IMPROVEMENTS IN APPARATUS FOR CABLE TRACTION RAILWAYS OR TRAMWAYS
Year: 1883

page_text: LETTERS PATENT to John Imray of No 28. Southampton Buildings in the
County of Middlesex for an Invention of " IMPROVEMENTS IN APPARATUS
FOR CABLE TRACTION RAILWAYS OR TRAMWAYS" A communication to him
from abroad by Samuel Hopkins Terry of Guthrio in the County of Callaway
Missouri in the United States of America
COMPLETE SPECIFICATION filed by the said John Imray at the Office of
the Commissioners of Patents on the 9th January 1883.
"
JOHN IMRAY of N° 28 Southampton Buildings, in the County of Middlesex,
"IMPROVEMENTS IN APPARATUS FOR CABLE TRACTION RAILWAYS OR TRAMWAYS
Communicated to me from abroad by Samuel Hopkins Terry of Guthrie in the
County of Callaway Missouri in the United States of America.
This invention relates to grippers used on tramway cars to engage a travelling
cable for propelling the car; to means of governing the travelling cable; to means
for simultaneously operating the grippers and car brakes; to means for actuating
the car brakes, and to tracts and switches for cable-way systems.
"
Some of the objects of this invention may be briefly set forth as follows,
to wit:
First. To provide a car with a gripper of such construction that it is not only
under control of the operator from the platform of the car, but is also capable of
being automatically operated to release the cable and pass a crossing cable or any
other obstruction.
Second. To provide a gripper which is so connected with its support that while
engaged with the cable the gripper can swing from side to side as the cable may
vary in relation to the line traversed.
Third. To provide guards which serve to automatically release the gripper and
lift it over a crossing cable or any other obstruction in the path of the gripper.
Fourth. To provide a gripper which can be quickly and conveniently attached
to or removed from a car.

page_text: Fifth. To provide a gripper which is so connected with a car that in case of
derailment of the car the gripper will automatically disengage itself therefrom.
Sixth. To provide a gripper composed of two jaws having means whereby they
may be closed and opened to engage and disengage the cable.
Seventh. To provide means for keeping the cable taut, taking up slack therein, 5
and permitting the cable to yield when engaged by the gripper thereby avoiding
danger of breakage by rclioving the cable of too sudden strain.
Eighth. To provide means for retaining the cable in proper position at switches
or the intersection of two tracks.
Ninth. To provide means for operating the gripper and the car brakes whereby 1
when the gripper is disengaged from the cable the brakes will be applied to stop
the car and when the gripper is engaged with the cable the brakes will be released
from their braking action.
Tenth. To provide means for operating the brakes from either end of a car
whereby when the gripper can be secured to the car centrally with relation to all the 1
supporting wheels thereof.
Eleventh. To provide means for automatically adjusting the switch and frog
plates of the railway track, for transferring a car or cars from one track to
another.
The invention has other objects not above set forth but which will bo clearly
explained hereinafter in proper order.
The accompanying Drawings clearly illustrate the invention which will be readily
understood from the following explanations:
-
Figure 1 represents a plan view of the bottom of a car shewing the gripper
applied thereto; also illustrating other features of the invention which will be
hereinafter described and claimed.
Figure 2 a longitudinal sectional view on the line y-y of Fig 1.
Figure 3 a transverse sectional view on the line of Fig 1, shewing also a
transverse section of a cable tube.
Figure 4 a broken side view of ono form of the gripper.
Figure 5 a vertical sectional view of Fig 4.
Figure 6 a side elevation of the gripper, the lower part being in section.
Figure 7 a vertical cross sectional view of Fig 6.
Figure 8 a broken elevation shewing the opposite side of the gripper from that
shewn in Fig 6.
Figure 9 a detached view of the slide plate.
Figure 10 a cross sectional view of the gripper devices shewing the arm which
actuates the gripper slide plate.
Figure 11 a plan view partly in section shewing the upper end of the gripper,
the gripper blade being in position to be detached from its support.
Figure 12 a sectional view of one of the gripper wedges.
Figure 12 a view shewing the parts composing the gripper and its supporting
devices all detached and in perspective to more clearly shew the details of
construction.
Figure 13 a side view showing the manner of holding the cable for a switch
intersection or end turns.
Figure 14 a modification of the devices shewn in Fig 13.
Figure 15 a plan view of one end of the track and switch intersection, the surface
works being omitted.
Figure 16 a plan view of a grooved friction wheel for operating a cable of
uniform diameter.
Figure 17 a central sectional view of the wheel shewn in Fig 16.
Figure 18 an elevation of the devices for deflecting the cable, keeping it taut
and taking up slack.
Figure 19 a plan view shewing a modification of the devices for deflecting and
keeping the cable taut.
Figure 20 a plan view showing the guard which swings the hinged gripper jaws

page_text: sidewise at a curve or turn in the trackway so as to bring the jaws in position
to seizo the cable.
Figure 21 a section of the guard shewn in Fig 20, with the gripper in outline
and swung sidewise to bring it in position to seize the cable.
Figure 22 a plan view of a track and two intersections or branches.
Figure 23 a detached plan view of the switch plate shewn in Fig 22.
Figure 24 a vertical sectional view of Fig 22, shewing the devices beneath the
street surface at a branch intersection.
Figure 25 a cross sectional view of Fig 22, shewing the manner of supporting the
free ends of the frog plates.
In order to enable others skilled in the art, to make and use the said Invention'
I will now proceed to describe the same in detail. The first two figures of the
drawings illustrate means for operating the gripper and the car brakes from the
head E on the hand wheels or crank shafts D, of the car, the said heads being cut
away to form double cams a which operate on the pins b of pivotted levers N
so as to raise or lower the inner ends of the levers according to the direction in
which the heads are turned. The other ends of the levers are pivotted to arms c
on a horizontal rock shaft O which extends the length of the car and is supported
by brackets Y attached to the car bottom A. The shaft O carries an arm & which
connects by a link e, with an arm f, on the rock shaft P, supported by brackets Y¹,
and carrying an arm g which connects with a projection h on the gripper slide,
all in such manner that when one of the hand wheels or crank shafts D is turned,
the brakes are applied, the gripper jaws are opened to release the cable and the
gripper is raised.
The gripper and its means of attachment to a car will now be described. The
gripper head S is constructed as shewn in Figures 1, 10 and 11, with collars or tubes.
through which pass horizontal parallel rods Q, Q, said head being fixed to the rods
and having on its underside a downward projection to form a circular seat to
receive the rotating gripper head T. The rods Q are cylindrical and attached to
the bottom of the car by plates U, having suitable passages or boxes through which
the rods pass, such plates having slotted ends so as to permit the car to have sidewise
movements, and such plates are normally held in line, or returned to their proper
relative position when thrown out of line by the springs u¹ secured to the car at one
end and operating on the plates at the other end by means of pins, see Fig 1. This
arrangement permits the car body to move sidewise, so that if the rails of tho
track should get out of line with relation to the gripper opening Q in the cable
tube or tunnel, the car body may move or oscillato sidewise to accommodate itself
to the track way, while the gripper head and gripping devices are retained in
vertical line or approximately so, with the line traversed by the cable. As each
plate has an independent endwise movement, they may move in opposite directions
to ease the gripper in passing curves so that a wide gripper blade can be used.
The spaces along the rods between the plates U and head S, are occupied by
helical or other springs R, the object of which is to relieve the gripper in the act of
starting or stopping a car. The head T of the gripper is adapted to rotate in the
fixed head, being confined in position by a central screw T, and the gripper
blade V is connected at its upper end with the rotating bead in any suitable
manner. But in order to provide for the automatic detachment of the said blade
and the gripping devices carried thereby, which gripping devices will be hereinafter
described, I connect the blade with the head T in the following manner.
head is constructed with a transverse slot or passage in which is loosely arranged a
hollow head or socket T' which receives within it the upper end of the gripper
blade which is free to rise and descend in the hollow head or socket but whose
descent is limited by a pin and a lever as hereinafter explained. The sides of the
fixed head S which stand in the direction of the ends of the car are provided with
depending bracket arms S' which are arranged centrally with relation to the
length of the car, said arms serving as abutments for the ends of the hollow head
or socket T", so long as the ends of the latter and the depending bracket arms stand
The

page_text: in line or substantially so with the line of the cable. But if one end of the car is
derailed it is swung around carrying with it the depending bracket arms thereby
taking them out of line with the slot in the head T and the ends of the hollow
head or socket T¹ so that the latter is free to slide from the slotted head carrying
with it the gripper blade and its attached gripping devices. This is very
important should an accident occur for the reason that if one end of the car
should jump the track, instead of the car being drawn off in such position the
gripping devices are automatically detached in a rapid and effective manner.
A limit stop for the rotating head T is provided which is composed of a slotted or
forked plate y, attached to the head S and a pin y¹ secured in the head T¹, in the
fork or slot, the object of which is to limit the rotation of the head T in the head S.
Such stop is not essential where the gripper runs in a slit in a tube or tunnel, but
when the gripper is used on a cable arranged above ground, the limit stop is very
essential to prevent the head T from rotating sufficiently to let the gripper slip
out. The hollow head or socket T' is provided at each end with a downward
extension S³, (Fig. 6) for sustaining the edges of the gripper blade V and to one of
the extensions S² is pivotted a lever n one end of which extends so as to rest
against one side of the gripper blade and is held in such position by a pivotted
pawl or dog n¹. A pin or projection n" is so attached to the gripper blade that
when the lever n is locked it forms in connection with the pin, a stop to limit the
descent of the gripper blade; but if the pawl or dog n¹ is adjusted to release the
lever n, as in Fig 6, the blade and the attachments which it carries, as hercinafter
explained, may be drawn down and detached from the car. The blade is vertically
grooved to receive a slide i such slide projecting down from the blade a sufficient
distance to bring the gripper W in proper relation to the cable.
If the gripper is to be used on a straight line it may be made without a joint
between the blade V and the gripper W, as shewn in Figs. 4 and 5, but when used
on lines having curves or switches, I provide a joint V₁ which may be formed in
any suitable manner but as here shewn it is formed by outer eyes a² and inner
eyes a³ on the gripper blade into which set eyed projections a' on the gripper (sco
Fig. 12) the parts being held together by two independent pintles a³. The
adjacent sides of the inner eyes a³ on the gripper blade are provided with
grooves a in which are arranged lateral projections at the edges of the
lower end of the slide i, whereby the latter is held in position and properly
guided at this point and provented from springing or moving outward when
the gripper is turned on its joint to operate at an angle.
The lateral pro-
jections are formed, as shewn, by extensions of a pin which serves as a pivot
for the link which connects the slide to the moving plate j¹ of the gripper. The
j
moving plate works vertically between the back plate p and the pivotted plate o,
the former plate being the one which is jointed to the gripper blade. By the link
connection of the slide i, with the moving plate j', the gripper can be operated when
turned at an angle of nearly or quite forty-five degrees, or until the upper one of
the pivots of the link j, passes outward beyond the joint or hinge V', further the
gripper can be caused to grasp or release a cable on curves and in-other positions
when the cable is out of line with the gripper opening in the cable tube or tunnel
and further the gripper is prevented from drawing against the side of the gripper
opening when the cable is out of line, which is important in turning curves or
bends. As the gripping jaws or plates o and p will usually, or for a great portion
of the time work in a vertical line with the gripper blade V, I provide a stop or
spring catch V³ (one or more) Figs. 6, 10 and 12ª arranged in or on the gripper
blade and adapted to engage a recess in the eyed projections a' of the plate or
jaw p, so as to lock the gripper blade and the jaws together and retain them in a
vertical line; the construction of the stop or spring latch being such that it will
disengage itself from the eyed projections and release the jaws under slight
pressure exerted sidewise on the latter. The eyed projections are provided with
a series of recesses around it for the purpose of locking the gripper at any angle to
which it may be adjusted relative to the gripper blade. The plate ? has at each

page_text: end a wall a² which serve as a bearing for the pivots of the plate o which pivots
are arranged about midway the length of the plate, and the plate has on its insido
a projecting stop x, Fig. 7, to prevent the cable from getting up too far between
the jaws of the gripper which jaws are formed by the plates o and p. This limit
stop instead of being between the jaws and inside thereof, as in Fig. 7 may be
formed by the lower ends of the wall a', of the back plate p, as in the gripper W,
shewn in Fig. 12. The lower end of the jaw formed by the plate p is provided
with two wedges 7, which extend transversely across the jaw and are retained in
proper position by a dovetail groove, the latter having at the centre a stop which
limits the inward movement of the wedges, but such stop may be omitted as
the pins fixed to the inner ends of the wedges will act as stops in connection with
the double incline t on the lower end of the moving plate j'. This double incline
works between the pins 7, Fig 6, and serves to throw the wedges outward when
the double incline is raised by the vertical movement of the plate j' and slide i.
The wedges are held in their outer positions to prevent their being accidentally
slipped inward, by means of weighted latches q, which are pivotted to the end walls
of the plate p, such latches when the plate j' and slide i are elevated dropping into
notches in the wedges so that they cannot accidentally be moved inward. When
the plate is depressed, the upper projections of the latches come in contact
with the rollers carried by the plate, which withdraws the latches from
engagement with the wedges, thereby leaving one of the wedges free to be moved
inward by the friction of the cable so as to cause the jaw to firmly bind and clamp
the same.
While I have shewn and described a double incline t for effecting the outward
movement of the wedges, I do not confine myself thereto as other mechanical.
contrivances can be used to effect the same purpose by the vertical movement of
the plate and slide i.
In operation, when the gripping jaws embrace and seize the cable one of the
wedges will be drawn inward by frictional contact with the cable, the other wedge
remaining in the outer position to which it has been adjusted by the rising
movement of the double incline, so that the gripping jaws can be operated and
assisted in the gripping action no matter in which direction the car travels. It
should be stated that the idle wedge will not be thrown outward so far as to causo
only half of the gripper to work, as the arrangement is such that the gripping jaws
will grasp the cable their full width. The two sliding wedges carried by a singlo
jaw permits the car to be run in either direction, one wedge sliding inward when the
car moves in one direction and the other wedge sliding inward when the car moves
in the opposite direction.
The jaw or pivot plate o is provided with a concavity opposite the wedges for
fitting against or around the cable, and this concavity is preferably formed in
a piece detachably fitting a dovetail groove in the jaw so that it can be replaced by
a new one, thus avoiding renewing the entire jaw. At the upper end of one of the
side edges of the jaw o is a lateral pin u, against which operates a horn or cam v,
fixed to the sliding or moving plate j, so that when the said plate is lifted by the
slide the horn or cam bear against the pin u which causes the upper end of the
jaw o to move inward towards the plate or jaw p thereby opening the said
gripping jaws. The upper end of the plate 7, is provided with a cam or inclined
projection w which acts on the upper end of the jaw o, so that when the said plate
is depressed by forcing the slide i downward, the lower end of the said jaw will bo
thrown inward towards the plate or jaw p for embracing and grasping the cable.
The cam or incline w, when down between the upper portions of the two jaws
serves to hold the latter in a closed position and firmly and rigidly against the
cable. The cam or incline w for closing the hinged or moveable jaw o may be a
centrally located one, as in Fig. 5, or two cams can be employed as in Fig. 12.
I do not, however, confine myself to the particular devices shewn for opening and
closing the jaws, as other means will readily suggest themselves. To the back of
the plate or jaw p is pivotted or hinged one end of a stop or plate m, tho object of

page_text: which is to operate switch levers when branches or connecting lines are used, said
stop or plate standing in a horizontal position, as in Fig. 6, when the car travels on.
a line having no switches or branches, but when a switch lever is to be operated
the stop or plate is turned to a vertical position until it rests against a stop pin 'm¹
as in Fig. 6. I have illustrated but a single stop or plate m for operating the
switch levers, but in order that the same car may be used on other connecting
tracks for special occasions, I will provide another, stop or plate on the opposite side
so as to operate switch lovers from either or both sides. If occasion demands, or if
the cable-way has a considerable space above the cable, the stop or plate m, or two
of them can be placed on the gripper blade V above the joint V'. The switch
devices will be hereinafter explained in proper order.
The plate is provided at each side with an arm which projects outward
beyond the gripper jaws or plates, each of said arms carrying a journal or stud ja
on which is arranged rollers or wheels k, which are designed to come in contact
with and ride up and over guide guards as hereinafter explained, for the purpose
of automatically lifting and carrying the gripper over a crossing cable or any other
obstruction. The object of the rollers is to ease the gripper in being lifted by and
riding over the guide guards and thereby avoid injury to the gripping jaws and
their operating mechanism.
A horizontal plate is located between the rollers k; on the outside of each of the
jaws or plates, such horizontal platos being attached to and moving with the sliding
plate, their object being to prevent the rollers k from dropping into the space
between the guide guards hereinafter described. The upper end of the slido i is
provided with an attached laterally projecting stud h, with which engages the
bifurcated inner end of an arm g, the outer end of which is fixed on the rock
shaft P so as to rock with the latter to raise the gripper, said arm however, being
adapted to slide longitudinally along the said rock shaft to permit it to partake of
the longitudinal movements of the head S, heretoforo described. The aring projects
through a vertical slot 8 in the rotating head T, for engaging the stud h on the
slide and permitting such arm to swing in a vertical plane.
In the practical use of the invention the weight of the gripping jaws and their
concomitants will be found sufficient to keep the jaws in their lower or depressed
position to embrace and grasp the cable, but if essential a spring may be arranged
in the hollow head or socket T', as indicated by dotted lines Figs. 6 and 7, so as to
act against the upper end of the gripper blade V, so as to ensure the depression of
the grippor blade with the slide i and thus effect the proper opening and closing of
the jaws.
In operating with the gripper, but one of the hand wheels or crank shafts D is
used at a time, the opposite one being locked by the usual pawl and ratchet-wheel
or other suitable devices, and when locked the head E of the shaft should be in the
relation to the pin b, shewn at 2 Fig. 2, which position permits shaft O to rock
freely, while if this head E wero turned to its limit in either direction and then
locked, the shaft O would be fastened, and to prevent tampering with the locked
head, there may be provided but a single hand wheel or crank for the two shafts,
the operator changing it from one shaft to the othor, as required.
By turning the unlocked hand wheel or crank shaft in the proper direction, that
is to the right, the head E will be revolved to cause the pin b to rise up under the
action of the incline b' of the head, thereby raising the inner end of the lever N
and depressing the outer end thereof, which through its connection e rocks the
shaft O in its bearing, which latter transinits a rocking motion to the shaft P
through the connection formed by the arms d and fand link e, such rocking of the
shaft P, causing the arms g to swing upward and by its connection with the stud h,
on the slide i, raises the latter and elevates the plate and causing its horn or
cam v to act on the lateral pin u on the edge of the jaw or plate o, swinging the
latter on its pivot and throwing its lower end away from the jaw or plate p
thereby releasing the grip on the cable. A continued rotation of the head E causes
the plate to rise and come against shoulders a³ on the gripper W, thus

page_text: lifting the gripper blade and elevating the gripper jaws away from the cable which
permits the gripper to pass a crossing cable or any obstruction such as a pulley at a
switch. As the jaws commence to open, the sliding plate , through the double
incline t, acts on the pins of the wedges 7 and throws them outward to the
position shewn in Fig. 6, so as to be in readiness to act on the cable when the gripping
jaws are lowered. The hand wheel or crank is released at the proper time when the
weight of the jaws and their concomitants will cause them to fall into such position
that the cable will enter between the jaws. The hand wheel or crank is now turned
to the left which causes the incline 6 of the head E to act on the pin b and depress
the inner end of the lever N, thus imparting movements to the rock shafts, the
reverse of those above mentioned for raising the slide i, beuce this slide will be
depressed and with it the plate ¹, the cam or incline wat the upper end of the
latter acting to throw the upper end of the jaw or plate o outward and its lower
end inward, thereby causing the jaws to grasp and hold the cable, one of the
wedges being drawn inward by contact with the cable thereby materially assisting
in the gripping of the same. The car bodies are usually supported by springs and
hence it is essential to permit the car body to rise and fall without raising or
lowering the grip in relation to the cable. This is accomplished by the loose con-
nection of the gripping plate V and the hollow head or socket T¹, thus when the
gripping jaws grasp and hold the cable the car can move vertically by reason of
the hollow head or socket sliding up and down on the upper end of the gripper
blade. This vertical movement of the car and the hollow head or socket T' on the
gripper plate, without disturbing the relation of the gripping jaws and the cable is
rendered possible owing to the shafts O and P being free to rock and the lever N
and arm g free to swing to a limited extent when pin b of the lever N is not
actually held or locked in a fixed position by the inclines of the head E. The
gripper blade, when the gripping jaws grasp the cabbe does not reach the top of its
holding head or socket T¹ but occupies the relative position to the latter shown by
the dotted lines Fig. 6, which position may be varied by setting the pin n" higher
or lower, so that the gripper blade has or may have a vertical movement equal to
the distance shewn in said figure, between the dotted line and the upper end of
the hollow head or socket, which distance must be such as to permit the gripping
jaws to rise sufficiently to pass a crossing cable or other obstructions. It will be
obvious from the foregoing that by providing a loose connection between the
gripper blade and the car body, the latter can freely rise and fall without imparting
corresponding movements to the gripping jaws and gripper blade, hence the cable
will never be " kinked or strained, as is the case with a gripping device fixed in
relation to the car. The mechanism above described is for operating the gripper
from the platform of the car, but the gripper is adapted to be raised by devices on
the cable way for the purpose of automatically lifting the gripper over a crossing,
a pulley, or any obstruction. To accomplish this I provide the guide guards B¹ of
the form shewn in Figs. 14, 15 and 18, such guards having a space B³ between
them to permit the passage of a gripper at a crossing. These guide guards are
supported by suitable cross ties and are inclined upward at each end from a point
a little below the cable C, see Fig. 16, and they are located at every place where it
is essential to raise the gripper to pass an obstruction. For example they are
placed where a crossing occurs to lift the gripper over the crossing cable as shewn
in Fig. 18; at a switch to lift the gripper from one cable to the other as shewn in
Fig. 15; at places where the gripper is to be lifted over a palley as in Fig. 15, and
over the cable tighteners, hereinafter described, as shewn in Fig. 18; to lift the
gripper over a crossing cable where such occurs at the point where a cable tightener
is located. In operation, supposing the gripping jaws embracing and grasping the
cable and they come to the guide guards 13, the rollers or wheels & will ride up
the inclined ends thereof, and in rising they raise the plate j' and open the jaws to
release the cable, at the same time moving the gripper blade upward in its hollow
head or socket T2, and holding the parts in this position until the rollers or wheels
leave the guide guards when the gripper blade and jaws will descend by gravity
">
.

page_text: or under the influence of the spring hereinbefore mentioned. After the descent of
the gripper, the hand wheel or crank shaft, is operated to close the jaws on the
cable as hereinbefore explained. In lieu however of operating the hand wheel or
crank shaft to close the jaws each time the gripper leaves the guide guards, I may
provide an inclined plate or guide to act on the upper sides of the rollers k as they
leave the guide guards so as to depress said rollers and with them the platej
thereby automatically closing the jaws onto the cable.
In Figs. 13 and 14 I have shewn the pulleys for supporting and retaining the
cable in proper position at a switch or intersection. The cable C¹ is carried
between the two wheels 27 and around the wheel 32, the wheels 27, being provided
respectively with a top and a bottom disc or flange 28 which respectively project
over the wheels and thereby securely retain the cable in the grooves of the wheels.
Instead, however, of using two wheels 27 at the switch I may use a single wheel 30,
see Fig. 14, in which event a horizontal flange 31 on one of the guide guards B',
projects over the edge of the wheel and prevents the cable from rising off the
wheel. The wheels 27 are located at or near the end. of a double track, or at a
point where it is desired to change a car, running in one direction, to the other
track to run in another direction.
At
In Figs. 18 and 19 I have illustrated the devices for deflecting and tightening
the cable, taking up slack and avoiding strain on the cable in starting a car.
suitable points along the length of the line, I arrange a well or depression below
the track and arrange therein near the top two adjacent idler pulleys or grooved
wheels 35, which may be of any desired size and are arranged to rotate on a plano
with the cable. Under the wheels 35 is arranged a grooved wheel 36 which has
attached to its shaft a weight 37 and is supported in suitable standards or
uprights 38, each having a slot to allow vertical play of the shaft of the wheel 36.
The cable is deflected into the well over the wheels 35 and thence passes around
the wheel 36, and by means of the loose arrangement of the latter and its weight,
the cable will be kept taut and all slack is taken up. At the same time it permits
the cable to yield when grasped by the gripping jaws to start a car, thereby
avoiding undue strain. As represented the well or depression is located at a
crossing cable C and hence the deflection of the cable C at this point avoids the
necessity of lifting the gripper so high at this crossing in order to pass the cable.
The wheels 35 and 36 may be of any desired size, and any suitable distance apart
and the size of the well or depression is not material so long as it is sufficient to
allow the wheel 36 and weight 37 perfect freedom of movement in a vertical
plane.
This arrangement of tighteners located in a well or pit is designed for use where
the space is limited and the tightener has to be located beneath the track way, but
where there is sufficient room an arrangement for tightening purposes like that
shewn in Fig. 19 may be used, in which one of the wheels 35 is located outside of
the track and the other wheel 35 inside, both wheels having their respective shafts
or journals supported in suitable bearings attached to the girder or otherwise and
the wheel 36 is mounted in one end of a lever 39, which lever is pivotted in any
suitable manner as at 40 so as to be free to swing horizontally and has attached to
its other end a ropo 41, which ropo passes over pullies 42 and carries a suspended
weight in a similar manner to that shewn in Fig. 18, or the rope might pass over
one pulley and the weight be attached directly to its end instead of to a lower
pulley as shewn in Fig. 18.
The operation is essentially the same as that described for the tightener in a
Fig. 18, the lever 39 under influence of its weight or spring turning on its pivot,
and carrying the wheels 36 in or out as required for the running of the cable, such
movement of the wheel 36 drawing the cable taut and taking up slack as occasion
demands.
In place of a weight and pulley as shewn in Fig. 18 or a single pulley and 5
weight, a spring could be used to operate the lever 39 and allow it to swing to
fathe

page_text: The wheel 32 is located beyond the wheels 27, a distance sufficient to take the
length of the car or train and is arranged in such relation to the wheels 27 as that
its inner periphery will be nearly central with the opening between the wheels 27
so that the cable for the track on which the transfer is to be made will be carried
over to one side and around the pulley, bringing the side of the cable for the track
on which the car is to run in line with the slot of the track from which the transfer
is to be made, so that the gripper can be made to take hold of the cable passing
down the other track as shewn in Fig. 15. It is to be understood that the
wheels 27 and 32 are to be arranged to suit the place where the transfer is to be
made, and may be varied somewhat from that shown in Fig 15, so long as the
arrangement is such as to bring the cable for the track on which the car is to bo
run in position to be grasped by the gripper. The wheel 32 is carried by a vertical
spindle or axis supported in any suitable manner, and guards B' are to be provided
to raise the gripper over the wheels 27.
The operation is as follows, reference being had to Fig. 15. The car on the
track 43 at the end of the line is to be transferred to the track 44, to run in the
opposite direction. The car as it passes down the track 43 has the gripper raised
by the guards B' passing over the wheels 27, into the space between the said wheels
and the wheel 32 bringing the gripper into position to grasp the cable of the
track 44, and this cable moving in an opposite direction from the cable of the
track 43, as it is grasped by the gripper starts the car in opposite direction,
passing it over the guards B¹ raising the gripper and onto the cable of track 44, it
being understood that a switch or frog plato is properly arranged to transfer the
car onto the track 44. A similar arrangement with the wheels arranged for the
track 44 to pass the car onto the track 43 is to be provided at the opposite end of
the line or on the track 44 at any point where the transfer is desired.
The grooved horizontal wheel 32 is adapted to receive and carry the cable, and
it is provided with slides 33 standing at an angle with the groove for the cable.
The number of slides requisite depends on the size of the wheel and they are so
arranged as to have a sliding movement sufficient to allow the cable to run clear or
to be impinged by the slides. Each slide has a transverse notch or recess of sufficient
depth to partially enclose the cable and ensure engagement of the slide therewith.
The slides are operated by a stationary cam 34 so arranged as to project them
successively and allow them to be moved back when clear of the cam. This
provides a positive grip for the cable between the slides and the opposite side of
the groove and if the cable is smooth it is prevented from slipping in the groove of
the wheel.
The cable C¹ for propelling the cars lies in a tube or tunnel longitudinally under
the railway track midway or nearly so between the rails 1-1-See Fig. 3, and at
intervals along its length it is supported by grooved pulleys or wheels arranged on
spindles or axes. In this class of cable systems for propelling cars when the
gripper engages the cable to start a car, the former is strained in one direction
thereby causing a slack in the other direction. This slack continues along the
length of the line and permits the cable to violently vibrate which results in con-
siderable damage in that the supporting pulleys or wheels are fractured and require
frequent renewal. So far as my correspondent is awaro such cables have never
been provided with means whereby they are kept taut throughout their length and
any slack occasioned as above mentioned automatically taken up, thereby preventing
the cable from violent agitation, and at the same time permitting it to yield longi-
tudinally to ease the gripper when engaged with the same to start a car.
provision of these cable deflectors and tighteners accomplishes the above important
results and is a part of the present invention which renders the cable system perfect
in operation when employed in connection with the gripper on the cars and means
for lifting the grippers over crossings and other obstructions.
The
I do not confine myself to the particular means shewn and described, for
automatically taking up the slack, keeping the cable taut and permitting it to
yield longitudinally to ease the gripper when it engages the cable to start a

page_text: car, as other mechanism or devices will suggest themselves for effecting the objects
mentioned.
In turning a curve or bend the cable at the intervals between its supporting
pulleys or wheels travels out of a central line relative to the two tracks 1-1, and
therefore the hinged gripper can swing sidewise to accommodate itself to the varying
line or travel of the cable which is a very important feature. When the gripper
is released from the cable at a bend or curve it could not again be caused to engage
the cable without some special provision for this purpose. An efficient means of
accomplishing this object is shewn in Figs. 20 and 21, where an inclined guide D'
is arranged parallel or approximately so, at the points where the cable deflects from
a central line relative to the tracks. This guido serves to swing the hinged gripper
inward so as to bring it in line with the cable to ensure the proper engagement of
the gripper with the same.
The provision herein before described whereby the gripper blade can be dropped
from its hollowed head or socket so as to detach it from the car, permits the devices
to be attached directly to passenger coaches and the facility with which the gripper
can be detached permits the car to be used on a road where it is propelled partly
by a cable and partly by horses so that the same car can be used either as a cable,
or as a horse car, or as both.
I will now proceed to describe the manner of actuating the car brakes from
either end of a car, reference being had to Figs. 1 and 2. The brake bars K carry
at each end a brake shoe and aro suspended from the bottom of the car by pivotted
links or in any other suitable manner. To the centre of each brake bar is secured
one end of a link J, the other end of which is pivotted to the lower arm G' of a
lever G, such lever being pivotted at Z' and supported by a bracket Z. The long
arm G² of the lever is clevated to a plane above its lower arm G' so as to work in close
proximity to the bottom of the car, and the outer end of such long arm is connected
with the winding drums carried by the hand wheel or crank shafts D, through the
medium of a chain F. It will bo obvious that when the hand wheel or crank shaft
is operated to release and lift the gripper from the cable, as herein before described,
the chain F will be wound up, the long arm G2 of the lever G will be drawn out-
ward, the inner end G¹ will be thrown inward and through the link J the brake
bar will be pushed towards the car wheels thereby applying the brake shoes to the
latter and braking the car. When the hand wheel or crank is operated to lower
the gripper and cause it to engage the cable, the chain F will be released, thus
permitting the brake bar to swing away from the car wheels and relieve the braking
action, such movement of the brake bar being aided by a suitable spring if desired.
It will be seen that the gripper and the brakes can thus be controlled from either
end of the car, and in order to operate both or all of the brake bars simultaneously
from either end of the car I provide centrally pivotted bars HH connected with
the elevated long arms G2 of the levers G by means of pivotted links II and the
ends of the bars H are connected by pivotted parallel bars L and M (Fig. 1) so that
when one hand wheel or crank shaft D is operated to draw the long arm G³ of one
lever G outward, the pivotted bars, links and rods H, I, L, and M serve to force the
long arm G2 of the other lever outward, thereby applying both sets of brakes
simultaneously.
I will now proceed to describe the track and switch for cable-way systems,
whereby the switch and frog plates are automatically adjusted to transfer a car or
cars from one track to another, and the means whereby the free ends of the frog
plate are supported.
Referring to Figs. 22, 23, 24 and 25 the letter A indicates the main line track
which is to be strung upon ties or supports in any suitable manner for a road
operated by a continuous or endless cable and such roads have more or less sido
lines running therefrom. Fig. 22 shews a road having two side or branch lines
indicated by the letters A and A" the junction of the two branches, being, as
shewn, at the same point, but it will be understood, however, that this branching
at the same point in two directions will seldom occur in the construction of cable

page_text: railways, and such arrangement is simply shewn for the purpose of illustrating a
right and left action when running the switch from one side to the other. It will
also be understood in this construction that when only one branch occurs only so
much and such parts of the devices as relates to that branch will be applied to the
substructure. Whenever the branch or switch is applied to a cable road as herein-
after described the ordinary tube or tunnel of the road in which the cable is located
and travels will be stopped a little distance short of the junction and the cable way
will be considerably enlarged at the point of junction for the purpose of applying
the devices and for access in repairing or oiling the parts.
B, B¹, B", indicate the openings for the passage of the grippers in the respective
lines of tracks A, A', A". The cable way is not shewn in detail but is to be inado
in the usual manner, of the full width of the track with the space between the
tracks filled with metallic plates of sufficient strength to support the street traffic,
such plates terminating to form the gripper opening in each track. The surface
plates can be supported on ordinary posts which can be arranged so as not to
interfere with the operation of the cable, the gripper or the operating levers while
furnishing a sufficient support for the plates.
C indicates a switch plate pivotted at a to the rail of the main line track and
having as shewn the rails for the three tracks A, A', A", continued across its face,
but where only two tracks, a main line and one side branch are used, the switch
plate C would have the tracks across its face arranged accordingly. When three
tracks are used a shield 6" may be applied to the surface plate of the tube and
arranged to partly cover the switch as shewn in Fig. 23 forming a guard against
the entrance of dirt or other impediments which might interfere with the operation
of the switch and also acting to prevent the accidental displacement of the switch
by the wheels of a passing vehicle or otherwise.
D, D', indicate levers bent as shown in Figs. 22 and 24, or in some other suitable
manner, so as to leave a clear passage for the cable and to have their ends engaged
by the stop or plate m on the cable gripper herein before described (see Figs. 3, 7
and 12) to turn the levers respectively as required for the side track or branch on
which the car is to be switched or turned. The lever D is pivottally supported on
a post or standard b extending up from one of the ties and the lever D' is supported
on a corresponding post or standard b₁ or these levers D, D', might be supported
from brackets or plates extending out from the rails or girders or on other support
to bring their pivots at the proper points for the ends to be engaged by the
actuating device or devices. The lever D¹ is bent or formed to have its inner end
connected by a suitable pin or pivot c, to the inner end of the lever D at a point
forward of the pivotal point of the latter as shewn in Fig. 22, so that as either
lever is operated the other will be brought into position to throw the switch
straight for the main line by the engagement of the gripper therewith requiring no
attention other than the travel of the cars for the respective lines to operate the
switch.
E an arm or lever pivotted at one end by the pin or pivot c to the inner ends of
the levers D, D', and supported at or near its centre in any suitable manner so as
to swing or turn freely. As shewn, it is supported at or near its centre by a pin
or pivot d on the underside of the base plate C³ of the switch plate, but it could be
supported in some other manner and by other means.
Fan arm or lever connected at its outer end by a suitable pin or pivote to the
lever E and connected at its inner end by a pin with the switch plate C which
pin passes through a slot g in the bed plate C on which the switch is supported so
that as the levers D, D', have their outer ends moved by the actuating device on
the gripper or car, the inner end of the lever D will through the arm or lever E,
arm F and pin f, turn the switch plate C on its pivot a bringing the tracks on the
switch plate in correct relation with the main line track and the side tracks
respectively as required for the running of the car.
Ga link or arm one end of which is connected by the pin or pivot e with the

page_text: arms or levers E and F and the other end of which is rigidly connected with a
post or standard supported so as to turn and allow the free end of the arm or
link G to vibrate with the movement of the lever E and arm F.
H the post or rock shaft to which the end of the link or arm G is firmly secured,
which shaft or post is suitably journaled at the lower end on one of the ties or
track supports in such manner as to hold it in a vertical position and at the same
time freely to work or turn. Its upper end projects above the arm or link G, as
shewn in Fig 24.
I an arm or link firmly secured at one end to the rock shaft or post H and
arranged to lie above the ties, so as not to interfere with the travel of the cable
and having at its outer or free end a stud or pin i.
"
Jan arm or lever having in its end a slot j, to receive the pin i, thereby
connecting this arm with the arm I.
K a rock shaft or post stepped or otherwise suitably journaled at its lower end
in a frame or support K¹, the upper end of which frame is secured to the surface
the plate covering the space between the rails at a point not to interfere with tho
travel of the cables on the main line or the siding, as shewn in Fig. 22, but this
post could be supported in some other suitable manner that will allow it to turn
or rock and at the same time hold it in a vertical position. The arm or link J is
firmly secured to the shaft or post K, at a point below the line of the cable so as not
to interfere with the running of the cable and leave a clear space for the operation
of the gripper on the cable, and this arrangement is also true of the arm or link I
which is attached to the post or shaft.
Lan arm firmly attached at one end in any suitable manner to the rock post or
shaft K near its upper end as shown in Figs. 22 and 24, and having at its outer or
free end a slot k, as shewn in Fig. 22.
M an arm or lever having a pin to enter the slot & and thus connect the arm L
with the arm or lever M so that as the rock shaft K is actuated the arm or lever M
will be moved by the arm L. As shewn in the upper end of the rock shaft K has
a spindle or journal thereon which enters the cover or surface plate to which the
frame piece K¹ is attached. The arm or lever M is formed as shown in Figs. 22
and 23, with a rear extension M³ which is curved or bent and the forward end of
this arm or lever is firmly secured to the pivot pin of the frog plato N, by a pin m,
which pin passes loosely through the frog supporting plate and has the frog plate
rigidly secured to its upper end so that the arm or lever M will turn the frog plate
to close the slot B¹ in the tube of the sido track or branch A¹.
Tho frog plate N for the slot B¹ is supported upon a baso plate, the edge of
which is in line with the surface plate of the tube. This frog is formed as shewn
in Fig. 22, its free end being brought to a point or nearly so and tapered to its
base or pivotal end. The slot B" also has a frog plate N' corresponding to the frog
plate N, except that its edge is formed to correspond to the curve of the slot B".
O an arm secured at its inner end in any firm manner to the lower end of the
pivot pin m' and having its free end arranged to be engaged by a pin or rod n on
the arm or lever I so that as such arm or lever is vibrated the pin or rod n will
vibrate the rod or lever O and turn the frog N¹. This arm or lever O has its
outer or free end bent or curved and is so arranged that when the switch is open
the end O¹ will lio across the slot B and the rear extension M¹ of the arm or
lever M is also arranged to lie across the slot B¹ when the frog is turned to open
such slot. The object of thus turning and arranging the ends M' O' of the arms
or levers M, O, is to cause the car through the gripper to strike such ends and
throw the respective frogs N, N¹, back to close the respective slots B¹ B".
As shewn, the upper end of the rock shaft or post H has a pintle or journal h
formed thereon which enters a suitable opening in the surface plate to support or
retain the shaft or post in its vertical position but the end of this post H as well
as the upper end of the post K might be supported otherwise than from the surface
plate or base plate of the frog. It is to be understood that the surface platos for

page_text: the tube may form the base plates for the frogs, or these plates may be made
separate being so formed as to allow the frogs to operate and open or close the
respective openings B' B".
The operation of automatically shifting the switch by these devices is as follows:
The car running on the main track has the stop or plate m, Figs. 3, 7 and 12ª as
before described, on the gripper plate or on the car and so arranged as to strike, for
instance the lever D at its outer or free end and carry such end away from the
cable opening; this movement of the outer or free end of the lever D, carries the
inner end towards the cable opening turning the lever on its pivotal point carrying
the arm F inwards, turning the switch plate C on its pivotal point a and bringing
the line of track on the switch plate corresponding to the branch or side track A
in position for the car to pass onto such branch or side track. At the same time
the movement of the lever E carries outward the outer end of the arm G, turning
the rock shaft or post H to the extent of the movement of the arm G, and this
movement of the rock shaft or post H moves the outer end of the arm I, and
through the engagement of the pin i with the slot j of the arm J, moving such arm
and partially rotating the rock shaft or post K, which rocking of the shaft or
post K moves the outer end of the arm L, which arm by reason of the engagement
of the pin on the arm M, with the slot of the arm L turns the arm M on its
pivot, throwing the frog plate N across the slot B of the main track and opening
the slot B¹ of the branch or siding A', so that as the gripper passes along it will be
deflected by the frog plate N into the slot or opening B causing the car to pass
onto the branch or siding A¹.
When the car is to be switched on to the branch or siding A" the lever operating
device on the gripper or car is set to strike the outer end of lever D¹ and carry
the end of such lever away from the gripper slot, reversing the movement of the
levers at the pivotal point e and the movement of the lever E carries the arm F
inward and turns the switch plate C on its pivot a to bring the track thereon
corresponding to the track A". This movement of the lever E reverses the move-
ment of the arm G, rock shaft H and other devices operated therefrom, causing the
pin n on the arm I to engage with the arm or lever O and turn such arm or
lever to throw the frog plate N¹ across the opening B closing such opening
and leaving the slot B clear for the passage of the gripper which is deflected
therein by the action of the frog plate N¹ so that the car will pass onto the branch
or siding A¹¹
The movement of the levers M and O to throw their respective frog plates N
and N' into position for the car to pass on to the respective branch tracks A', A",
brings the ends M¹, O', of the respective levers across the slots B¹, B, respectively,
so that as the gripper passes along either slot it will strike these ends and give a
reverse movement to the several devices throwing the switch back to its normal
position in line for the main track and turning the respective frog plates to closing
the openings or slots B¹ B" and clear the slot or opening B for the car to pass over
the main line.
By this arrangement it will be seen that whichever way the switch plate C is
moved by the action of the levers D or D', the pivotted frog plate corresponding to
the branch or side track for which the switch plate is moved will be turned to pass
the car on to such branch or side track with the gripper in the groove or slot
thereof and it will also be seen that this construction and arrangement provents
any damage or injury to the switch or other devices from any carelessness on the
part of the operator as the switch and the frog plates must be set by the movement
of the car itself for the sido track on which it is to run.
Although the device is primarily designed for use with switches of a traction
rope or cable railroad, it is evident that it could be used for other kinds of roads,
the operating levers being arranged to be engaged by a proper device on the car of
a horse railway or an engine or other motive power of other railroads.
It will be noticed that the form of the frog plates N, N', is such as to fill the
space at the point where they are located as well as to act as guides for the gripper

page_text: to deflect to the respective slots and this construction prevents an unduly large
opening at the point where the frog is located leaving virtually an opening not of
much greater width than the slot, which opening is not an improper one or one
liable to produce injury or render the street impassable to vehicles.
P indicates a revolving support formed of a centre p with arms or branches o, o',
four arms or branches being provided as shewn. This support is mounted on the
upper end of a post P¹ which post at its upper end is inclined and the support P
is held in position on its post by a suitable pin or bolt p¹ passing through its centre
or hub p. The extreme or outer ends o' of the arın, stand at an angle to the
remaining portion o and this angle is such in relation to the inclination of the
support P, as, that the ends o¹ when the arm is up will lie in a horizontal plane or
nearly so, as to conform to the plane of the surface plates on the cable way. This
support is located, so that as each arm is brought beneath the surface plate it will
lie benath the slots for the frog plates and support the outer or moving ends of.
such plates, which otherwise would be unsupported and might drop down and
interfere with the operation of the switch and its devices. The support is act
inclined so that as it is rotated the end of the arms will successively pass under the
stringer on one side of the track. This construction is necessary where a large
rotary support is used but a smaller support of a diameter to lie within the girders
or track could be used in which case the post or support P' would have to be raised
higher to bring it in a plane corresponding to the plane of the under surface of
the cable way plates. This rotary support P¹ is formed with arms or spokes to
allow the gripper to enter between the arms or spokes and rotate the support and
the arms aro so arranged that before one arm is carried out of supporting range
of the frog plate by the gripper another arm will take its place under the frog plate
giving them a firm and suitable support by which they are held so as to be free to
move at their outer ends.
Qare guards located at the point of juncture of the switch and formed as shewn
in Figs. 24 and 25, with inclined onds and horizontal centro which guards are
provided for the purpose of releasing the gripper from the main line cable
automatically to do the switching and pass the gripper to the branch cable.
The arrangement of switch plate, lovers, arms and frog plates described is for
use for a double intersection. For a single intersection or where only one siding
occurs either the lever D, or the lever DI, with the connecting devices, switch plate
and single frog plate is to be used according to the direction in which the car or
train is to be moved. The switch plate C is so constructed as to leave a wide space
between the rails on its surface so that the danger of having the feet caught in the
frog or switch plate as is now the case will be entirely overcome, the space being
sufficient to clear the heel of the boot or shoe.
It is intended to utilise the waste power of travelling cables which propel cars,
and to such end, the power transmitted to one side of the street or to buildings
along the street for purposes of manufacture or for driving the necessary machinery
for producing an electric light for illuminating purposes. To accomplish this end,
rotary motion is imparted to one or more wheels through the medium of the
travelling cable, and to such wheel or wheels is connected a shaft or shafts and
other connections for transmitting power. As an example it may be stated,
referring to Figs. 18 and 19, that the wheels 35 and 36, one or all, may impart
motion to their supporting shafts and such shaft or shafts suitably extended to the
side of the street or into buildings along the street, the necessary connections being
made with such shaft or shafts for driving machinery or any other purpose desired.
I do not, however, limit myself to the specific means described for utilising the
waste power of the cable as other means will be readily suggested to those skilled
in the art.
Having thus described the nature of this invention and in what manner the
same is to be performed as communicated to me by my foreign correspondent, I
claim:-
. First. A car provided with a gripper capable of rising and falling in a vertical

page_text: plane and composed of opening and closing jaws and laterally projecting rollers
located above the lower edges of the jaws for riding over gripping lifting guide
guards and means connected with the rollers to automatically open the jaws and
release the cable when the rollers ride over the guide guards, substantially as
described.
Second. The combination with the car, of a gripper capable of rising and falling
in a vertical plane and to engage and disengage the cable, mechanism connected
with the gripper and under control of the operator from the platform of the car for
operating it to disengage and engage the cable and rise and fall, and rollers carried
by the gripper to ride over guide guards and connecting with the devices which
operate the gripper whereby the latter can be automatically disengaged from the
cablo and raised above the same, substantially as described.
Third. The combination with opening and closing gripper jaws, of a plate
carrying rollers adapted to ride over guide guards to lift the gripper jaws and
automatically open them to release the cable, substantially as described.
Fourth. The combination of the gripper lifting guide guard the gripper and
plate carrying rollers to ride over the guide guard whereby the lifting of the
gripper by the rollers releases it from engagement with the cable, substantially as
described.
Fifth. A gripper having a hinged or jointed connection with its support, such
hinged or jointed connection when the gripper is in use, being located in the tube
or tunnel wherein the cable travels, whereby the gripper can swing sidewiso
independent of its support, and while in engagement with the cable, substantially
as described.
Sixth. A gripper composed of two opening and closing jaws having a hinged or
jointed connection with their support and capable of swinging sidewise while in
engagement with a cable, substantially as described.
Seventh. A gripper composed of a gripper blade and gripping jaws having a
hinged or jointed connection with the lower end thereof, and capable of swinging
sidewise while in engagement with the cable, substantially as described.
Eighth. A gripper composed of a gripper blade or other support, gripping jaws
having a hinged connection therewith and capable of swinging sidewise while in
engagement with a cable, and means for opening and closing the jaws, substantially
as described.
Ninth. A gripper composed of a gripper blade or other support gripping jaws
having a hinged or jointed connection therewith and capable of swinging sidewise
while in engagement with a cable and means for lifting the blade or other support
and opening the jaws, substantially as described.
Tenth. The coinbination with a gripper blade of a cable gripper having a hinged
connection with the lower end of the blado which permits such gripper to spring
sidewise to either side of the blade while locked in engagement with the cable,
substantially as described.
Eleventh. A gripper composed of a gripper blade having at its lower end two
jaws which open and close and having a binged connection with such blade which
5 permits the two jaws to freely swing sidewise to either side of the gripper blade
while such jaws are locked in engagement with a travelling cable, substantially as
described.
Twelfth. A gripper composed of a gripper blade or other support, gripping jaws
having a hinged or jointed connection therewith to permit side movements and
0 means for automatically opening the jaws and lifting them over an obstruction,
substantially as described.
Thirteenth. The combination of the gripper lifting guide guards in a channel,
with the gripper hinged or jointed to a supporting blade within the channel and
provided with rollers whereby the gripper can swing sidewise at the lower end of
5 the blade and also be raised over obstructions, substantially as described.
Fourteenth. The combination of the gripper lifting guide guards in a rope
channel, with the gripper hinged or jointed to its gripper blade within the

page_text: channel and provided with rollers attached to a plate which effects the releas
of the gripper when the latter is raised by the rollers and guide guards irrespective
of the angle at which the gripper stands rolative to its gripper blade, substantially
as described.
Fifteenth. The combination of the gripper blade, the gripper jaws, one of which
is hinged or jointed to the blade and the other pivotted to the hinged or jointed
jaw and a sliding plate having a cam or incline for closing the jaws, substantially
As described.
•
Sixteenth. The combination of the gripper blade, the opening and closing jaws, the
sliding, plate between the jaws, and the slide on the gripper blade connected with
the sliding plate by a joint, substantially as described.
Seventeenth. The combination of the gripper blade tho opening and closing jaws
having a hinged connection therewith, the slido arranged in a recess in the gripper
blade, the moving plate and the link pivotted to the slido and to the plate,
substantially as described.
Eighteenth. The combination of the gripper blade having the groove or
grooves with the opening and closing jaws having a hinged connection with tho
blade, and the slide & having a projection or projections whereby the slide is
retained in position when power is applied to operate the jaws, substantially as
described.
Nineteenth. The combination of the moving plate j, having the rollers k with the
hinged jaw and the pivotted jaw o, substantially as described.
Twentieth. The combination with a gripper and the rollers k of the plato or
plates for raising the gripper by contact with guide guards and preventing it from
falling into or between such guards, substantially as described.
Twenty-first. The combination with the gripper blade and the gripping jaws of
the slide i, having the projection h, the arm g and the rock shaft P, substantially
as described.
Twenty-second. The combination of the gripper blade carrying the gripping
jaws, with the stop or plate m for actuating switch levers, substantially as
described.
Twenty-third. The combination with a gripper hinged to its support, of a stop
or stops, for retaining the gripper in vertical line with its support, substantially as
described.
Twenty-fourth. The combination with a gripper hinged to its support, of a stop
or stops for retaining the gripper in vertical line with its support, or at an angle
relativo thereto, substantially as described.
Twenty-fifth. The combination with the gripper having a hinged or jointed
connection with its blade or other support, of means for swinging the gripper
sidewise at curves or bends to adjust its position and ensure its proper engagement 4
with the cable, substantially as described.
Twenty-sixth. The inclined guide D' arranged beside the cable at curves or bends
for swinging the gripper sidewise to ensure its proper engagement with the cable,
substantially as described.
Twenty-seventh. The combination with the opening and closing jaws, of two 4
sliding wedges carried by a single jaw, one wedge being adapted to slide inward
when the cable is seized while the other wedge remains in its outer position,
substantially as described.
Twenty-eighth. The combination with the opening and closing jaws, of two
wedges carried by one jaw and means for sliding the wedges outward into 5
position to bo drawn inward by contact with the cable, substantially as
described.
Twenty-ninth. The combination of the gripper jaws, the sliding wedges, having
projecting pins and the sliding plate having the double incline, substantially as
described.
Thirtieth. The combination of the gripper jaws, the wedges, the moving plate,
55

page_text: carrying rollers, and the latches for holding the wedges in their outer position,
substantially as described.
Thirty-first. In combination with a gripper, one or more stops connected with
the jaws of the gripper for limiting or gauging the depth of insertion of the cable
between the jaws, substantially as described.
Thirty-second. In combination with a gripper, one or more stops spanning the
space between the jaws of the gripper, for limiting or gauging the depth of insertion
of the cable between the jaws, substantially as described.
เ
Thirty-third. The combination of sliding bars U, springs u', supporting bars Q
springs R, and head S, for casing the strain on the gripper in starting, stopping,
turning curves and returning the gripper blade to line, substantially as described.
Thirty-fourth. The combination of the rotating gripper head T with the head
having the arm S' substantially as and for the purpose specified.
$
Thirty-fifth. The combination of the head S having depending arms S' with
the rotating head T hollow head or socket T, and gripper blade, arranged,
substantially as described, whereby the hollow head or socket and blade are capable
of detachment when brought out of coincidence with the depending arms,
substantially as described.
Thirty-sixth. The combination with the hollow head or socket T' and gripper
blade V, of devices for detachably securing the blade in the head or socket but
permitting such blade to move vertically therein, substantially as described.
Thirty-seventh. The combination of the hollow head or socket T¹, lever n,
and latch n with the gripper blade V, having the pin n" substantially as
described.
Thirty-eighth. The head S having the plate y in combination with the rotary
head T and pin y' for keeping the gripper in line when the cable is run above
ground, substantially as described.
Thirty-ninth. The combination of the shaft P carrying the rotating head T, and
sliding head S, for imparting to the said arm a sliding movement along the shaft,
substantially as described.
Fortieth. The combination of the arm g, shaft P, arm, and link e, with the
arm & and shaft O, substantially as described.
Forty-first. The combination of the shaft O, having the operating arm d, with
the arm c, lever N, head E, and hand wheel or crank shaft D, substantially as
described.
Forty-second. The head E having the doublo cam a, in combination with the
pin b, and lever N, substantially as described.
Forty-third. The combination of a cable for propelling cars arranged longitudi-
nally along the line of a railway track between the rails and deflected from a right
line at intervals along the line intermediate the terminals thereof, with mechanism
acting on each deflection of the cable and operating to automatically keep the cable
taut and take up slack and also permit the cable to yield when engaged by a device
on the car to propel the latter, substantially as described.
Forty-fourth. The combination of a cable for propelling cars arranged longi-
tudinally along a railway track between the rails and deflected from a right line at
intervals along the line between the terminals thereof with pullies 35 and 36 and
a weight 37, engaging each deflection and operating to automatically take up
slack in the cable but permit the latter to yield when engaged by a device on a
car to propel the latter, substantially as described.
Forty-fifth. The combination of a cable for propelling cars, deflected from a
right line along the line of a railway track, with means for acting on such
deflection and operating to take up slack and keep the cable taut, and a guard B'
for lifting a gripper over the deflection, substantially as described.
Forty-sixth. The combination, with a rope or cable of a traction rope railway,
of the pullies or wheels 35 and 36, lever 39 and a resistance acting against the
lever, substantially as described.

page_text: Forty-seventh. The combination of a gripper lifting guard B', with the deflecting
wheels 35 and a tightener wheel 36, substantially as described.
Forty-eighth. The combination of the guard or guards B', with a deflected
cable for lifting and carrying a gripper over the deflections, substantially as
described.
Forty-ninth. The combination of the gripper guard B' with the wheel 27, and
cable C, substantially as described.
Fiftieth. A grooved pulley wheel 32 located at either end of a main line track,
or at a point where a transfer is to be made from one track to another, arranged
to bring the cable in position for the gripper to grasp and transfer a car or train,
substantially as described.
Fifty-first. The groove pulley wheels 27 located at the end of a main line, or
at a point of transfer from one line to another, for bringing the two cables to a
common point, substantially as described.
Fifty-second. A wheel 27 and a guard B having a flange 31 for bringing two
cables to a common point, substantially as described.
Fifty-third. The wheels 27 in combination with the flange 28 for carrying a
cable and holding it in position, substantially as described.
Fifty-fourth. The wheels 27 in combination with a wheel 32, located at one side
of the centre of a track for turning a cable and bringing it in position for the
gripper, substantially as described.
Fifty-fifth. The combination of the hand wheel or crank shaft D, and head E,
with the chain F and rocking bar or lever N, for combining the brake and gripper
systems to be operated together.
Fifty-sixth. The combination of the shafts D, D, and heads E, with the
chains F, F, pivotted bars or levers N, N, brake levers G, G, and rock shaft O,
whereby the gripper and the brakes may be operated from either end of the car.
Fifty-seventh. A car having a gripper located beneath the car and centrally
with relation to all the supporting wheels thereof, and a brake and mechanism
for operating both the gripper and brake from either end of the car, substantially
as specified.
Fifty-eighth. In a car brake, the lever G, pivotted under the car body between
the outer end thereof and the brake bar, and composed of an elevated long arin G³
and a short arm G₁ arranged below the plane of the latter, combined with a
rotating shaft extension E, the chain F connecting the long arm of the lever with
the said extension and a link J connecting the short arm of the lever with the
brake bar in such manner that the winding of the chain draws the long arm of the
lever and pushes the brake bar to apply the brakes.
Fifty-ninth. The combination of the two levers G with the pivot bars H, links I,
and rods L, M, for connecting the levers together.
Sixtieth. The combination and arrangement of the horizontal levers G, brake
bars K, with the balance bar H, links I, and rods or links L, M, arranged at one
side of the car or truck and above the axles.
Sixty-first. An arm or lever D, lever E, link or arm F, and switch plate C, in
combination with the arm or lever G, a frog plate, and connecting devices between
such arm or lever and the frog plate for automatically changing the frog plate to
correspond with the change of the switch plate, substantially as and for the purpose
specified.
Sixty-second. An arm or lever D, lever E, arm or link F, and switch plate C,
in combination with the arm or lever C, rock shaft or post H, arın I, and & con-
nection between the arm I, and a moveable frog plate for automatically operating
the frog plato with the movement of the switch plate, substantially as described.
Sixty-third. An arm or lever D, lever E, arm or link F, and switch plate C, in
combination with an arm or lever G, rock shaft H, arm I, arm J, rock post or
shaft K, arin L, arm or lever M and a moveable frog plate for automatically
shifting the frog plate with the movement of the switch plate, substantially as
described.

page_text: Sixty-fourth. The combination, with an automatic switch moving device, of an
arm or lever connection with a frog plate and with the switch devices for changing
the switch and the frog plate automatically by the passage of the train or car,
substantially as specified.
Sixty-fifth. The combination, with a moveable switch plate and a moveable
frog plate, of devices connecting such plates and adapted to operate both plates
simultaneously from the same point, substantially as described.
Sixty-sixth. The combination of two levers D D' arm or lever E, link or
arm F, and moveable switch plate C with two moveable frog plates and devices
connecting the switch plate or frog plate for automatically operating either frog
plate to correspond to the movements of the switch plate, substantially as
described.
Sixty-seventh. The combination of the arms or levers D, D', lever E, link or
arm F and switch plate C, with the arm or lever G and devices connecting such
arm or lever with two independent frog plates, for automatically changing either.
frog plate at a common junction as required for the switch, substantially as
specified.
Sixty-eighth. The arms or levers D, D', lever E, arm or link F, and switch
plate C, in combination with the arm or lever G, rock shaft H, arm or lever 1,
connecting devices between the arm or lever I, and two moveable frog plates for
automatically shifting either plate as required for the position of the switch,
substantially as described.
Sixty-ninth. The arms or levers D, D', lever E, link or arm F, and switch plate C,
in combination with the arm or lever G, rock post or shaft H, arm I, arm J, rock
post or shaft K, arm L, arms or levers M, O, and. moveable frog plates N, N',
substantially as specified.
Seventieth. The arms or levers D, D', lever E, arms or link F, and switch
plate C, in combination with the arm or lever G, rock post or shaft H, arm 1,
arm J, rock post or shaft K arm L, arm or lever M, having extension M', arm or
lever O, having the end or extension O' and two independent frog plates N, N¹,
for operating either frog plate for the position of the switch, substantially as
described.
Seventy-first. The switch plate C, having a pivot a and pin f, in combination
with the arm or link F and arms or levers E, and D, for swinging a switch to the
desired line of track, substantially as specified.
Seventy-second. The rotary support P, in combination with one or more
swinging frog plates for holding the frog plates up at the free end, substantially as
specified.
Seventy-third. Utilising the waste power of travelling railway cables by causing
the cable to operate a wheel and power transmitting shaft.
Seventy-fourth. The combination of a railway cable for propelling cars, a wheel
or wheels operated thereby and a power transmitting shaft extending to the
sides of a street or into a building or buildings for driving machinery or for other
purposes.
In witness whereof I the said John Imray have hereunto set my hand and
seal this ninth day of January in the year of our Lord One thousand
JOHN IMRAY (L.S.)