US425518A - Elevated cable railway - Google Patents

Description

(No Model.) 5 Sheets-Sheet 1.

W. M. MORGAN, ELEVATED GABLE RAILWAY.

No. 425,518. PatentedAp-r. 15, 1890.

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W. M. MORGAN. ELEVATED, GABLE RAILWAY. No. 425,518. Patented Apr. 15, 1890.

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W M MORGAN. ELEVATED CABLE RAILWAY No. 425,518. Patented Apr. 15, 1890.

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W. M. MORGAN.

ELEVATED CABLE RAILWAY. v No. 425,518. A Patented Apr. 15, 1890-.

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- UNITED] STATES PATENT @rrrcn.

\VAITMAN M. MORGAN, OF KANSAS CITY, MISSOURI.

ELEVATED CAB LE RAILWAY.

SPECIFICATION forming part of Letters Patent No. 425,518, dated April 15, 1890. Application filed December 26, 1888. Serial No. 294,730. (No model.)

To all whom it may concern:

Be it known that LWVAITMAN M. MORGAN, a citizen of the United States, and a resident of Kansas City, in the county of Jackson and State of Missouri, have invented certain new and useful Improvements in Elevated-Gable Railways; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming a part of this specification.

The object of my invention is, first, in a railway system of elevated tracksjto place alternately in track communication with diverging stationary main tracks at an angle to each other an intermediate elevated vibrating switch. recoiling automatically to a position in one direction and vibrating in an opposite direction by the power communication from a traveling cable; second, to transmit the power of a traveling cable to successive elevated vibrating switches in communication with the main stationary diverging tracks from an automatically-recoiled position in one direction to an alternate position in an opposite direction; third, in an elevated vibrating switch interlocking with the main elevated track to enable the bolt-depressing lever to retard the traction-wheels of a vehicle on the switch until the switch is locked with the main track; fourth, to enable the locking-bolt on the main track to release the depressing-lever for the depressing of the bolt; fifth, in an elevated railway to enable the grade of a switch to assist the transit of the vehicle.

My invention further consists in the novel construction and combination of parts, which will be first fully described, and specifically pointed out in the claims.

In the drawings, Figure 1 is a view in perspective of an elevated cable railway, showing the diverging stationary main tracks supported upon single vertical columns in pairs and in line with each otherin the plane of the tracks and. in pairs at an angle to said tracks, and the intermediate vibrating switches recoiled in switch-connection with the main tracks in alternate direction and in powerconneotion with the recoilin g mechanism beneath the surface of the ground and in powerconnection with the elevated traveling cable. Fig. 2 is a side elevation of the diverging main elevated tracks and an end elevation of switches seen from the side of the closed switch-tracks in Fig. 1, with the tracks broken away, showing the switch-shaft in power-connection with the cable-carrying shaft and the cable-sheaves and the clutch mechanism on the columns for reversing their position and the inclined tracks. Fig. 3 is a plan view of the elevated main tracks and switches as seen in Fig. 1, showing the switches vibrated in track communication with alternate stationary tracks when in power-connection with the cable. vertical section, of a portion of the vibrating hollow switch-shaft and the horizontal cablesheaves thereon, showing the friction-clutch on the shaft against the under side portion of the upper sheave and the clutch-lever extending within the shaft and a portion of the vertical operating-lever. 5 represents in detail the interlocking mechanism on end portions of the switch-tracks and guidetracks on the bridge-columns seen approaching each other to interlock, showing portions of the guide and main tracks of the switch which are in juxtaposition on opposite sides of a bridge-column and support the boltdepressing levers, also the spring-actuated dog and bolt-socket and the elevated bolt and elevated lever on the bridge-column. Fig. 6 is a side elevation of the stationarytracks on the bridge and adjoining columns, showing the switch-closing mechanism on the guidetrack and beneath the ground operated by the car in transit. Fig. 7 is a detail view,

partly in vertical section, of a portion of one of the vibrating hollow switch-shafts, with the single pulley thereon, also in vertical sec- Fig. 4c is a detail view, partly in tion, showing the lever connected with the clutch upon the outside of the shaft. Fig. S

is a detail view of the meeting end portions of the main and switch tracks, showing the spring-bolt and keeper for automatically looking the separate parts of the track.

Similar letters of reference indicate corresponding parts in all the figures.

In a former application made by me for pairs at varying distances apart and said pairs arranged at an angle to the respective diverging tracks, and upon the said columns,

which are denominated A'A, the tracks, which are referred to in a former application supported upon a single column, diverge and extend at an angle to each other, as seen in the drawings.

In advance of the columns A A and the proper supporting distance therefrom, and at an increased distance from each other to that of the columns A A, are erected the stationary bridge-columns A A, which extend in height above thesaid columns A A.

The brackets B B on the respective columns A A are placed a short distance below the relative horizontal plane of the brackets B B on the columns A A and the bracket B on column A is slightly lower in degree to that of the bracket B on the column A.

Upon one respective outer side portion of each columnA A A A at a point on said columns at a proper height above the ground to support the horizontal main track and enable the suspension of a car therefrom, are attached the brackets B B. The outer edges of the brackets B B are made with vertical end portions 12 and in a transverse relation to the brackets B B, and in the upper portion is made a curved depression 17. To the Vertical end portions 1) of the brackets B B on the respective columns A A, at the highest point on said brackets and extending to a like point on the brackets B on the bridge-columns A A, are rigidly attached the terminals of the single continuous main diverging track-rails O O. The rail 0 is inclined in the direction of said bridge-column A and the ends a a of rails O G on said bridge-columns extend a short distance beyond the brackets B B, for the purpose hereinafter described. Attached to the vertical end portion 1) of the brackets B B, a short distance below the tracks 0 O, are the guide-tracksD D. The guide-track D is inclined in the direction of the bridge-column. A in the same degree as rail 0, and said tracks D D extend the corresponding length of the tracks 0 C, the end portions'cl cl of which project beyond the bracket B on the bridge-column the corresponding distance of the portions'c c of the tracks 0 0. Attached to the side portions of the columns A A and A A a short distance beneath the brackets B B, and extending an equal distance in length to the tracks 0 and D, are the guidetracks E E. The guide-track E is placed a short distance below the relativehorizontal plane of the guide-track-E oncolumns A A and is inclined in a corresponding degree to the track E, and the end portions e e of the tracks E E extend a likedistance from the brackets B B on the bridge-columns A A to that of the portions 6 c and cl d of the corresponding tracks 0 and D. Above the brackets B B a suitable distance, and attached to the sides of the columns A A A A in a vertical direction to the guide-tracks E E, are the horizontal guide-tracks F F, the. extreme ends f. f of which are halved and extend a BB on the bridge-columns A A to that of the respective end portionsc cl eof the tracks 0 D E. The guide-track F is placed'a short distance belowthe relative plane of the guiderail F and is inclined toward the column A in a like degree to the rail 0.

In the arrangement of the bridge-columns A A whichin pairs describe an' angle to the tracks, one of said bridge-columns is thereby advanced in the line of direction of the tracks and in the roadway a suitable distance relatively beyond that of the other column, and the ends of the respective tracks thereon are also projectedbeyond' the radius of the contiguous diverging tracks E D C F. In a direct line with the columns A A and beyond one-half of that described between said columns A A is placed a vertical hollow viheight an equal distance to that of the bridgeqolumns A A Beneath the surface of the ground and the said shaft G is, fixed a base or bearing g, in the upper side of which is a socket g. Upon the lower end portion of the shaft G,which also extends below the surface of the ground, is made-apivotal end portion 9 which fits andvibrates-within the socket g of the bearing g. Upon the upper end portion of the shaft G is a cap 9 which is perforated in a vertical relation, and through which extends a pivot g on the upper end of said shaft. To the side of cap g is attached one end of the radial rods g g", the opposite ends of which rods are attached, respectively, to the upper ends of ,the bridge-columns A A On the side of the shaft G is fixed, atan equal height to that of the brackets B on the bridgecolumns A one end of the switchbrackets G, the opposite end of which vibrates in the relative plane of the guide-track F and to within a proper distance therefrom. Upon the outer vibrating end portion of the bracket G is attached in a vertical relation a; block 9 which extends the relative height column. Upon the opposite side of the. shaft G, andextending in an opposite direction therefrom the distance described by 'the corresponding distance beyond the brackets the said column A a distance comparatively brating switch: shaft G, which extends in 7 of the guide-track D on the bridge-column A and in a downward direction to a point in the plane of the guide-track E on said bridge bracket G is fixed at acorresponding height 1 the bracket G upon the vibrating end portion of which is a post g similar in length to the post 9 In a transverse relation to and upon the respective vibrating end portions of the brackets G G and near the said ends, are attached the horizontal block supporting brackets g g, which extend from one corresponding side of each bracket G G a distance equal to that of the brackets B B on the bridge-columns A A and are provided with like vertical end portions, as described,

7 by the portion 1) of said bracket 15.. Upon the side of the shaft G in the plane of the guide-track F, and also above and in line with the bracket G G is attached the upper guide-track F which extends radially to the end portion f of the track F in one direction and an equal distancein an opposite direction, the opposite ends of which track are halved, so as to overlap the halved ends of the said track F. To support the opposite ends of the said track F, a band 9 is placed around the shaft G above the track F to which band, on opposite sides of shaft G, is attached one end of the respective rods 9 g, and the opposite ends of said rods are inclined in a'downward direction and attached to the respective outwardly-extended ends of the track F Upon the vertical end portions of the brackets g g on the brackets G G are attached in the plane of the tracks 0 D on the bridge-columns A the switch-tracks 0 D the length of said tracks corresponding to that of the guide-track F Upon the lower end portion of the blocks g g on. the end of bracket-s G G in a vertical relation to the guide-track F and in the plane of the guide track E on column A is attached the guidetrack E the meeting ends of the tracks D E being halved, so as to overlap the halved ends of the tracks 0 D F, as described, which are in the radius of the said tracks G D F In advance of the bridge-column A a distance comparatively one-half of that between the columns A A and in line with said column A and the column A and a short distance in advance of the line drawn in a transverse relation through the column A and the main tracks E D C F thereon, is placed a hollow vibrating shaft H. Beneath the surface of the ground and the said shaft H-is fixed a base or-bearing h, in the upper end portion of which is a socket 7i. Upon the lower end portion of the shaft H, which extends beneath the surface of the ground the depth required for the base 71 is made a pivotal end portion 71?, which fits and vibrates within the socket h of the bearing h. The upper end portion of the shaft H extends in height equal to that of the shaft G, and upon said end portion of shaft H is a perforated cap h through which extends a pivot 71/ on the said end of said shaft. In the side of the cap h is secured one end of a stay-rod b the opposite end of which extends radially to and is secured in the side of the cap- 9 on shaft f of the guide-rail F.

G. In the side of cap 7& is also securedone end of a stay-rod h, the opposite end of which is attached to the upper end portion of the bridge-column A In the side of cap 77/ is also secured one end of a stay-rod 71 the opposite end of which extends to and is secured to the upper end portion of the bridgecoluinn A Upon the upper end portion of the said column A is attached one end of a stay-rod g", the opposite end of which is extended to and is attached to the bridge-column A Upon the side portions of the shaft H, at an equal height to the bracket B on column A is attached the horizontal vibrating bracket H, which extends radially from the side portions of said shaft in the direction of the said column A and to within a short distance of said column, and upon the vibrating end portion of said bracket is attached in a vertical relation a block 71 which extends a short distance below and in line with the guide-track E on the column A and in an upward direction in line with track F. On the opposite side of shaft H is attached at an equal height to the bracket H the horizontal bracket H which extends from said shaft in an opposite direction and an equal distance to that of H, and upon the vibrating end portion is attached in a vertical relation a block h the lower end of which extends downwardly a slight distance below that of the lower end of block 72, on the bracket H and the upper end a slight distance below the relative height of the block h Upon the vibrating ends of the oppositely-extended brackets H H in a transverse relation to said brackets, and from the side of the blocks 72, 71 which corresponds to that of the column A from which the brackets B project when said blocks h 71 are in line with the said coluinns A A are attached the track-supporting brackets h h The bracket h is placed in the block it on bracket H at the relative height of the bracket B in the column A and extends outwardly a corresponding dis tance, and upon the bracket H the bracket h is placed, slightly lower in position than the bracket'h and extends outwardly a corresponding distance thereto. To the upper ends of the blocks 7L8 7: is attached in line with the track F a section of switch-guide track F, one end of which is halved on its outer side, and said end extends radially from shaft H and meets the inner halved end The opposite end of rail F extends in an opposite direction an equal distance, and is also halved and inclined slightly in position in the direction of the block h. Upon the vertical end portions of the brackets h h, in line with the tracks 0 D, are attached the switch-tracks C D which are of equal length to that of the track F and are inclined in a corresponding degree. Beneath the brackets h h, and attached to the lower ends of the blocks h ha, is attached the lower switch guide-rail E which is similar in construction and length to the rail F and is IIC also inclined in a corresponding degree. The opposite meeting ends of the rails O D E are also halved in outward direction, those in line with the rails O D meeting and being retained in oppositely-halved end portions in said rails. Nearly at an acute angle to the heretofored'escribed line of tracks 0 0, upon which the traction-wheels of a car are supported, and in aline radial to the opposite vibrating ends of the tracks 0 D which close in switch-eonnection with the ends of the said tracks 0 D, is placed in the roadway crossing a similar elevated stationary trackway to that heretofore described, the bridge-column A of which is so placed in a vertical relation the proper distance radially from shaft H as to permit the ends of the tracks C D E on column A, which project a short distance therefrom and are halved in the direction of the said column, to meet the outwardly-halved vibrating ends of the tracks F C D E on the switch-shaft H, which, as heretofore described, are slightly lower than the opposite ends.

The bridge-column A is advanced in line beyond the position of the column A and the tracks F O D E thereon, and also said column occupies a corresponding position radially in relationto the shaft G that the column A does to the vibrating end portions of the tracks F C D E on the said shaft. In a radial line of direction from the separate switch-shafts G H are placed the separate track-supporting columns A A which are placed the same distance apart as that of the columns A A. The bracket B on the column A is placed the corresponding height of the bracket h on shaft H, and the bracket B onthe column A is placed slightly lower in degree than that of the bracketB on the bridgecolumn A, and the guide-tracks E F on said columns A and tracks C D on the brackets on said columns are inclined therefrom in a degree corresponding to that of the tracks E O D F on the switch-shaft H.

To the side of the cap g on the shaft G is attached one end of the respective radial stayrods g, the opposite end of which rod 9 is attached'to the upper end portion of the column A and the opposite end of rod 9 to the upper end portion of the column A. To the side of-the cap h is also attached one end of the respective radial stay-rods h h. The opposite end of rod 71 is attached to the upper end portion of the column A and the opposite end of rod h to the upper end portion of the column A The traction-power of the elevated road is afforded by means of an endless traveling cable, which is utilized in operating the switches and is supported as follows: On the side of the brackets B B on the columns A A, and between the vertical portion 1) of said brackets and the side of said columns, are attached the vertical-sheaves '6 i,

which project a slight distance above the curved transverse depressions b b in said.

brackets. On the side of the bridge-column A in the direction of the. column A and in line withthe sheave i, which is lower in p0 sition than the sheave t" on column A, is attached the sheave-bracket iflinwhich is mounted the horizontal sheave 1?, which is larger in proportion than sheave 71. On the side of the column A in the direction of the column A, and in a line horizontally with the sheave v? on column A, is attached the horizontal sheave-bracket 11*, in which is mounted the horizontal sheave 2' which is of the size of the sheave i On the side of the bracket B on column A in the directionof A, is attached a vertical sheave 2' which is in line with the sheave t" on column A. On the shaft G, above the brackets G G and in line with the sheave i on the column A, is attached a horizontal sheave I, which is mounted on said shaft as follows: Around shaft G, which is shown square in form, is fitted a cylindrical flanged journal-bearing 9 between the flanges g 9 7 of which is journaled the horizontal sheave I. Through the side of the hollow shaft G and the bearing 9 below the flange 9 is inserted the bolt 1 which is provided with the nut g To the under side portion of the sheave I is rigidly attached a horizontal sheave 1 the diameter of which sheave is nearly onehalf of that of sheave I. Above the sheave I on shaft G and in line with the sheaves 2" i on the columns A A is journaled a-sheave I which has an under concentric flat bearing-surface 11, and corresponds in diameter to the sheave I, and is mounted on shaft G as follows:

Around the hollow shaft G is fitted a cylindrical flanged j ournal-bearing 9 upon the flange g of which the sheave I finds a hear: ing. (See Fig. 4:.) Beneath the flange g and through the side of the bearing, and also through the opposite sides of the hollow shaft G, are inserted the securing-bolts 9 upon the outer ends of which are the nuts Q23. Around the shaft G and above the bearing 9 is fitted a collar g from the lower edge of which'extends laterally a cylindrical flange g which bears upon the journal-bearing 9 Through the collar and also through the sides of the shaft G, are inserted the securing-bolts 9 upon the outer end of whichare the nuts g. On the side of the bracket B on the bridge-column A in line with the sheave I is attached the sheave i and on the bracket B on column A is attached a similar sheave '5.

Upon the bridge-column A in line with the sheave I, is attached on the side in the direction of column A the horizontal sheave bracket 1?, in which is mounted the horizontal sheave t and upon the column A in a LII t on column A, thence over sheave on column A, thence around the loose sheave I on shaft G, and thence over sheave i and v," on columns A A in one direction, and in opposite direction the opposite portion K is passed over the sheave 'L' on column A, thence over sheave 11 between the said sheaves and column A, thence in a transverse relation to the track 0 to and over sheaves t and thence in a parallel relation to the portion K of the cable over the loose sheave I on shaft G, thence to the sheave i on column A thence in a transverse relation to the track 0 to and over the sheave 2' and between the said sheave and column A and thence in a parallel relation with the track 0 to and over the sheave on column A Upon the hollow shaft H, which is also square in form, is journaled upon a journal-bearing Z, which is constructed and attached to shaft H in the same manner as the journal-bearing g to sheave I on shaft G, a sheave L, the diameter of which is equal to that of sheave 1. Over the small sheave I on shaft G is passed one end of a chain M, the opposite end of which is carried over the sheave L on shaft H and the two ends connected together, forming an endless chain.

For the purpose of vibrating the separate switch-shafts G H, and also the switch-tracks in the direction of the respective bridge-columns A A and A A I employ mechanism in part as described in the former application referred to and operated by means of a suspended car in transit on the stationary main tracks. In the former application the vibration of the switch-tracks to and in line with the connecting main tracks is effected automatically from the main tracks by the cars approaching in opposite directions on diagonally-opposite tracks.

In the present application the switch is vibrated in track communication by the car in one direction only, the opposite movement being effected by the power communicated from the traveling cable. For this purpose on the columns A A ,and also on the columnsAA are attached on the sides which are opposite to each other, a short distance below the plane of the respective guide-tracks E E the horizontal sheave-brackets n n, and in said sheave-brackets are mounted the vertical sheaves n n. Beneath the surface of the ground, upon a suitable bed, and between the respective columns A A A A a short distance from and in line with said columns, are

fixed the vertical posts 0 0, which extend a short distance in height and are provided with the transverse slots o 0 In the said slots 0 o is placed the horizontal sliding bar 0 Ata point intermediate between the opposite ends of the bar 0 is fixed a lug 0 On the bar 0 and on the side toward the column A is placed a sliding plate 0 Between the lug o and the sliding plate 0 and around bar 0 is a coiled spring 0. Beneath the surface of the ground in line with bar 0 and directly beneath the sheaves n a are attached to the respective columns supporting said sheaves the sheave-brackets n a, in which are journaled the vertical sheaves a 01 Upon the inner side portion of the respective guide-tracks E E are attached the fixed de pending slotted guides e 6 In said guides is placed a sliding bar 0 To the opposite sides of the guide 6 are pi votally attached the upper ends of the depending levers o 0 the lower vibrating ends extending in a downward direction the proper distance for the contact with a suspended car. Atapoint intermediate between the opposite ends of the sliding bar 0 and upon opposite sides, are pivotally attached the upper ends of the rods 0 0 the lower ends of which extend to and are pivotally attached to the respective levers 0 0 at a point-between the vibrating end portions of the said levers. In a transverse relation to the levers 0 0*, and rigidly attached to the vibrating end portions of said levers, is an operating-lever 0, upon the end of which is a friction-roller 0 which meets the car in transit and is operated thereby;

The carin my invention is suspended from the axle of the traction-wheels, which wheels are mounted on the respective tracks 0 C and upon the side of the car is a track inclined in an upward direction from the lower portion of the front end to the upper portion of the rear end of said'car, at which point it is made horizontal, and said track in the transit of the car meets the roller 0 and the lever O is thrown forward and into an upward position, or from its normal position, as seen in dotted lines, into the position seen in full lines, Fig. 1, and the bar 0 is moved in a direction opposite to the movement described by the car.

To one end of bar 0 is attached one end of a chain a which is passed over the sheave n thence in a downward direction between the said sheave and standard A thence over sheave 77, and the opposite end attached to the end of bar 0 opposite said sheave. To the opposite end of the bar 0 is attached one end of a chain it", which is first passed over the sheave n thence in a downward direction over sheave n", and the opposite end attached to the end of bar 0 opposite said sheave. Upon the lower end portion of the shaft G, beneath the surface of the ground and in the plane of the bar 0 and relatively at an acute angle to track 0 above, is fixed rigidly a radial crank or arm 9 To the vibrating end portion of the crank Q28 is pivotally attached one end of a bar 9 the opposite end of which extends outside of and in the direction of column A and is pivotally connected to the side of sliding plate 0 on rod 0 Upon the shaft H, beneath the surface of the ground and in the plane with the bar 0 is attached a radial crank or arm 71 which extends therefrom and vibrates in the angle described between shafts G and H and the bridge-column A To the vibrating end portion of the crank 72 is pivotally attached one end of a bar h which extends between the columns A A and is pivotally attached at its opposite end to the side of the sliding plate onthe sliding bar 0 between the said columns A A As the bar 0 is operated by the lever O, as heretofore described, the chain n moves the bar 0 in an opposite direction to the movement of bar 0 and the bar n connected with the arm 928 on the shaft G, operates to vibrate the said shaft and the switchsection on said shaft in track communication with the tracks F O l) E. In like manner the bar h, connected with the arm h on shaft H, is operated to vibrate the switchsection on said shaft in track communication with the tracks F O D E on the columns A A For the purpose of vibrating the switch-v shafts G H and the respective tracks 0 and O thereon in the line of direction with and in track communication with the respective tracks 0' and O, and in a direction contrary to that in which said switch-tracks are vibrated on the approach of a car, the rotary movement of the sheaves I L is communicated to the respective shafts G H as follows: Upon the outer side portion of the shaft G,

and beneath the lower -flange of the journalbearing 9 is attached an arm g, which extends therefrom a short distance and in an upward curved direction. Upon the said arm 9 is pivoted a horizontal lever {131, one end of which extends a short distance outwardly from the arm 9 and upon said end of lever a friction-clutch g, which extends in an up-.

upon the side which is relatively in the vertical plane of the guide-track E ismade a longitudinal slot g Upon the inside of the shaft G and opposite slot is pivotally attached one end of a foot-lever 9 which extends horizontally to the opposite side of said shaft through the slot g and a short distance beyond the outer side of the shaft G. The lower end of the vertical rod 9 is then attached to the lever g a short distance from its pivotal connection with the said shaft. Upon the shaft H is attached beneath the sheave L an arm 1, (see Figs. 2 and 7 which is similar in construction to arm 9 on shaft G and extends a short distance from the said shaft, and upon said arm is pivotally attached a lever Z Upon the outer end portion of lever P is attached a friction-clutch Z (seeFig. 2,) which bears upon the under side portion of the sheave L, the opposite end portion of which lever Z extends to within a short distance of the side of shaft I-I, and v tached one end of a short foot-lever 1 c a transverse opening e (See Fig.

upon said end portion is attached the upper end portion of the vertical rod Z '1.) Upon the side of shaft H to which is attached the guide-track E, and an equal height 7 to the lever 9 on the shaft G, ispivotally at- The lower end portion of the rod Z is then attached to the lever Z a shortdistance from .its pivotal connection with said shaft. When the outer end portion of the foot-lever Z is depressed, rod Z draws down one end of the lever Z and elevates its opposite endhaving friction-clutch Z and the movement of the loose sheave L is communicated to shaft H, and the vibrating end of the switch on said shaft is thrown in track communication with the tracks 0 Dion the bridge-column A.

For the purpose of locking the switch at one vibrating end portion with the main stationarytracks a keeper p is attached to and upon the inner side of track E a short distance in rear of the halved end portion, and upon the inner side and end portion of the guide-track E on the shaft H is attached an track E is a lever 10 which is extendedoin a vertical relation a short distance above the guide-track D and bent at right angles in the direction of said track, thence bent in a vertical relation close against the inner side of the track 0 its upper end projected ,a slight distance above said track.

To the lower end portion of the'leverp a short distance above the plane of thetrack E ispivotally attached one end ofaconnecting-rod 19 the opposite endof which is connected with the spring-bolt p on the opposite vibrating endof the switch-track. ;For the purpose of afiording. as'afety-lock on-the switch after the switch-track O is vibrated in the operation of the foot-lever on the shaft Htoward and in track communication with the stationary track 0 on the bridge-column A there is rigidly attached to the extended end portion 6 of the guide-rail E a flat block a which extends the length of said extended portion and laterally across the side, of the column A. To the opposite side of thecolumn A having the rail E andbeneath the block e is attached a strip 6 which extends a like distance from said column and is in the same plane of the strip a. In the end portion of the strip 6* the upper-half a suitable distance from the end is cut-away, leaving between the lower portion and the block Upon the top portion of block e is attached a narrow block 6 which extends the same distance from column A as the portion e of rail E and is narrower in width than said column. Near the end portion of the block a, andthrough said rectangular bolt R. Upon'the side of bolt R, near the vertical end portion of the block 6 and near the upper end portion of the bolt R, is fitted a projecting pin r. In the opposite side portion of the bolt R is made a vertical slot 7". In slot and near the lower end portion of the bolt R is fittedatransverse pin W. In the upper side portion of the block 6 is made a longitudinal slot a of a suitable depth, which extends from the slot 6 to the column A Through the block a, near the column A and in a transverse relation to slot.-

a is inserted a pivot r Pivoted at its lower end portion to the pivot r is a lever B, and

extending nearly at right angles from said lower end of the lever It within the slotr of bolt R and beneath the pin 1- is an arm 7". The upper end portion of the lever B is forked at 7' ri. Through the side of bracket 13 on the bridge-column A and the column A near the vertical end portion b, are made the transverse slots 19 b The opposite ends of a sliding bar S of the proper length to extend from the bracket B on column A to the bracket on column A areinserted in the slots 12 b in said brackets, one end of said bar extending to a point on the side of bracket B on column A above the lever B, and to said end is attached in a transverse relation one end of a transverse rod 5, which extends in the direction of the vibrating forked ends r "r of the lever R (see Fig. 5) and between said forked ends and is provided with a head 3. On the bracket B on the column A and upon the side opposite to that facing the bracket B on column A beneath the'slot b is attached a lug 8 to which is pivoted the lower end of a lever S, which extends in a vertical relation a short distance above the plane of the track-rail C and is bent at its upper end portion at The lever S is then pivot-ally attached at 3 to the side end portion of the sliding bar S, which extends through slot 5 in bracket B.

Upon the vibrating switch and upon the end portion of the guide-rail E, which is vibrated toward and in contact with the guiderail E on the column A, is attached a horizontal flat plate T, which extends laterally from the upper side of said rail and in an outward direction a suitable distance therefrom, and is made the proper width to enter the slot 6 between the block a and the strip 6 on the column A An equal distance from the sides of the plate T is made, in a vertical relation through said plate, the rectangular slot 25, which is slightly larger than the transverse dimensions of the bolt R. Upon the outer side portion of the guide-rail E and in the direction of the bracket h, is attached at its lower end a short upright post a, the upper end of which extends to a height in line with the track D". In the track D is pivoted one end of a red at, which extends horizontally and in the direction of the post to and a short distance through said post. To the rod it is attached near track D the lower end of one terminal portion of a coiled spring M3, the

opposite terminal end of which springis connected to the side of bracket 72, Upon the side of the guide-rail E" and between post it and the plate T is attached one end of a narrow flat plate V, the upper end 1) of which extends nearly the same distance in height as post it, and a short distance above the rail E is bent rearwardly a slight degree at an angle to its lower end portion in the direction of the guide-rail D. Upon the upper end and outer side portion of said post e is attached a coiled spring 0 To the plate V, and at the point on said plate from which the angle is given to the upper end 21' of the plate V, is attached a lug 1;. To the lug o is pivotally attached at its lower end the vibrating plate V, which extends in. a vertical relation a short distance above the bent portion 1:, and to said plate V is attached the coil-springe against which said plate V is given a bearing, as hereinafter described. Upon the outer side portion of the plate V, at a point in line horizontally with the end of the rod u on the plate 11, is cast a curved projection or lug 11 To the end portion of the rod it, which extends beyond the outer side of the post it, is attached rigidly one end of a short rod 10 which extends at right angles to red it across the face portion of the plate V and rests normally upon the lug o Near the lug o the rod o is bent outwardly at right angles a short distance and the extreme end portion thence bent in the corresponding direction of the portion a and extends to a position relatively in a vertical line with the slot 25 in the plate T in the end of the guide-rail E on the switch.

The switch upon the shaft G and the bridgecolumns which are thrown into track communication therewith are locked in precisely the same manner as hereinbefore described in that of the switch upon the shaft H and its bridge-column, the position of the locking parts being simply reversed fortheirapplication to said switch upon the shaft H.

In the operation of the elevated road and switches and in the position as seen in Fig. 1 the switch upon the vibrating shaft H is thrown in the forward and upward movement of the operating-lever O, which is arranged in the path of a suspended car, as heretofore described, on the track C, in line with the tracks F O D E on the columnsAA the spring-lock p engaging automatically with the keeper p on the end of guide-track F, and the switch is secured from any movement. A car upon track 0, it will be seen, which is operated by means of the traveling cable and its portion K, passes over the track 0 after operating the switch-operating lever O to a point a short distance beyond from the line of the track 0, and then drops:

the cable as a motive power, and in the gradual incline afforded by the tracks passes from track to the track 0 on the switch and to a point where the wheels of the car strike the lever 19 which lever unlocks the described end of the switch. The foot-lever Z on the shaft N is then operated, which vibrates the shaft 11 and the opposite end of the switchtracks to and in line with the tracks F C 1) E on the columns A A. As the plate T on the end of the lower guide-rail E enters the slot 8 beneath the bolt R on the end of the guide-track E in column A the pin 1" strikes liatwlse against the side of the plate 41 on plate V, which yields and releases the enda of the lever u which falls upon the upper end of the bolt R, and in the forward movement'of the car on the switch to pass upon the track 0 on the bridge-column A the end 11, of the lever U is depressed by the carwheels, and the end it of the lever connected therewith depresses the bolt B into the slot 16 of plate T, which is brought. opposite said bolt and locks the switch with thetrack G at the same time the end r of the lever B is' depressed, and the bar S slides forward in the direction of the vibrating shaft H as faras permitted by the forked ends of said lever B Ihc car, following the gravity which the incline in the tracks permits, takes up the.

traveliugcable and passes along the track 0 to the position of the lever S and depresses the end 3 of said lever, which reverses the movement of the sliding bar S, and the bolt R is ele-' vated and the switch is freed from engagement with the tracks on the bridge-column A Upon the return of the cars upon the track 0" the operating-lever 0 between the columns A A throws the switch upon the vibrating shaft G in track communication with the tracks on the bridge-column A, which look automatically in the same manner as the tracks upon the column A are shown to engage with the switch on shaft H, the end of the bracket g swinging beneath the oppositely-traveling portions of K K of the cable,

and in passing to and upon the switch on shaft G the portion K of the cable is continuously held by the grip upon the car. The car being upon the switch upon shaft G, the foot-lever 9 is operated to throw the clutch 9 against the sheave I and the opposite ends of the switch-tracks on shaft G vibrate toward the tracks F O D E on the bridge-column A and at the same time the mechanism which serves to reverse the movement between the columns A A is operated to bring the operat- D E on the switch with the tracks on the,

brid ge-column A is accomplished in the same manner as shown and described upon the switch on shaft H. In this manner theoars are switched from the main track upon the side tracks and parked or carried, upon the diverging tracks as far as the extensions are made and reversed by means of a switch similar to that upon shaft G, placed at the end of the line and receiving the loop in the cable in the same manner.

For this improved elevated railway I employ a car suspended from and mounted upon the single track 0 and utilize the guide-tracks F D E as a means of preventing lateral vibration of the car, as fully shown and described in the former application alluded to, and in the employment of the cable system the means of switching the cars as herein described may be utilized in street-crossings or at the terminus of aline of track, from which point the cars are rapidly dispatched in opposite directions with more safetyin the transit of street-cars than upon the ordinary surface roads.

Having fully described my invention, what I now claim as new, and desire to secure by Letters Patent, is f 1. In cable railways, thecombination, with the sections of main track and a traveling cable, of an intermediate vibrating switchshaft having a loose sheave in the loop of said cable, a vibrating switch on said shaft, a

switch-closing lever connected with said main tracks and said switch, causing said switch to vibrate in an opposite direction to the movement of said cable, and a clutch on said shaft adapted to engage with said sheave on said vibrating shaft, for the purpose described.

2. In a cable railway, the combination, with the main tracks, of branch tracks at an angleto each other and vibrating switch-tracks having vibrating shafts and loosely-connected sheaves, an endless traveling cable having its opposite traveling portions looped around the I sheaves upon one of said yibrating shafts, and power-conveyers upon the loose sheaves on one shaft and connected with the loose sheaves upon an adjoining shaft, and clutches upon said shafts adapted to engage with the loose sheaves, substantially as and for the purpose described.

- 3. In a cable-railway system of elevated tracks, a stationary main track consisting of diverging tracks and having terminal bridgecolumns and an intersecting vibrating shaft and vibrating switch-tracks on said shaft in alternate track communication with said diverging tracks, said bridge-columns, an endless traveling cable' on said main tracks, and a sheave loosely connected with and upon said shaft in the loop of said cable-retracting levers upon said stationary tracks in line of the movement of the said cable connected with said vibrating shaft and vibrating the switch-tracks in an opposite direction to the traveling movement of said cable, and a friction-clutch on said shaft engaging with one ICC of the said sheaves and reversing the movement of said shaft, as and for the purpose described.

4.. In a cable-railway system of elevated tracks having suitable supporting-columns, a main track consisting of diverging stationary tracks at an angle to each other, having terminal bridge-columns, an intersecting vibrating shaft having braces connected with said bridge-columns and a vibrating switchtrack on said shaft, an endless traveling cable on said main tracks, and cable-diverting sheaves onsaid bridge-columns, and looselyconnected sheaves on said shaft in the loop of said cable, supporting the oppositely-traveling portion of said cable, a friction-clutch on said shaft in contact with one of said sheaves and having an operating-lever, a retracting-lever on the main track, connected with the said vibrating switch, and a selflocking catch on the said main tracks and the vibrating end of said switch, as and for the purpose described.

5. In elevated railways, a hollow rotary switch-shaft having cable-sheaves loosely mounted thereon and a sheave-engaging friction-clutch and foot-lever extending within said hollow shaft and a connecting-lever, as shown and described.

6. In railways, the combination, with the 'main track, of a vibrating switch-track in track communication, a coupling on the meeting ends of said main and said vibrating tracks in a normally-uncoupled position, and a couplingdever on the said switch-track, for the purpose described.

7. In railways, the combination, with the main track, of a vibrating switch-track in track communication, a coupling on said main and at one end of said switch tracks in a norniallymncoupled position, a coupling-lever therefor, and a self-locking coupling at the opposite end of said switch-track, adapted to couple automatically with the main track, as and for the purpose described.

8. In railways, the combination, with the main track, of a vibrating switch-track in track communication, a keeper upon one end of said vibrating switch-track, a lever on the main track and a bolt suspended thereon, a sliding bar on said main track, connected with said bolt, and a bar-operating lever in the line of said main track, for the purpose described.

9. In railways, the combination, with the main track, of a vibrating switch-track in track communication, a bolt-keeper on one end of said vibrating switch-track, a lever on the main track and a bolt provided with a pin suspended thereon, a bar on the main track, having a bar-operating lever in the line of said track and connected with the bolt-carrying lever, a yielding plate on the switch-track, adapted to contact with the pin on the said bolt, and a bolt-depressing lever on the end of said switch, provided with a rod supported by said yielding plate, for the purpose described.

10. In railways, the combination, with the main track, of a vibrating switch-track in track communication, a bolt-keeper on one end of said vibrating switch-track, a lever on the main track and abolt provided with apin suspended thereon, a bar on the main track, having a bar-operating lever in the line of said track and connected with the bolt-carrying lever, a yielding plate 011 the said switchtrack, adapted to contact with the pin on the said bolt, and a bolt-depressing rod on the end of said switch, adapted to depress said bolt and retained by the lug on said plate, a lever in the line of said switch-track, connected with said rod, and a spring connecting the said lever with the said track, for the purpose described.

S. L. C. HASSON, CHAS. W, CLARK.

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