Improvements in Railway or Transportation Systems and Vehicles therefor.
Year: 1889

page_text: Date of Application, 14th Aug., 1889-Accepted, 9th Nov., 1889
COMPLETE SPECIFICATION.
Improvements in Railway or Transportation Systems and Vehicles
therefor.
I, BENJAMIN S. HENNING, of 35 Wall Street in the City, County and State of
New York, United States of America, Gentleman, 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 :-
This Invention consists in a system of transportation and details thereof, fully
set forth hereinafter, for the purpose of effecting the transfer of passengers and
freight from point to point on surface roads or through tunnels more rapidly
and at less expense and without other objections incident to ordinary systems of
locomotion.
To clearly explain the nature of the invention reference is made to the accompanying
drawings in which-
Fig. 1 is a diagramatic view illustrating one embodiment of the system as applied
in connection with stations upon the opposite sides of a river through the medium
of a tunnel extending beneath the river bed.
Fig. 2 is a transverse section on the line 2-2, Fig. 1.
Fig. 3 is an enlarged view illustrating the arrangement of the track and cable
motor and the construction and connection of the cars.
Fig. 4 is a detail plan showing the end connection of the cars.
Fig. 5 is an enlarged view in transverse section illustrating the track rails and
guard rails, and the car wheels, boxes and hangers.
Fig. 6 is a section on the line 3-3, Fig. 3, on an enlarged scale.
Fig. is an enlarged longitudinal vertical section of the car:
Fig. 8 is a transverse section of the car.
Fig. 9 is an enlarged detail showing the construction of an automatic grip.
Fig. 10 is a part sectional elevation of the parts shown in Fig. 9.
Fig. 1 is a view showing the construction when bogie wheel trucks are employed..
Fig. 12 illustrates a modification.
While the invention is applicable to tracks above ground and underground, it
will be first referred to here in connection with tunnels.
Where tunnels have heretofore been employed as conduits for railway cars for
the conveyance of passengers, merchandise or both, the cars have been driven
continuously through said tunnels by the means of suitable motors.
This mode of propulsion is attended with many objections.
The first of such objections is the expense resulting from the use of a separate
motor with each car or train. If a cable motor should be used, which so far as I
know has not heretofore been done in connection with a tunnel, the expense would
still be great, involving the necessity, in ordinary methods of applying such cables,
of extending the same the entire length of the tunnel.
Another objection in the ordinary modes of propulsion in underground tunnels is
the vitiating of the air in the tunnel by smoke and gases from the motor engines,
which it is impossible to dispel where the tunnel is long and without intermediate
outlets.
Another objection is the limited speed at which it is possible to propel the cars
through tunnels by ordinary propelling means, and the necessity of constructing
long tunnelled approaches to avoid steep grades. Still another objection arises from
the expense of constructing the tunnels themselves whenever the cars are propelled
by means of engines, it being necessary to proportion the strength of the bed
structure to the weight of the heavy engines which must necessarily be employed,
especially to haul the trains up the grades at the ends of the tunnel,

page_text: In order to avoid these and other objections, many of which are also incident to
surface roads I now propose to dispense with the use of a motor for actuating the
cars except as an auxiliary in propelling them at either terminus of the tunnel or
track, which latter is constructed with an incline too great to be practically employed
with ordinary modes of locomotion, and of such a character that the cars will acquire
an initial impetus in passing the incline sufficient to propel them along the level
portion of the track to the point where they are caused to engage with the auxiliary
motor.
Before describing the details of my improved system of transportation, I will now
refer to the diagramatic views Figs. 1 and 2, which illustrate simply the general
features in connection with a tunnel A, extending beneath the bed of a river.
The tunnel has one or two tracks and each train will pass back and forth from
end to end of the same track, and each end portion a, of the track is at a much
greater angle than is usually the case, especially with underground tunnels
sinking below a normal level, and between the two inclined ends there is an
intermediate level as shown. Such angle may be between thirty and forty-five
degrees, greater or less, the greater the angle the greater the initial speed.
In connection with each terminus of the track a propelling cable C is arranged
passing over suitable guide pulleys and driven from an engine in an engine house D,
at the mouth of the tunnel, and at least one car of each train is provided with a
grip so arranged as to engage with the said cable which is kept continuously
running, or is started in operation before an approaching train reaches it, so that
the travelling car will engage with the moving cable and be brought under the
control of the latter without any sudden shock or strains.
Where there are two tracks the cars travelling in one direction on each track,
the latter may be at a steep incline only at the forwarding end where the cars
enter, and is then carried in a horizontal line, or at a gentle incline, towards
the opposite end, the auxiliary motor being arranged in connection with the
Jatter end.
By this system of propulsion the tunnel is kept wholly free from deleterious
gases or from the introduction of any matter that will vitiate the air. As heavy
engines are not employed the tunnel can be made at less expense than would be
requisite for the support of ordinary motors. As the cars are propelled the greater
portion of the distance by gravity the expense resulting from the use of ordinary
motors is avoided. As the track may be inclined to a great angle without
liability to injury to the cars or their occupants a very high initial speed may be
secured, thereby securing a much greater average speed than would be practicable
by the employment of steam engines or cable motors for propelling the cars the
entire distance.
Inasmuch as the initial speed is very great, it is of course necessary to provide
means to render the derailment of the cars impossible and reduce to as great a
degree as possible, injuries liable to result from the breaking of the wheels or
axles. To this end there is arranged parallel to and within each rail B, Fig. 5,
a guard rail E. as close as practicable to the rail, and yet avoiding contact with
the wheel F, which is provided with a flange e, much deeper than usual.
The guard rail E, should extend to such a height as to be but a slight degree
below the axle /, so as to tend to preserve the parts in their position should the
axle break.
The guard rail E preferably consists of a metallic portion g; bolted to the ties
adjacent to the rail B and a wooden portion / bolted to and extending above the
portion as best shown in Fig. 5. To avoid any possible injury from breaking
of an axle, each axle may be encased in a surrounding metal tube 25, as shown
in Figs. 5 and 6.
Inasmuch as the cars for a portion of the distance during the time they are
at the end or ends of the track are at a considerable angle to the horizontal portion
of the track, it is necessary to provide a lateral bearing of sufficient strength for the
boxes in which the journals of the axles turn. Each car is therefore provided with

page_text: strong hangers H, each with a central slot e within which the box I can play, and
with wide angular side webs i, i, which receive the thrust when the body of the car
is upon the inclined portion of the track, as shown in Fig. 3. Between the body of
the car and the top of each box is interposed the spring j, as usual, and the sides of
each box I are ribbed or bevelled as shown in Fig. 5, to fit corresponding grooves in
the sides of the hanger, whereby the box is prevented from being thrust outward or
inward without interfering with its sliding motion vertically.
The cable C passes round a driving drum and over guide pulleys and around a
tightening pulley, as is usual in the cables of inclined planes and which need not be
particularly described, and extends to such a point that its inner end will be traversed
by the car while the latter is still at a considerable speed, and the speed of the cable
is maintained as nearly as possible approximating that at which the car will travel
when it reaches the cable, so as to facilitate the gripping of the latter by the grip J
upon the car.
The grip may be made to be operated by hand, but I prefer to make it automatic
in its character, so as to seize the cable only in case the latter is travelling at a speed
in excess of that of the car, thereby utilizing to as great an extent as possible the
action of gravity in propelling the ear.
Such an automatic grip is shown in Figs. 9 and 10, in which an are two
gripping segments pivotted to boxes un sliding between guides π² n², and bearing
against stiff springs n which tend to force the segments towards each other,
stops preventing their actual contact.
The normal position of the segments, which are arranged beneath the body of the
car, is shown in Figs. 9 and 10, and when the car approaches the cable C, both
travelling in the direction of the arrow Fig. 9, the segments contacting with the
cable will be swung back in the direction of their arrows until the speed of the car
becomes less than that of the cable when the latter moving relatively between the
segments, will cause them to swing in a direction the reverse of the arrows, and
thereby bite upon the cable with such force as to connect the same with the car.
When it is necessary to disconnect the car from the cable, this may be done by
sliding back one of the boxes or one of the segments. Thus the pivot 7 of one of the
segments may be the eccentric portion of a rod pl extending through one of the boxes
into the car and provided with a hand wheel ², whereby it may be turned to vary the
position of the pivot, and draw the segment away from the cable.
In consequence of the angle assumed by the cars on the inclines of the track, it is
requisite to provide some means for maintaining the horizontal position of the seats
Occupied by travellers. One means of effecting this is to suspend each seat and its
foot rest hetween suitable supporting brackets upon pivots higher than the seat, which
will therefore maintain its proper position whatever may be the position of the body
of the car.
It is preferred, however, to provide each car with one
swinging on bearings at either the bottoms, sides or tops.
or more compartments
frames L L of the car body are in the form of strong girders connected above and
In Figs. 7 and 8, the side
below by cross braces r with diagonals if necessary, the ends being strongly braced
by cross bars and rods, so as to form a hollow structure of great strength resting upon
the wheels.
Within this frame and to the upper beams or portions of the side frames are secured
bearings s for the journals of cross bars t, to which are connected the compartments M,
each consisting of a strong cage similar to an elevator cage with seats N N at the
opposite ends and each with a door opening at one side in position to coincide with
a similar opening in the side of the car body when the latter is horizontal.
The cages M will retain their vertical position swinging from their bearings as the
angle of the car body changes. To prevent the sudden movements of the cages or
any reciprocation vibration or oscillation, it is preferred to connect them all together.
as for instance by a rod P, connected with each cage, and with the said rod is combined
a brake which will prevent its sudden movement while allowing it to change its
position gradually. One form of brake is illustrated in Fig. 7, as consisting of a

page_text: The
cylinder Q containing a piston, the piston rod of which is connected to a continuous
chain passing round the guide pulleys w, w, and attached to the rod P.
cylinder Q contains air which is supplied to the opposite ends through pet cocks a, a,
which supply air with sufficient rapidity to permit the piston to move slowly but
prevent its sudden motion.
In order to reduce the liability of derailment, as well as prevent oscillation of the
cars when a train is employed, the ends of the cars are connected together positively
so as to form as nearly as practicable one continuous structure, while allowing for
such play as may be necessary in consequence of the angle the cars assume to each
One such
other in travelling from the level to the inclined portion of the track.
connection is shown in Figs. 3 and 4, in which the bumper rails 23 of the cars are
rounded to conform to circles, at the centres of which are transverse pivots 24, each
passing through the eye of a connecting link 26. This permits the two car frames to
assume different angles to each other, while always bearing one on the other and held
in positive moveable contact.
As the cars travel back and forth upon the same track it is desirable in order to
expedite transportation to empty and refill the cars as speedily as possible. To this
end each car is provided, with side openings, as before described, and these openings
are closed by means of sliding doors S. S, said doors being suspended from a suitable
rail 4 and being connected together by rods 2, 3, so that when one is moved the others
will move with it, the doors being thereby all closed simultaneously. To facilitate
the application of power to close the doors, two jointed levers 5, 6, are used connected
at one end to one of the doors and at the other end to the side of the carriage
with handles 9, 10, at the upper pivottal points whereby the levers may be brought
towards the straight line to close the doors, said levers when in line resting against a
stop 7, which prevents them from passing beyond said line, and locks the doors in
place until the handle 10 is thrust upward to break the joint.
While for the purpose of illustrating the invention certain details have been
described it is not essential to embody it in the special forms and arrangements
specified, and it is not therefore limited to such forms and arrangements.
For instance, instead of using a cable arranged between the rails of the track
and below the car as illustrated and described, the said cable may be arranged at the
side of the tunnel to be engaged by a side grip upon the car, and it may be driven by
an electric or other motor.
A means of carrying out another mode of propulsion is illustrated in Figs. 13, 14
and 15 in which :-
Fig. 13, is a longitudinal section illustrating a tunnel under a river with a train
and electrical generator connected electrically with the rails of the track.
Fig. 14 is an enlarged cross sectional view of the tunnel, tracks and car with its
motor.
Fig. 15 is an enlarged view showing the generator, track car,
connections.
motor and
A, represents the tunnel consisting of the central level portion and the end inclines,
the latter being made of as steep a grade as practicable, and through the tunnel
extend the track rails aa forming continuations in some cases of tracks leading to
and from the tunnel.
The cars B are provided with trucks and wheels of such a construction-not
requiring special description here--that the cars will maintain their positions on the
track, and afford proper accommodations for passengers, while passing rapidly down
and up the inclines, and the impetus imparted in descending the initial incline, on
entering the tunnel will be sufficient to transport the train rapidly along the level,
and, if the latter is not too long, up the terminal incline for a part of its length.
With the rails a, a, of each inclined part of the track are connected conductors b. c,
extending to an electric generator C. driven by an engine D, and arranged at any
convenient point, (as shown, in the car house or station E) and on one (or each)
of the cars B, is secured a motor F which receives the electric current as soon as
the wheels e or other contacts of the car are in engagement with those parts of the

page_text: rails that are in the electric circuit, when the current will be transmitted to the
motor and the latter will act to propel the car until the mouth of the tunnel is
reached and the circuit is broken.
The car has a switch I', whereby the current can be cut off, put on or changed
to reverse the motor.
When a third rail a' is used a suitable contact is carried by the car to engage
with such rail.
In order to avoid waste of power the motor current should not be transmitted to
the motor until the impulse imparted by gravity is nearly spent. This may be
effected by arranging the connection of the conductors with the rails at the proper
point on the incline, or level, or preferably by the use of a switch operated by
the conductor to complete the circuit as soon as the speed becomes so reduced as
to render it necessary.
While my invention has been referred to in connection with a tunnel for which
it is mainly desirable, it is adapted for use with surface tracks inclined at the
ends.
An important feature of the invention is the arrangement of the circuits through
the switch I or otherwise, so that whatever may be the direction in which the car
is travelling it will be propelled up the terminal incline in the direction in which
it has been started by gravity in descending the other incline.
Whether the motor be upon the car or adjacent to the track it will be seen that
by means of an incline upwards at each station from a main level track it is possible
to arrest the trains at the stations more speedily, easily, and with less wear than if
the brakes alone are depended upon for this purpose.
It will, of course. be understood that the cars are provided with any of the
ordinary appliances adapted for use with same such as brakes, signals, and the
like.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is
1. A track, level along its main portion and inclined upward toward each station
for the purpose set forth.
2. The within described system of transportation, the same consisting in a track
inclined at both ends and provided with elevating appliances for engaging with the
travelling cars, substantially as set forth.
3. A railway-system provided with tracks inclined at both ends to impart an
impetus to trains by gravity, and with positive motor devices in proximity to the
inclined ends, arranged to be engaged by the cars as they pass up the inclines,
substantially as and for the purpose set forth.
4. The within described system of transportation, consisting of a track inclined to
impart an initial movement to cars by gravity and provided at the opposite end with
a positively driven elevating apparatus arranged to engage with the cars while in
motion, substantially as set forth.
5. The combination of a track, inclined at both ends to impart an initial movement
to cars by gravity, and a cable motor at each end, and a grip upon the cars arranged to
engage the travelling cable, substantially as set forth.
6. The combination with the tunnel inclined at opposite ends, of railway tracks.
and motor appliances at each end arranged to propel cars carried thereby by gravity
from the opposite side. substantially as described.
7. The combination of a track having opposite inclined ends, a cable motor at each
end, and a car provided with a grip arranged to engage said cable as it approaches
the same from the midway position of the track, substantially as set forth.
8. The combination in a railway car, of a frame or casing supported by the wheels
and one or more sections or cages pivotted within said frames and provided with
seats, substantially as set forth,

page_text: .9. The combination in a railway car, of a frame supporting one or more sections
or cages containing seats, and a brake device for retarding the movements of the
sections, substantially as set forth.
10. The combination of a railway car adapted to a horizontal and inclined track,
of suspended seats, substantially as set forth.
11. The combination of a railway track and cable motor, and a car provided with
an automatic grip arranged to engage the motor cable when the latter travels faster
than the car, substantially as set forth.
12. The combination with the body of a railway car having side door openings, of
a series of sliding doors connected together, substantially as set forth.
13. The combination of a track, and inclines constructed to propel the cars for a
portion of the distance by gravity and momentum, of an electric motor on one of
the cars, and an electric generator in connection with the terminal portion of the
track.
14. The combination with a track terminating in an incline at each end and with
cars adapted thereto, of an electric generator in electric connection with the rails of
the inclined portion of the track, and a car provided with an electric motor and
constructed to receive the current from said rails, substantially as set forth.
a
15. The combination with a tunnel having inclined approaches, of a track, an
electric generator connected with the inclined part of the track, a car having
motor and adapted to receive the current from the rails and provided with a switch
for controlling the circuit through the motor, substantially as set forth.
Dated this 14th day of August 1889.
PHILIP M. JUSTICE,
55 & 50, Chancery Lane, London, Applicant's Agent.