by its spring, so that the knot is
held fast on both sides. In this manner the waggons are coupled to the running rope
The opening of the coupling is also entirely automatic, and is effected as follows:-
A support placed a short distance before the end station is provided with a pro-
jecting inclined plane i, Sheet 4, on one end of its head cross piece; as soon as a
waggon arrives at this detacher it passes under the hook k and uncouples the waggon
in the manner above described.
The manner of fastening the knots to the running rope is illustrated in Sheet 6 of
the Drawings.
The knot consists of a steel drum 8 turned conically in its interior. At the place
where the knot has to be fixed the rope is somewhat untwisted, and the hemp centre
cut away for a distance of, say, about 40mm. After the rope has been well tinned
at this place the muff is placed over it, and a pin h bored through this place from a
the ends of the muff are then shut through split rings i, i, and tin composition
is poured in through the holes g, g, thus filling up all the space within the muff; the
pin h is then removed, and the hole occupied thereby is filled with tin composition.
In this manner a metal knot will be formed tight on the rope.
to a;
The body frame of the coupling, shewn in Sheet 7, is attached by a T piece to the
hangers of the waggon. On the pivot e is placed the roller b, carrying the running
rope in the same plane, and above the roller b is placed the excentric segment piece d,
having its periphery turned out to fit close to the running rope; this segment piece
is lightly hung on the pivot e, attached to the vertically movable draw bar f; this
bar, and with it the segment piece d, are moved vertically by the excentric g,
placed in the body frame a. To the axle of this excentric is attached a lever h
in such a manner that when the latter is placed in a vertical position the draw bar f
and segment & are at their lowest point, that is to say, the segment d is pressed fast
to the rope by the drawing of the rope; the rope is somewhat moved, causing
the same to press the rope still tighter. Thus the coupling of the waggon and
running rope is effected.
The segment d is excentrically formed on both sides in order that if a waggon
arrives at a part of the road where it would go quicker than the rope, it is
prevented.
The automatic loosening of the coupling is effected by the catcher p on a suitable
support, as shewn on Sheet 4 of the Drawings. The waggon on arriving strikes
with the end of its lever the plate p, thus laying the lever over and turning the
excentric g, which in its turn lifts the segment d and frees the rope. The lever is
held by a counterweight in its free position.
Sheet 8 shews another coupling apparatus, which consists chiefly of the discs a, b,
the former being fastened by a T piece to the frame of a waggon, while the latter
is free on the pivot c and carries the rope, which is fastened firmly to the centre of
the disc a; these two discs can be brought close together by the screw d and lever,
and the rope thus firmly held between them. The opening of the coupling, that is
to say, the throwing back of the lever, is effected by an apparatus shewn in Sheet 4.
The spring e, which presses against the hub of the disc 6, serves to hold the two
apart, and thus allow the rope free passage.
A self-acting double working brake for waggons on steep roads is shewn in Sheet 9
of the Drawings. This brake apparatus is used on such roads on which the materials

page_text: .
carried come down steep inclines, and serves the double purpose of braking the full
waggons and preventing the empty ones from running back in case the rope should
break. Thus this apparatus consists of two brakes, one for forward, the other for
back ward motion.
In Figures 1 to 6, Sheet 9, the said apparatus used in connection with the trans-
port of waggons is shewn.
The brake consists of a double lever a placed on the bolt b in the cross head, and
provided at each end with the brake cheeks d, each on its pivot c, running in the
grooves of the wheel.
In a projecting centre of the lever a are two noses e¹, e², and on the centre bolt are
two similar noses f¹, f²; the space between these two sets of noses is filled with
pieces of india-rubber g, separated from each other by small plates of metal h. The
whole is then covered with a metal plate l.
The brake for advancing waggons has to be attached in putting together the
waggon in such a manner that when the waggon hangs horizontally the said brake
cheeks are some distance from the edges of the wheels k¹, k2, on the cross piece n, so that
the waggon can run on a horizontal road without being braked. As soon however
as the waggon runs over a piece of road which is so much inclined that the waggon
hangs on one side, this causes the brake cheeks d, d, to press on the wheels k¹, k².
In Sheet 9 of the Drawings the brakes are shewn working on an incline of 1:15.
The working of this brake is entirely self-regulating, and according to the incline of
the road.
l
The aforesaid small metal plates are used to regulate the brake, as when the
same has been in use some time it becomes worn, and must be adjusted.
The backward brake consists of a double excentric m entirely loose on the pivot b,
and is provided with a weight on one side. As soon as a backward movement
commences, this excentric fixes itself at once between the wheels, stopping the
rotation instantaneously.
Straining and driving apparatus for the running rope is shewn in Sheet 10.
The chief rope wheel a is put in motion by a toothed wheel b', pinion 62, and 3
pulley c. The wheel e on the other end of the axle d is not fastened, but is quite
free, and of the same diameter as the wheel a. The running rope passes over the
chief rope wheel a, around the horizontal wheel f, whose diameter equals the distance
between the wheels a and e, then over the loose wheel e and carrying roll g to the
next station.
The straining of the running rope is effected by the horizontal wheel frotating
on the pivot h, which is firmly attached to the sledge lc, carried in the guides i, the
whole being clasped by the fork ; this latter is connected by the chain n passing
over the roll m and hook o with the stretching weight p.
The above-named tension apparatus has the advantage of counteracting the effect 4
of changes in the temperature upon the tautness of the rope.
With the chain n a windlas is connected. Around the chain drum of the same
passes a chain r, which is attached to the weight p and its chain n by the
rings; this arrangement is to prevent the fall of the weight p should the rope break;
also to lift the weight during repair of the rope or otherwise. By unwinding the 4
chain from the drum q the stretching weight is again brought into operation.
Should the locality require the separation of the driving attachment from the
stretching apparatus, the same is arranged as shewn in Sheet 11 of the Drawings.
This apparatus consists essentially of the same parts as those above described.
Junctions are adopted to bring a waggon from one road to another; also for the 5
convenience of loading, unloading, or similar operations, and are divided as follows:-
On Sheet 11 I have shewn stationary junctions; on Sheet 12, transportable junc-
tions; on Sheet 11, movable junctions.
The fixed junction consists chiefly of a flat iron a with rounded head carried into
the rope, and levelled to the same by tongues b of metal, being afterwards bent 5
out from the ropeway in a hoop; these rails are supported by wooden frame-
work c.

page_text: The transportable junction, shewn in Sheet 12, consists of a round-headed flat
piece of iron a, with pointed tongues b at each end, which rest on the carrying rope.
The rear portion of the junction is bent round at a certain distance below the ropes.
The two pointed ends b are attached by fork screws c to the carrying rope, the main
.body of the junction being supported by the light frame d. The waggons as they
arrive uncoupled are carried by the running rope round the junction and up to the
other side. The pair of rolls e supported by the frame f carry the running rope.
The disengaging couplings, shewn in Sheet 11, are used to move the waggon from
the chief rope to a siding or the like. The disconnecting piece of rail d is connected
with the next support g by a vertical hinge e; the said piece d is provided with a
tongue which fits in the rail, and is disengaged by lifting the same and pulling it on
one side, thus opening the junction.
The curve supports for divided lines, shewn on Sheet 13, are used when the road
cannot be taken in a straight line. Two trussed supports are provided at their upper
ends with shoes a¹, a², for supporting the carrying rope. On the outer side of these
shoes is a groove, which in the one is concave, and in the other convex; in these
grooves is placed a number of small turned rolls i, against which the carrying rope
rests, the same being so stretched that the tension on the sides is equal. In the
Drawing the angle of bend is 120.
The waggons do not run on the rope on passing around these curves, but on
extra rails 61, 62, provided with tongues c', c³, which lie flat on the rope, and guide
the waggon to the rail.
Three rolls are provided for carrying the running rope, namely, one centre roll d,
and two supporting rolls e.
In Sheet 14 I have shewn apparatus for removing and replacing the bodies of
waggons in their suspending frames.
In some conditions it is more advantageous to change or remove the loaded bodies
of waggons than their contents. This change is effected by a truck which carries
two platforms a¹, a²; each one is suited to receive a waggon body, and can move in
guides b in a vertical direction; these trucks are run under two waggons, and the
hand lever c, working on the excentric d, is pulled over to lift the body of the
waggon, its frame being then easily pushed in one side.
The manner of using this apparatus may be seen by referring to Figures 6
and 7.
Having thus fully described the said Invention, and the manner of performing
I wish it understood that I claim,-
the same,
First. The coupling for the carrying rope and the coupling for round iron, as
shewn on Sheet 1, and as above described.
Second. The manner of seating the carrying rope and the use of supporting rollers
for the running rope, as above described in connection with Sheet 2 of the
Drawings.
Third. The stretching apparatus, with chains, wheels, and weights; also the
coupling of the chains to the rope, as shewn on Sheet 3, and as above described.
Fourth. The waggons, as shewn on Sheet 4, consisting of the box g, the frame c,
the cross piece a, the pivot d, the carrying rolls c, the pivots f, and catch h.
Fifth. The means for coupling the running rope with the waggons, as shewn on
Sheet 5, consisting of the guide wheel b, with pin c, the frame with the sledge d,
the pins f, g, the steel plate i, the detacher / and detaching pin n, bolt o, steel
plate p, and bolt r, in combination with the detacher i, in Sheet 4 of the Drawings,
as above set forth.
Sixth. The attachment of the catch knots to the running rope, as shewn on Sheet 6,
and the method of fastening the same, as above described.
with
Seventh. The means for coupling the running rope with the waggons, as repre-
sented on Sheet 7, and comprising the rope wheel b, pin c, the frame or body a, the
segment piece d in connection with the pin and rod f, the excentric
detacher and detaching plate p, in Sheet 4 of the Drawings, as above set forth.
Eighth. The method of coupling the running rope with the waggons, as shewn on

page_text: Sheet 8, by means of the disc a, bolt c, clamping disc b, screwed nut d provided with
a lever arm and the spring e, as above set forth.
Ninth. The automatic double-acting brake apparatus, shown on Sheet 9, and
more especially the cross piece n, wheels k', k², centre bolt 6 with the noses or cheeks
f, f, the double lever with the brake cheeks d and internal projection e', e³, the
india-rubber plates g and metal discs forming the forward brake, also the backward
brake consisting of the double excentric m on the centre pin b between the two
running wheels, as above set forth.
Tenth. The method of stretching the running rope by the means shewn on
Sheet 10, together with the safety apparatus therefor, consisting chiefly of the
pulley c, axle d, wheels 61, 62, rope wheels a, e, stretching wheelf with sledge piece k,
pivot h, sledge guide i, fork l, guide wheels m and the stretching weight p hanging
at the end of a chain, and the safety drum q with the stretching weight p, as above
set forth.
Eleventh. The method of stretching the running rope by the means shewn on
Sheet 11, consisting of the sledge guide i, sledge k with pivot h and rope wheel f
fork l, and chain with the stretching weight p, as above set forth.
Twelfth. The arrangements of the junction or siding apparatus, shown on Sheet
11, and as above described.
Thirteenth. The transportable junction apparatus, as represented on Sheet 12, and
as above described.
Fourteenth. The curve, represented on Sheet 13, consisting chiefly of the shoes
a¹, a³, the rolls i, the junction rails 61, 62, the guide wheels d, and carrying wheels e,
as above described.
Fifteenth. The means for taking the bodies of the waggons from their frames, as
represented on Sheet 14, together with the trucks used for this purpose, with two
platforms a¹, a², shaft b, lever c, and the two excentrics d, d, as above described.
In witness whereof, I, the said Frank Wirth, have hereunto set my hand
and seal, this Twentieth day of July, in the year of our Lord One thousand
eight hundred and seventy-eight.