Improvements in and relating to Overhead or Aërial Railways!
Year: 1894

page_text: Date of Application, 16th May, 1894-Accepted, 16th June, 1894
COMPLETE SPECIFICATION.
[Communicated from abroad by WILLIAM PATRICK CHURCHWARD, of Via
Solferino 37, Milan, in the Kingdom of Italy, Assoc Mem. Inst. C.E.
(London).]
Improvements in and relating to Overhead or Aërial Railways!
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent. Agents,
45 Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
The invention which forms the subject of the present application relates to a
system of overhead or aërial railway which differs from the systems heretofore
adopted inasmuch as instead of wire-ropes, steel tubes or rails of various forms joined
together, are employed for the construction of the line, the joints being so
constructed as not to diminish in any way the strength of the said line. Moreover
the form of clip or coupling for attachment to the traction rope or chain, differs
from other clips used on ropeways.
The fact of employing rails, or tubes in lengths of 10 metres or so, the weight
of which are such that they can be transported with ease over any ground suffices
to explain how the improved aërial railway system surpasses others, being capable
of construction over ground where it is almost impossible to construct an ordinary
ropeway of any importance owing to the difficulty of transport of the ropes and the
like, except at great expense.
From this point of view it is evident that the present system offers greater
advantages than any other aerial system and is therefore open to important
development both technically and commercially. The cost of the line as compared
with an ordinary steel wire ropeway is far less because the rails can be made
cheaper than a rope of equivalent strength and the cost of transport and facility of
construction is in its favour. The cost of maintenance is also much less because
the rails present a smooth surface to the carrier or trolley wheels and not a rough
surface like that of the wires in the lay of a rope; hence the wear and tear of both
line and rolling stock is greatly diminished.
:
The line is therefore more durable and superior both as regards cost of
construction and maintenance to that of a wire rope-way and besides these the old
material .e. the used or worn out rails have a certain value whereas the broken
wires of a used up rope have little or none whatever.
The invention is illustrated in the accompanying drawings in which,
Figures 1 to represent the various ways of connecting or joining the tubes or
rails that form the line.
Figures 9 and 10 shew a plan and elevation of the connection adopted for a
traction chain formed of steel links of various lengths.
Figures 11 and 12 and 15 show a front elevation, an end elevation and a plan
respectively of a wooden trestle support or post as used for supporting the rail
between two stations of a single line.
Figures 13 and 14 is an end view and a side elevation of a wrought iron post
support for a double line of railway.
Figures 16, 17 and 18 represent a side elevation, a plan and a front elevation
respectively of a carrier head with the roller system of coupling to the traction
rope and

page_text: Figures 19, 20 and 21 represent a side elevation, an end elevation and an
horizontal section of a carrier head equipped with the trigger system of coupling.
The characteristic features of the various parts of the improved system of aërial
railway are hereinafter described.
The line, as it is called, is constituted by a series of tubes, or rails, joined together
in such a manner as not to have any discontinuity, or any weak point. The lines
can be made single or double. Single lines have only one line of tubes or rails for
the "up" line and one for the "down" line; whereas "double" lines are made to
gauge like an ordinary railway i.e. with two rows of rails for the "up" and two for
the "down" lines.
In Figures 11, 12 and 15 is represented the form of "hanger." or vehicle which
travels on single "lines and in Figures 13 and 14 the form which travels on
"double" lines.-
"
These lines are suspended in the air on posts or supports constructed in various
ways of wood or iron, or composite, with foundations of stone or brickwork just
as may be found most suitable as regards the position and cost of construction. The
distances between supports will vary according to the profile of the ground and
strength of line required, and may extend to upwards of 700 metres. Lines can be
constructed on steep inclines and with sharp curves so as to satisfy almost any
profile.
+ !
It is important to note that in the present system as shown in Figures 11
and 14 each section of line or catenary between two supports is independent of the
other the junction of the tubes or rails at these points of supports being made, as
shown in those figures. Thus the heads a a of two sections or spans of line that
are linked or connected, to the same support are joined to the rails or tubes by
two forged loops b b of steel or iron, whose ends are fished to the rails in the same
way that the rails or tubes are connected with each other and the loops pass round
sheaves co whose pins are naturally made strong enough in proportion to the
tension and strength of the line a and are connected with the angle plates d which
support the sheaves, being bolted to the transom or cross-head of the post as shown
in the drawing. The pulley e which guides and sustains the traction rope or chain
may also be supported by the angle plates. By such arrangement it is evident that
the oscillations of the lines produce very slight effect on the posts, slightly moving
the sheaves c. In order to prevent any discontinuity of the line between the
sheaves e a fitting piece f is bolted in between the angle plates d being made so as
not to interfere with the movement of the sheaves.
1:40
At the stations and terminals of each trunk of line, the line itself of tubes, or
rails, is strongly anchored by tie rods, or chains, or otherwise to counterweight or
the like so as to prevent its yielding or allowing more sag than that naturally
produced by the passage of the ladened vehicles. Each post support curve and the
like should also be solidly constructed so as to resist the effect that would be
produced by the possible breaking, of a rail, so that the line would only, be
interrupted between the supports where the breakage occurred, and not along its
whole length as would be the case with a wire ropeway.
The material forming the line, ie. the tubes, or rails, should be of special plough
steel of great: tensile strength, as used for the wires of a steel wire rope.
Figures 1, 2, 3 & 4 show the various methods for connecting the tubes.
In Figure 1 the jo nt is made by simply placing the ends together and connecting
them with a "fish" bolt riveted through diagonally as shown in the section, in such
⚫ a manner that the rivets take the strain of the tube all round.
In Figure 2 the ends of the tubes are dove-tailed together and connected with a
fish bolt, riveted through as above, but at right angles to each other as shown in
; the section of the tube.
In Figure 3 the centre of the fish bolt is of smaller or reduced diameter so as to
allow the ends of the tubes to be bent-inwards and the distance between them is
filled by a split ring, which can be afterwards brazed, the fish bolt being also
riveted through as shown.

page_text: Figure 4 shows a screw joint, in which a sorew bolt, right and left handed, is used
to fish or connect the tubes. The bolt is reduced in diameter so as to allow the
turning in of the ends of the tubes and these are kept in place and tightened up to
the shoulder of the bolt by screw nuts on either side and the distance between is
filled in with a ring in the same way as in Figure 3. In this joint no rivets are
used.
Figures 5 and 6, show a plan and elevation of a rail joint the rail having an
inverted U shape or bridge, section. The extremities are dove-tailed together and
a fish-bolt of special form with a certain number of lugs is forced in the hollow
part under the joint, the lugs fitting in corresponding holes in the rails. The fish
bolt is kept in place by side rivets, and the lugs are riveted over for additional
security and strength, as shown at gig gl
Figures 7 and 8 show a plan and elevation of a T shaped rail which as shown is
united by fish plates to the web as an ordinary "Vignoles" rail might be with the
exception that the fish plates are made with lugs or teeth gl which pass into corre-
sponding slots in the head of the rail. These fish-plates are riveted together
through the rail thus making a most effective tensional joint.
Lines that have not sufficient inclines to be worked by gravitation will
necessarily be worked by steam or water or other power transmitted to the vehicles
by means of a traction rope, or chain as the case may be joined either by splicing;
or with a hinge joint as in Figures, 9 and 10, so as to form an endless belt,
running parallel above or below or at the sides of the fixed lines of tubes or
rails.
This endless rope, or chain, passes around the drums or wheels of the stations
and curves and is supported in the pulleys of the posts.
It is driven at a regulated speed and governed by brake-gear attached to the
drums at the stations. The length of a traction belt will depend on the number of
posts, curves, and stations on the line.
The forms and dimensions of the vehicles may be varied according to the
maximum weight it has to transport and the nature of the traffic, as the lines can
be constructed to suit both passenger and goods traffic according to estimate.
The carrier head is similar to those used on ordinary wire ropeways being
composed as shown in Figures 11, 12, 16, 17, 18, 19, 20, 21 for a single line and in
Figures 13 and 14 for a double line. It is formed with two double flanged wheels
placed between two steel plates l, I bolted together by distance bolt m. The wheels
are made to fit the rails or tubes they have to run over, and in the case of a single
line the weight is carried by means of a curved hanger n which passes through the
plates between the wheels the load being attached to the lower end of the hanger
in a plumb line with the centre of the wheels and rail line: whereas in a double
line the waggon is supported by carriers on either side as shown in the drawing,
the waggon being trained from the centre by means of a bridle which passes
below and around from axle to axle of the carriers which also forms the axle of
the waggon.
The vehicles are drawn along the line by coupling the same to the traction
rope and for this purpose I will now describe two special forms of automatic
coupling.
The one which is a kind of roller clip is shown in the Figures 16, 17 and 18 of
the drawing. The hanger n that carries the load to be transported is fitted to the
carrier head having a loose roller o on one side, the side opposite that of the traction
rope p.
The extremity of the hanger &e. which passes through the carrier head is
marked
9, and on this is fitted a small cast block hollowed out below to receive a
block of indiarubber or leather, or some substance that will cause a certain friction
on the rope.
The side plates of the carrier have slots made in them so that the hanger and
block ng can rise in a vertical direction whilst the carrier maintains its position on
the rope. The clip or fork t t is fitted as shown to the side plate of the carrier
:

page_text: head, s, and is worked up and down by the links rattached to a small trunnion through
which the hanger head ng passes, which trunnion also acts as a guide block between the
plates of the carrier head. It is thus evident that as the hanger rises in the slots of the
side plates as shown in position q' the fork or clipt will lower as in the dotted position.
When the carrier is running on the line the hanger maintains the lower position
and the traction rope is gripped by the clip or fork pressing against the cast block
containing the rubber before-mentioned, the friction bearing a direct proportion to
the weight attached to the hanger so that it follows or is drawn at the same speed
the rope is travelling. On arrival at a station the roller o catches on a rail which
is inclined above the level of the line so that the hanger q rises in the slot and the
clip releases its grip thus uncoupling the carrier from the traction rope.
g
This rail is fitted all around the terminal stations and when the carrier is starting
back from the other side it descends again on to the line from the rail in such
manner that the clip closes and grips the traction rope which takes the car along
with it.
The second clip which is a kind of trigger clip is represented in Figures 19 20
and 21 of the drawing. With this arrangement the hanger q is not movable in
a vertical direction as with the roller clip but a small box U is fitted to the side
plate of the carrier head in which the clip in the form of a duplex lever is fitted.
The trigger V is centred on one side of the box u and works backwards or forwards
horizontally in a groove cut in the side of the box (Figure 19). The arm of this
lever or trigger that works inside the box is passed at its extremity through a slot
of a pin Z around which a spiral spring is fitted. This pin Z at one end is fastened
to the clip lever and at the other is supported in a hole bored in the side of the
box and side plate of the carrier head. When the trigger V is operated it works
the pin and clip by compressing the spring and pushing the pin towards the
other side plate of the carrier head, at the same time opening the jaws of the clip
below.
The clip is formed as before said of duplex levers x and y joined together at
and centred in bolts d' d passing from one side of the box to the other
(Figure 20).
The lower side or bottom of the box is shaped so as to receive the traction rope
or chain when gripped, forming the opposite side to the clips and y. The
gripping of the rope being caused by the action of the spiral spring against the
upper arm of the clip y by means of the pin Z.
When a car is in motion, on arrival at a station the trigger strikes against a
pin fitted in position for it to do so on the framework of the station and causes it
to compress the spiral spring and release the traction rope from the jaws of the
clip as before said! On restarting, it again strikes a pin which causes it to open
the jaws of the clip and descending on the line it grips the traction rope and is
drawn along thereby.
This clip may be placed in almost any position on the hanger or car it has to
couple to the traction rope, as may be seen in Figures 13 and 14 of the drawing,
and can be adapted to any system of wire ropeway or aërial railway.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me by
my foreign correspondent, I declare that what I claim is :-
1st. The construction and operation of a system of aërial railway as herein
described, that is to say, with the use of steel tubes or rails of various forms and
lengths joined together by fish bolts or fish plates, and attached to the supports as
shown, together with the use of link chains for traction purposes, in place of wire
ropes for the line and with or without wire ropes for tractiou.
2nd. The construction and operation of the two forms of "clip" which are
adapted to be used not only with the present system of aërial railway but also with
any other system of wire ropeway.
3rd. The herein described system as distinguished from all other systems,

page_text: regarding the division of the line into independent spans between each support yet
forming one continuous line capable of being constructed and worked without
interruption over considerable distances and most difficult profiles upon the
principle hereinbefore described and illustrated in the drawings.
Dated this 16th day of May 1894.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.