IMPROVEMENTS IN APPARATUS EMPLOYED IN THE PROPULSION OF TRAMWAY CARS BY MEANS OF ROPES
Year: 1877

page_text: LETTERS PATENT to John Imray, of Southampton Buildings, in the County of
Middlesex, for the Invention of "IMPROVEMENTS IN APPARATUS EMPLOYED
IN THE PROPULSION OF TRAMWAY CARS BY MEANS OF ROPES."
.
A communi-
cation from abroad by William Eppelsheimer, of San Francisco, California, in-
the United States of America.
Sealed the 20th November 1877, and dated the 17th August 1877.
PROVISIONAL SPECIFICATION left by the said John Imray at the Office
of the Commissioners of Patents on the 17th August 1877.
« IM-
JOHN IMRAY, of Southampton Buildings, in the County of Middlesex.
PROVEMENTS IN APPARATUS EMPLOYED IN THE PROPULSION OF TRAMWAY CARS BY
MEANS OF ROPES." [A communication from abroad by William Eppèlsheimer, of
San Francisco, California, in the United States of America.]
According to a method of propulsion sometimes employed for tramway cars a
continuous rope is caused to. run over suitable guide pullies within a trough or
channel under the roadway, the said channel having along its upper side a slit.
A shank projecting down froin the tramway car, or preferably from a separate
driving truck attached thereto, passes through this slit, and has on its lower end a
gripping apparatus by which the rope can be held or let go.
When the rope is
gripped the car is propelled; and when the rope is released the car can be stopped
by the use of a break.
This Invention consists in improvements of apparatus employed in this method
of propulsion, as will now be described.
For the purpose of gripping the rope there are hinged on the lower end of the
driving shank two jaws having inclined backs, and having hollow faces which are
preferably removeable, so that they may be readily replaced when worn. In the
shank are fitted two, sliding bars which can be moved upwards or downwards in
guides, and which at their lower ends carry rollers that bear on the inclined backs
of the gripping jaws, so that when these bars are depressed the jaws are pressed
71

page_text: towards each other, firmly gripping the rope between their hollow faces. When
the bars are raised studs upon them act upon the gripping jaws so as to open them,
leaving the rope free. The shank carries guide pullies over which the rope passes,
and by which it is guided between the jaws.
In a modified form of the gripping apparatus one of the jaws is fixed in a nearly
horizontal position near the lower end of the shank, and the other jaw is slid away
from it vertically to release the rope, or towards it to grip it.
According to another construction the jaws are fitted to slide horizontally in
guides at the lower end of the shank, and are forced together or drawn apart by
means of a right and left handed screw worked by a pitch chain, which passes
down channels in the shank and round a pulley fixed on the screw spindle.
For the purpose of clearing the rope entirely from the gripping apparatus the
guide pullies on the shank may be made in halves, each half being pressed towards
the other by a spring, in which case they form a complete grooved pulley having
the rope running in the groove. When, however, the jaws are opened, the same
action causes the two halves of each pulley to separate, leaving the rope free between
them.
Instead of fixed jaws to grip the rope, pullies may be used, means being provided
of straining them against the rope with sufficient force to prevent slip.
The sliding bars extending down the shank for the purpose of working the
grippers may be worked by levers or cams, or by hydraulic jacks from the platform
of the car or driving truck.
When the shank is projected down from a spring car it is fitted so as to slide
bodily within a sleeve on the car, and has a guide wheel running on the rail, so
that it does not partake of the vertical oscillations of the car body.
An improved break for stopping the car when the grip is released consists of
two bent levers mounted on the under side of the car platform, so that they can be
moved in a vertical plane transverse to the car. The upper ends of these two
levers are jointed to nuts on a right and left threaded screw spindle; their lower
ends are provided with shoes to bear on the rails. By turning the screw spindle in
the one direction the shoes are raised clear from the rails, but by turning it in the
opposite direction the shoes are pressed firmly down on the rails, and produce the
friction necessary to stop the vehicle.
The channel for the rope may be in the middle, between the rails, or nearer to the
one side; also, it may be formed outside one of the rails; and this is convenient in
cases where the system of rope traction is applied to existing tramways, as a channel
of this kind can be formed without disturbing the rails already laid. The driving
shank is in such a case mounted on an arm projecting from the side of the car or
driving truck.
In constructing the rope channel its base is preferably secured by a strong tie
to the rail sleepers, and its sides strutted thereto, so that the slit along its upper
face may be held firmly in gauge with the rails.
As the gripping apparatus has to pass the successive guide pullies in the channel,
these pullies are mounted on lever arms kept in position by springs, but so mounted
that they are pushed out of the way as the gripper approaches them, being
returned to their normal position by the springs when the gripper has passed clear
beyond them.
In order the more readily to clear these pullies the shank of the gripping apparatus
may be made to enter the rope channel in an inclined attitude, and the slit over
each pulley may be made to curve a little off towards the one side, so that the
shank as it passes the pulley is somewhat deflected from its straight course.
When this arrangement is adopted the driving shank is mounted by trunnions on
the car or driving truck, so as to allow it to swing a little either way; and
generally it is preferable thus to mount the driving shank, so that it may freely
yield to inequalities of gauge or transverse oscillations of the vehicle.
In some cases the upper surface of the rope channel may be utilised for the
purpose of a friction break in the following manner :-A lever mounted on the

page_text: vehicle works a shank or sliding bar which projects down through the slit of the
channel, and carries a shoe fixed to it within the channel. When it is desired to
apply the break the lever on the vehicle is moved, so as to draw the shoe up against
the upper surface of the channel with such pressure as may be necessary to produce
the required friction.
A convenient construction of rope channel is of the following kind:-The bottom
is a trough of cast iron with strengthening ribs projecting outwardly from it at
intervals, and uprights to which are bolted two longitudinal girders of L shape
inverted, their horizontal limbs projecting inwards to cover the channel, except the
narrow slit left between them for the passage of the driving shank. Spaces are
left between the upper edges of the trough and the lower edges of the L girders,
and these spaces are covered by thin sheets of iron, which can be readily removed.
to give access to the interior of the channel. The trough bottom is cast in lengths, .
the one end of each length being made with a projecting lip or flange which lodges
in a recess formed in a lip of the adjoining length, the junction being made good
with suitable cementing material.
Otherwise the channel may be made of a number of successive wrought-iron
bars bent to U shape, and lined with sheet metal, these bars carrying the L girders
at top to form the cover and slit of the channel.
For a by-pass or switch a portion of the channel may be attached to a turning
plate, which, like a turn-table, can be moved partly round so as to direct the
channel towards either line; or a moveable switch tongue may be provided where
the channel branches off, so that the driving shank can be directed into the slit
either way.
The driving rope, in the case of a double line, generally passes round the circum-
ference of a horizontal pulley, which leads it from the one channel to the other;
or in the case of a single line it is passed round such a pulley to guide it to the
winding drum.
For the purpose of tightening the rope in either case this horizontal pulley is
mounted on a truck running on underground rails. A barrel mounted on the same
truck has on its axis a pinion which gears into a rack fixed on the rail bed, and
from this barrel a rope leads over a pulley or second barrel to a weight hanging
in a well or pit. This weight, tending to turn the barrel and pinion, causes the
truck of the rope pulley to be drawn backwards along its rails, thus tightening the
rope.
It is preferred, however, to connect the pinion to the barrel by a ratchet or pawl,
or other suitable clutch, so that the strain can be relieved when required, and
the pulley truck can be fixed in position by a pawl taking into the rack teeth..
A worm wheel and worn can also be applied to take up slack by hand by
turning the pinion that gears with the rack in cases where the pit, for the
tightening weight is too limited to allow sufficient descent of the weight for this
purpose.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent_filed by
the said John Imray in the Great Seal Patent Office on the 15th February
1878.
"
IM-
JOHN IMRAY, of Southampton Buildings, in the County of Middlesex.
PROVEMENTS IN APPARATUS EMPLOYED IN THE PROPULSION OF TRAMWAY CARS BY
MEANS OF ROPES." A communication from abroad by William Eppelsheimer, of
San Francisco, California, in the United States of America.
According to a method of propulsion sometimes. employed for tramway cars, a
continuous rope is caused to run over suitable guide pullies within a trough, or
channel under the roadway, the said channel having along its upper side a slit. A
shank projecting down from the tramway car, or preferably from a separate driving
truck attached thereto, passes through this slit, and has on its lower end a gripping.
apparatus, by which the rope can be held or let go. When the rope is gripped the
car is propelled, and when the rope is released the car can be stopped by the use of a
break.
This Invention relates to improved apparatus for this purpose, which I will describe,
referring to the accompanying Drawings, shewing several modified constructions of
apparatus for gripping and releasing the driving rope of tramway lines and tubes for
the passage of the rope along suitable guide pullies, of breaks for stopping the vehicle
arranged to act in connection with such tubes, and of apparatus for tightening the
rope.
Figs. 1 to 6 on Sheets I. & II. represent an improved rope gripping apparatus
to attach vehicles on moving ropes, Fig. 1 being an end view; Fig. 2, a side view ;
Fig. 3, a plan, looking from below; and Figs. 4 and 5, sectional plans; and Fig. 6, a side
view of a modified construction.
•
The shank I, connected by its upper end to the vehicle, has on its lower end the
hinged jaws i, i, between which, in suitable semicircular recesses or channels b on
their inner faces, the rope is grasped. The outer faces of these jaws are inclined
outwardly from the hinge joints to their lower edges, and upon these faces are
arranged to bear friction rollers f, mounted on pins f¹, and carried by cross pieces h, k,
which are fixed to the lower ends of the slides K, K. These slides are guided
longitudinally along the shank I, and are composed of slide bars, connected at
the top by a piece on a pin, on which the cam groove of the power level L works.
The guides of the slides K are formed by the shank I in the middle, the two
outer bars N, N, and the side plates d, d, d, d, fastened to N and to I. Each of the
jaws i, i, has at its one end a lip i, i, parallel with the outer face, and against this
lip bears the pin e projecting from the cross piece k, so that when the latter is raised
it opens the jaws; g, g, are frames carrying the rope guide rollers M, M. These
guide rollers may be mounted each on its own frame g, or the two guide rollers may
be in one frame, as shewn in Fig. 6; in the former case the frames g, g, are hinged
to the bars N, N, on the inside, and on the outside to the bracket O; in the latter
case, shewn in Fig. 6, the frame g is only hinged to the uprights N, N. The
bracket is partly hollow and fastened to the shank I and uprights N, N; it carries
the pins for the upper guide rollers a, a, which are used when the rope présses
upwards in the jaws. The plates g', g', forming the inner faces of the frames g, g,
have at their upper ends a hook shape g². The pins f¹, f¹, pressing against these
plates g', g', keep them in a position such that the pullies M, M, guide the rope
through the jaws. If the pins f' are raised a certain height they act on the hooks g
so as to open out the frames g and guide pullies M, and thus these pullies can be
opened sufficiently for introducing the rope or dropping it out. Frames g, g, and
pullies M, M, may be provided on both sides of the moving rope.
The plates d, d, d, d, are preferably made of hardened steel, and are secured by
screws, so that they can be replaced when worn out, and the jaws have removeable
linings n, n, which can also be replaced when worn out.
The operation of this gripping apparatus is as follows:-The slides K, K, with

page_text: the cross pieces k, k, are raised to their extreme height by the lever L, the pins e, e,.
opening the jaws i, and the pins f', f, opening the frames g, g, and guide rollers M, M,
wide enough to receive the rope. The rope is either put in by a hook, or by raising.
it with a pulley mounted on a frame, or by lowering the whole gripping apparatus
until it is engaged within the jaws and rollers. Then the slides K and cross pieces k, k,-
are lowered, so that the pins f¹, f', bring the guide rollers M, M, into their proper
position to guide the rope through the jaws, which are also brought together by:
the press rollers f. f. The cross pieces k, k, are pressed down still more, until the
friction between the jaws and moving rope is sufficient to propel the vehicle, where-.
upon the pulleys M, M, cease to revolve. To stop the vehicle temporarily the
slides K, K, are raised a little so as to loosen the jaws, the guide rollers M, M, then
continuing to guide the rope through the jaws. To prevent a too sudden start the
slides are depressed very slowly.
At the end of the course the gripping apparatus is taken off the rope by raising
the slides K to the extreme height, whereupon the apparatus can be attached to the:
return rope.
i
Figs. 7, 8, and 9, on Sheet II. represent a gripping apparatus of a modified con-
struction into which the rope is introduced sideways; Fig. 7 is an end view; Fig. 8,
a front view; and Fig. 9, a plan. In this case the lower jaw A is moveable, and the
upper jaw B is attached to bars b, b; a is a slide in one piece with the jaw A,.
moved up or down by a lever or by a hydraulic jack. The stationary jaw B is in
one piece with the bars b, b; plates d, d, attached to these bars form side guides for.
the slide a The bars b, b, and steel plates d, d, form the shank which is connected
on its upper end with the vehicle. The bracket E adjustably screwed to b, b, carries,
the guide rollers D, D. To the jaw B. is fastened the spring bar e which carries the;
upper guide rollers C, C, to take upward pressure of the rope. The plates d, d,,
are preferably of hardened steel, readily replaced when worn out, and the jaws have.
likewise gripping faces n, n.
In working this gripping apparatus the slide a with its jaw A is moved down by.
its own weight or by a spring, until the opening between the jaws is wide enough
to receive the rope, which owing to the shape of the jaw A and the position and
form of the guide rollers D, D, readily enters, its introduction being facilitated by
making the upper jaw B with a projecting bill. The rope having entered the jaw Å
is raised till the pressure on the rope gives sufficient friction to propel the vehicle..
To stop the vehicle temporarily, the jaw A is slightly lowered, and then the guide.
rollers C and D guide the rope through the jaws without friction.
Figs. 10 and 11, Sheet III., represent a side and end view of similar apparatus,
without the guide, rollers C, .C, and spring bar c, the bracket E which carries the
rollers D, D, being in this case adjustably connected to the moveable jaw A.
:
Figs. 12, 13, and 14, Sheet III., shew by end view, side view, and plan respec-.
tively, the application of a hydraulic jack to work the slide a, which, by means of
the cross head f and two rods c, c, is connected to the hydraulic cylinder K. For a
great movement of the jaw, as required in engaging or disengaging the rope, the
large plunger A is worked; but to produce the necessary friction for propelling, the
small plunger B is worked by the lever G. The plunger B may be loaded with a;
weight H, which presses this plunger down with sufficient force to start the vehicle."
The weight and plunger may be raised by a cord from a distant part of the vehicle,
and this cord being slacked the vehicle will be started by the weight H. The
frame D for supporting the hydraulic jack and gripping apparatus is mounted in.
trunnions C, C, so as to permit the shank to take any desired attitude. The.
bearings d, d, of the trunnions C, C, are sliding blocks moving in the guide rails E, E,
in any desired part of which they may be fastened by clamp screws.
Figs. 15 to 21, on Sheets III. & IV., represent a gripping apparatus of modified"
construction, in which the grip is given by rollers alone, or by rollers with small
jaws on the upper side of the rope. Fig. 15 is a transverse section of this apparatus;;
Fig. 16, a side view; and Fig. 17, a plan. Figs. 18, 19, 20, and 21 shew details to a
larger scale.
The shank I is connected to the vehicle. In recesses at its lower end

page_text: are mounted the rollers a, a, a. Frames g, g, carrying the guide rollers M, M
(which in this case are also pressing rollers) are hinged to the shank. These frames
are like those described with reference to Figs. 1 to 5, arranged to be pressed
together by the rollers f, f. For raising the frames g, g, by the pins f¹ they have
hooks g². The cross pieces k, k, carrying the pressing rollers f, f, are attached to
the bars K, K. Strengthening bars b, b, form bearings for the pins of the rollers f, f
The plates d, d, of hardened steel, connect the bars K, K, together, and slide with
them up and down the shank I, and against the bracket Q of the vehicle.
angular lever L, which moves K, K, up and down, is kept in any position by the
notched quadrant R. The shank I is connected to the bracket by bolts, which
secure also the bars S. The bracket Q is fitted to slide in two guides O, O, which
can be set at any inclination by pins p between the brackets P, P.
The
On Sheet V. Fig. 22 is a side view; Fig. 23, a vertical section; and Figs. 24, 25,
and 26 are sectional plans of a gripping apparatus in which the jaws A are moved
by a right and left threaded screw L. The shank is hollow, consisting of plates d, d,
connecting bars F, F, the lower ends of which are attached to a frame f₁, f', with
sides ff, forming guides for the sliding jaws A, A. These jaws have in their
upper side the nuts for the right and left threaded screw L, which is on a chain
wheel B connected by a chain b¹ to the upper chain wheel b. This chain wheel b
may be turned by a crank or other suitable means. The jaw framing is strengthened
by the plate c on the top, and the plates e, e, at its sides; these plates serving to
exclude dirt from the slides. To the plates e, e, are screwed the spring bars D, D,
which carry the pins of the split pullies C, C. The pullies C, C, when their halves
are pressed together by D, D, form a guide for the rope, their halves are separated
by the pins a, a, a, a, on the jaws A, A. Whenever the jaws A, A, are opened.a
certain distance the pins a, a, a, a, cause sufficient opening of the pullies to receive
the rope; m, n, are the removeable faces of the jaws.
Gripping apparatus in any of the forms above described is attached to a car in a
manner shewn at Fig. 54, Sheet XI. If the vehicle bas springs the apparatus
should be attached independently of the springs. This may be done by mounting
the shank to the axles, or fitting it to a sleeve on the frame of a wheel, which,
rolling on the edge of the slot through which the shank passes, prevents the shank
from dropping out of the sleeve, and permits the car to move up and down. In
many cases it is desirable to use an independent traction car without springs for
carrying the gripping apparatus, or a car having its springs under the seats.
On Sheet VI. Fig. 27 represents a transverse section; Fig. 28, a longitudinal section,
and Fig. 29, a plan, partly in section, of part of a line of tram rails, with a tube for
the moving rope, which runs on guide pullies on sheaves in the tube A. This tube
is made in concrete or similar material K, strengthened by ribs B at intervals. A
tie E of channel iron, bent down in the middle, has angle pieces h, h, rivetted to
its ends for securing between them the sleepers H, H, for the rails G. The ribs B, B,
are of angle iron rivetted to the tie E, and bent in at their upper ends, to which
the girders C, C, are fastened. To increase their strength the ribs are braced by
struts F to the ties E. The upper edges of C, C, level with the roadway, are either
corrugated or have rivet heads projecting from them to prevent animals from
slipping. Between the girders C, C, is a narrow slot parallel to the rails, extending
along the whole length of the road. It is desirable to use large pullies for supporting
the rope in the tube. To provide for their clearing the moving gripper, the pullies
are mounted on frames M pressed up by strong springs N. In passing these the
gripping apparatus bearing on the inclined edges of the frame presses them down, a
and when it has passed the spring N raises them again, the height of the pulley O
being regulated by the set screw e. The tube being hollowed down where a pulley
occurs should be connected to a sewer by a drain L
Fig. 30 is a transverse, Fig. 31 is a longitudinal section, and Fig. 32, a sectional
plan, shewing the arrangement of a guide pulley above the rope to keep it down at
places where the inclination suddenly changes. The guide pulley O for this purpose
is divided, each section having a pin fastened to the spring bars N, and guided in

page_text: זי
bosses D. The spring bars N, N, are screwed at to the girders C, C, and have
attached to them inclined planes n, n, n, n, acted on by the shank in passing, so as
to press the sections of the pulley apart for its passage, after which the springs close
them together.
On Sheet VII. Figs. 33 and 35 are transverse sections; Fig. 34 is a longitudinal
section; and Fig. 36, a plan of an arrangement in which the rope tube is under one
of the rails, the groove of the rail being formed by the slot of the tube.
A, A, are cast-iron chairs, to which are rivetted the ribs B, B, having fixed to
their upper ends the rail girders C and D, which have an open space S between
them for the flanges of the wheels and the shank of the gripping apparatus. The
chairs A, A, are bedded in cement concrete, which forms the tube I up to the
rails C and D. Access is obtained to the tube on removing a portion of the paving
by hand holes J, J, covered by thin iron plates to prevent sand and gravel from being
washed into the tube. The other rail G is fixed on a sleeper H, which is tied by.
the bar F to the rail D.
Additional brackets E may be used between the chairs.
For a single line both ropes may be placed in one tube, or a tube may be provided
under each rail.
Fig. 37 is a transverse section; and Figs. 38 and 39, Sheet VIII., are longitudinal
sections of a double line, having the rope tubes formed under the rails nearest
together.
The general depth of the tube is not sufficient for the rollers O, being only
sufficient to keep the rope from dragging. Where the pulleys O occur there are
formed cavities or chambers P, which are covered and accessible by hand holes N,
closed by paving stones M or cast-iron caps; L is a drain pipe connecting all the
cavities P with the sewer. The sill A ties the two tubes, and can be made from old
railway iron, the ribs B, B, are rivetted to it at their lower ends. To their upper
ends are secured the rails C and D, having the slot or groove between them. The
tube is made of concrete up to the rails C and D, and has hand holes J, J, for access.
The other rails A are connected to the ribs B, and the ribs B to one another by
ties E.
On Sheet VIII. Figs. 40 and 41 show by transverse and longitudinal section
a tube for a single line.
The tube A consists of bent ribs B made of T iron, with concrete between the
ribs, and the oblique girders C and D rivetted or bolted to the ribs B; a small lip d
on each of the girders rests on the ribs and relieves the rivets or bolts. The ribs B
are connected to the sleepers H by the ties F, F; the tube A contains the
pullies O, O, for the two ropes.
A similar construction is shewn by Figs. 42 and 43, Sheet IX., the ribs B being
made of old rails.
Besides the rollers Ọ for the traction rope there are smaller pullies P for a reserve
rope to take the place of the usual rope in case of accident. The rails G. are of steel
secured between the coupled sleepers H and I, which are rivetted and bolted
together.
Figs. 44 and 45 shew by transverse and longitudinal section a modified con-
struction of the tube and tramway, and also an arrangement of break suitable for
steep inclines. The ribs N, N, are made of angle iron fastened at their lower ends
to the tie M, and having on their upper ends the girders R, R, secured to them, and
being steadied by braces P. The gutter m of the tube is below the tie to allow of
larger pullies O than could be mounted above M. The break consists of two bent
levers B, B, pivotted at b, b, to brackets A on the vehicle C; they are forked at their
upper ends to receive the nuts e, e, of the right and left threaded screw F. The
screw F may be turned by the wheel E or by a worm and worm wheel so as to press
the shoes D of the levers B on the rails.
On Sheet X. Figs. 46 and 47 shew a double line of tramway with the rope tubes
placed between the two lines. This arrangement can be readily adopted in adapting
existing lines worked by horses for working by ropes. The lines M and N are of

page_text: usual construction. The tubes A, A, are placed between them, the rail G and sleeper
H forming one side of each. The sills E are connected by the ties D, D, to the
sleepers H; on to these sills are attached the ribs B, holding at their upper ends the
rolled bars C, forming the outer edges of the tubes. The tie bars F connect the
ribs B, B.
Figs. 48 and 49 shew a construction of tube having the lower portion and
brackets made of cast iron, and the. girders along the slot of wrought iron. The
bottom is a trough D with the brackets & cast on it. The brackets have ribs
extending quite round the trough. The girders C, C, have lips c, c, resting on the
brackets, and are secured to them. The openings d between the lower edges of the
girders C, C, and the upper edge of the trough are closed by removable plates, so as
to give access to the tube on removing a paving block. As the gutter is of iron it
may be bedded in macadam or comparatively poor concrete.
If wooden cross ties are used for the line, the construction may be as shewn in
Figs. 57 and 58, Sheet XII. The ties B are recessed to receive the tube D, which has
flanges & resting on and bolted to the ties. Where the recesses weaken the ties
a plank may be spiked underneath. The sections of the tube are jointed, as shewn
at I and J, Figs. 49 and 58, the interstice between them being filled with an elastic
material to allow of contraction and expansion.
Figs. 50 and 51 on Sheet XI. shew a similar construction, having the trough
D rolled, of wrought iron, and the ribs B of angle or T iron rivetted to
trough D.
the
In Fig. 49 is shewn a break which operates by being pressed to the inside surfaces
of the girders along the slot. M is a frame attached to the vehicle, having an arm
L fitted to slide up and down. On the lower end of L is mounted the break shoe N
on springs P to enable it to conform to irregularities. The upper end is linked at R
to the lever Q. On pressing Q down the shoe N is pressed against the lip of the
girder C. Great pressure may be obtained by working the lever Q by a screw. As
the wheels of the vehicle bear down on the rails, the shoe N may be forced against
C with any desired pressure. The shoe N may be attached to the shank of the :
gripping apparatus.
'
On Sheet XI. Figs. 52 and 53 represent by longitudinal section and plan an
apparatus for stretching the ropes with a definite tension by a weight which can yield
when the rope is subject to excessive strain, or which cannot yield at all, however
great the strain. A is a pulley round which the rope B passes, this pulley being
mounted on a truck C having wheels D running on the rails E. On the truck is a
shaft F on which is a ratchet wheel G and a barrel H. The pawl g for the ratchet
wheel G is fastened to the truck C. On the barrel H is wound a chain or rope I to
which is attached the stretching weight J. On one side of the barrel H is mounted
a pawl K engaging with a ratchet wheel L, having teeth opposite to those of G.
The wheel L is loose on the shaft F, but is connected by a sleeve passing through the
bearing of the shaft F to a pinion M, which gears into a rack N. The stretching
chain I passes over a guide pulley R on the same shaft with a ratchet wheel S which
has a pawl T.
When the barrel H turns in the one direction the pawl K escapes
the teeth of the ratchet wheel L; but if it turns in the opposite direction the pawl
acts as a coupling, moving the ratchet wheel L and the pinion M. For the ratchet
wheel L and pawl K any other suitable slipping clutch may be substituted. If the
propelling cable is slack, the weight J acting on the barrel H, which is prevented
from turning by the ratchet wheel G and pawl g, will draw the frame towards it,
and the clutch L being disengaged the pinion M will roll freely along the rack N.
Where there is excess of strain on the rope, produced by a change of temperature or
other cause tending to move the truck C in opposition to the weight J, then
the pinion M being caused to roll backwards in the rack N, will turn the ratchet
wheel L, and by the pawl K the barrel H, winding up the weight J. The unwinding
is prevented by the ratchet wheel G and pawl g. The force to move the frame is
regulated by the proportion of the barrel H and pinion M. To prevent this move-
ment of the truck C, the pawl O mounted on the side of the truck, is let down

page_text: into the track N, or the pawl T is engaged with the ratchet wheel S. In such a case the
shaft F and barrel may be omitted, the weight J being attached directly to the truck
C; or the rack N and pawl O may be dispensed with, and only the ratchet wheel S
and pawl T employed. Should the weight J rest on the floor the chain I may be
shortened by turning the shaft F by means of a crank P working a worm and worm
wheel V on the shaft F. The worm is usually kept out of gear, and only put in
gear when required. A friction break may be applied to the shaft F or barrel H.
Fig. 55, Sheet XII., is the plan of a turn-out for a single train line, having at the
one end a tongue switch and a turn-table with a slot. At the switch the two slots
meet, and form thus a large opening which is covered by a thin steel plate A
turning on a pivot. The point of A is edged off to allow the gripping shank to
push it aside, a spring pushing it back after the shank has passed...The turn-table
serves also as a switch; it has a wide tunnel or-tube in which the two ropes run,
and has a slot in the top through which the shank passes down to the rope. When
it is used as a switch the rope runs through the table, but when used to turn
the vehicles round, then the rope runs below it. For a double line one large turn-
table having two lines and two tubes may be used on two turn-tables touching each
other, each having its own line.
Fig. 56 shews a plan of a double line shewing how the rope pullies may be placed
in the tube when gripping jaws, opening at the side, as shewn in Fig. 7, are used at
points where it is desired to drop the rope. At these points a curve A is made in the
line and slot so that the vehicle runs in the curve while the rope runs straight, or
the rope may be made to run in a curve B while the line runs straight; or the two
arrangements may be combined, each curve then requiring only half the deflection.
A straight line may be combined with a curved slot, using the arrangement of
gripper frame shewn in Figs. 12 and 13, allowing the shank to yield. When the
line is straight and the rope is made to run in a curve the curved direction can be
given to the rope by the moveable frame shewn in Fig. 28.
Having thus described the nature of this Invention as communicated to me by
my foreign correspondent, and the best means I know of carrying the same into
practical operation, without limiting myself to the particular materials or proportions
of the various parts of the apparatus for propelling vehicles by the traction of a
moving rope, I claim in respect thereof,-
First. The apparatus for gripping the rope, wherein a pair of jaws joined to a
shank are caused to close or open by means of rollers and pins, a vertically sliding
part of the shank acting on the inclined backs and lips of the jaws, substantially as
herein-described with reference to Figs. 1 to 6 of the Drawings.
Second. The gripping apparatus, wherein the rope is gripped between one
jaw fixed to the shank, and the other fixed to a vertically sliding part of the
shank, substantially as herein described with reference to Figs. 7 to 11 of the
Drawings.
Third. The gripping apparatus, wherein pressing rollers are used instead of jaws,
the said rollers being mounted on hinged frames worked by the vertical slide of the
shank, substantially as herein described with reference to Figs. 15 to 21 of the
Drawings.
Fourth. The carriage for the gripper shank, admitting of its being moved laterally
on the vehicle and of being more or less inclined, substantially as herein described
with reference to Figs. 15 to 17 and 54 of the Drawings.
Fifth. The gripping apparatus wherein two horizontally-moving jaws are
moved by a right and left screw worked by chain wheels and a chain fitted
in the shank, substantially as herein described with reference to Figs. 22 to 26
of the Drawings.
Sixth. The construction of rope tube of concrete having upright angle iron ribs
secured to a cross-tie bent or hollowed down in the middle, the said ribs supporting
the girders forming the sides of the slot for the shank, and being diagonally stayed
to the cross ties, substantially as herein described with reference to Figs. 27 to 29
and 57 and 58 of the Drawings.
.

page_text: Seventh. Mounting the guide pullies for the rope on vertically oscillating frames
pressed upwards by springs and having inclines on which the shank acts in passing
to depress the frames, substantially as herein described with reference to Figs. 27:
to 29 of the Drawings.
;
Eighth. Making the pullies for guiding the rope in two parts, each mounted on a
spring plate provided with lateral inclines on which the shank acts in passing to
separate the parts of the pullies, substantially as herein described with reference to:
Figs. 30 to 32 of the Drawings.
3
Ninth. Forming the rope tube under one of the rails so that the slot for the
shank constitutes also the groove for the wheel flanges, substantially as herein
described with reference to Figs. 33 to 39 of the Drawings.
;
Tenth. The construction of rope tube of concrete having upright ribs bent to:
U shape tied to the rail sleepers, and supporting the girders that form the sides of
the slot, substantially as herein described with reference to Figs. 40 to 43 and
Figs. 48 to 51 of the Drawings.
:
.
Eleventh. The break, consisting of two bent levers, caused by screws to press
shoes at their extremities down on the rails for the purpose of retarding or stopping.
the vehicle, substantially as herein described with reference to Figs. 44 and 45 of
the Drawings..
Twelfth. Forming the rope tube outside one of the rails, which with its sleeper
forms. one side thereof, thereby facilitating the application of rope tramways to
existing lines, substantially as herein described with reference to Figs. 46 and 47 of
the Drawings.
Thirteenth. The break, consisting of a shoe inside the rope tube, which is pressed.
upwards against the flanges of the slots, substantially as herein described with
reference to Fig. 49 of the Drawings.
Fourteenth. The apparatus for stretching the rope, consisting of a pulley mounted.
on a truck drawn backwards by a weight acting on a barrel mounted on the truck,
and clutch and gearing connecting the barrel to a horizontal rack, substantially as
herein described with reference to Figs. 52 and 53 of the Drawings.
".
Fifteenth. Effecting the junction of the main lines and rope tube with a turn-out
by a tongue switch provided with spring or a turn-table, substantially as herein
described with reference to Fig. 55 of the Drawings.
In witness whereof, I, the said John Imray, have hereunto set my hand and
seal, this Thirteenth day of February, in the year of our Lord One thousand
-eight hundred and seventy-eight.
:
JOHN IMRAY. (L.S.)