AERIAL OR WIRE
ROPE -WAYS
A.J WALLIS-TAYLER
LIBRARY
UNIVERSITY OF CALIFORNIA.
Class
AERIAL
OR
WIRE ROPE-WAYS
ftbeir Construction an& management
BY
A. J. WALLIS-TAYLER, A.M.I.C.E.
AUTHOR OF "REFRIGERATION, COLD STORAGE, AND ICE-MAKING," "THE POCKET
BOOK OF REFRIGERATION AND ICE-MAKING," "TEA MACHINERY
AND TEA FACTORIES," " SUGAR MACHINERY," "MOTOR
VEHICLES FOR BUSINESS PURPOSES," ETC. ETC.
WITH ONE HUNDRED AND FIFTY-FIVE ILLUSTRATIONS
LONDON
CROSBY LOCKWOOD AND SON
7 STATIONERS' HALL COURT, LUDGATE HILL, E.G.
1911
Printed at
THE DARIEN PRESS
Edinburgh
PREFACE
SOME years ago the author wrote a book entitled
"Aerial or Wire-Rope Tramways," which is now
out of print. Since the publication of that work
the term tramway used in relation to aerial lines
has been found by manufacturers and others to be
somewhat misleading, and these installations have
become almost universally known as aerial or wire
rope- ways. In consequence of this it has been
deemed advisable in this new work to discard the
term "Tram way " and substitute that of "Rope-
Way " in order to conform with the present
terminology.
The new book has been practically lewritten,
and those portions of the original work used have
been thoroughly revised and brought up to date.
Considerable additions to the subject matter, together
with a number of illustrations, have been made in
the chapters devoted to Details of Construction,
Electrically Driven Wire Rope- Ways, and that on
Miscellaneous Information. A number of descrip-
tions and illustrations of installations of lines on
the different systems are given by way of example
as in the former work. Much out-of-date matter
has been eliminated and replaced by particulars
iii
221661
IV PREFACE
and illustrations of lines of recent construction.
Additional matter and examples of lines on the
telpher system are also given. A special chapter
is devoted to wire rope- ways for hoisting and
conveying and for coaling vessels at sea, the former
type of rope-way being of great utility in building
bridges, making canal, railway and other excavations,
for dredging work, and for other purposes too numerous
to mention ; and the latter being a subject of no small
interest and importance especially with relation to
warships when engaged in hostilities.
In the chapter dealing with miscellaneous informa-
tion will be found a method of calculating the strains
on the carrying rope of an aerial rope-way, also hints
as to the splicing, securing, preserving, &c., of wire
ropes. An addenda to this chapter devoted to general
matters gives instructions (illustrated) for uncoiling
wire ropes, removing kinks, estimating for wire rope-
ways, approximate prices for wire rope- ways of different
capacities, and a number of useful tables. The book
is provided with a sufficient Index, a Table of
Contents, and a List of Illustrations.
It is hoped that the present work will be found
of considerable more service than the former one
by those desirous of obtaining information regarding
aerial or wire rope-ways.
A. J. WALLIS-TAYLER
SUTTON, SURREY.
CONTENTS
CHAPTER I
PAGES
Introductory — Different Systems of Aerial or Wire Rope-
Ways : The Running or Endless Rope System— The
Fixed Carrying-Rope System . . . 1-12
CHAPTER II
Details of Construction : Posts or Standards — Wire Ropes
or Lines for Running- Rope System —Carrier Boxes
or Saddles for the Running-Rope System — Wire
Ropes or Lines for the Fixed Carrying-Rope System
— Carrier Trucks, Runners, or Saddles for the Fixed
Carrying-Rope System — Friction Grips or Couplings
—Knots or Carrier Collars for Locking Grips or
Couplings — Pawl Locking Grips or Couplings — -Claw
Locking Grips or Couplings — Carrier Receptacles or
Vehicles— Motive Power 13-69
CHAPTER III
Electrically Driven Wire Rope- Ways : Origin and Advan-
tages of Telpherage— Original System of Telpherage
—Improved Systems of Telpherage . . 70-99
CHAPTER IV
Examples of Installations of Wire Rope- Ways on the
Running or Endless Rope System at : Works in France
— Mill in Mexico — Furnaces at Middlesbrough—
Water Works in Northumberland — Pier at the Cape
de Verde Islands— Piers in New Zealand— Quarry
VI
CONTENTS
at Emboroagh — Quarry in India — Cement Works
in Brazil — Mine in Cumberland — Print Works in
Lancashire — Chemical Works in Northumberland —
Mill in Yorkshire — Linoleum Works in Middlesex —
Sugar Plantations in Demerara, Jamaica, Mauritius,
Martinique, St Kitts, Guatemala, &c. — Custom
House in Mauritius — Beetroot Farm in Holland
100-132
CHAPTER V
Examples of Installations of Wire Rope- Ways on the
Fixed Carrying-Rope System at : Sugar Plantation
in Australia — Chalk Pits in France — Mines in Spain
— Furnaces in Belgium — Saw Mills in Scotland —
Blast Furnaces in Hungary — Cement Works in
France— Lead Mines in France — Gas Works, London
— Saw Mills in Italy — Italian Alps — Fortifications,
Gibraltar — Water Works, Cape Town — Pier in South
Africa — Sugar Factory, Hong Kong — Mine in Japan
— Weston and Glynde (Telpher), Somersetshire and
Sussex — Ampere (Telpher), America
133-17'
CHAPTER VI
Wire Rope-Ways for Hoisting and Conveying : Installa-
tions for Hoisting and Conveying in America —
Installations for Hoisting and Conveying in Australia
—Wire Rope-Ways for Coaling Vessels at Sea
178-200
CHAPTER VII
Miscellaneous Information : To Calculate the Strains on
Carrying Rope — Splicing and Securing Wire Ropes
— Ordinary Rope Attachments — Preserving Wire
Ropes — General Matters
201-228
INDEX
229-246
ILLUSTRATIONS
FIGS. PAGE
1-9. Posts or Standards. '. . . . 14-18
10. Wire Rope, Appearance when New . . 20
1 1 . Wire Rope, Appearance when Old . . 20
12. Saddle for Running or Endless Wire Rope- Way . 24
13. Terminal for Wire Rope- Way, Bleichert System . 29
14. Upper Terminal, Leschen System . . .31
15. Lower or Delivery Terminal, Leschen System . 31
16. Dumping Gear, Leschen System . . .31
17, 18. Carrier Truck or Runner for Fixed Wire Rope-
Way . . . . . .36,37
19, 20. Disc Friction Grip or Coupling . . .40
21,22. Screw Locking Grip or Coupling . . .44
23-25. Wedge Locking Grip or Coupling . . 45
26-28. Star Knot or Carrier Collar ... 46
29-32. Otto Knot or Carrier Collar . 47
33, 34. Modified Form of Otto Knot or Carrier Collar . 48
35. Bleichert Knot or Carrier Collar . . .49
36-38. Pawl Locking Grip or Coupling . . 50
39-41. Arrangement for Automatically Connecting and
Disconnecting Pawl Grip or Coupling 51
42. Claw Locking Grip or Coupling . . .54
43, 44. Claw Locking Grip or Coupling for Steep Gradients 55
45. Fixed Cylindrical Receptacle or Bucket . 57
46. Tilting or Tipping Cylindrical Receptacle . 57
47. Tilting or Tipping Rectangular Receptacle 58
48. Produce Carrier
49. Cradle Sack Carrier 59
50. Sling Sack Carrier .
51. Textile Goods Carrier
52. Sling Cask Carrier .
53, 54. Gunpowder Cask Carrier .
55. Liquid Carrier ... 60
viii ILLUSTRATIONS
FIGS.
56. Timber or Bale Carrier . 60
57. Platform Carrier . . . 60
58. Sling Wood Carrier . . V 61
59. Cannon Carrier ... 61
60, 61. Sugar Cane Carrier . . . 61
62. Sugar Bag Carrier . . . . . 61
63. Passenger Carrier for Running-Rope System 62
64. Passenger Carrier for Fixed-Rope System . . 63
65. Bleichert's Driving Gear for Wire Rope- Ways .. • 65
66-74. Blocking Arrangements for Telpher Lines . . 77-86
75-77. Method of Mounting Block Wires . . . 87
78-80. Contact Maker or Circuit Closer . . .88
81-83. Governing Arrangements for Trains on Telpher
System ... . 90-95
84, 85. Brake Arrangement for Trains on Telpher System 96
86-88. Insulator for Use on Telpher Line . . .97
89. Single Unit Telpher Truck. . , . 99
90. Double Unit Telpher Truck . . .99
91-113. Installations of Wire Rope- Ways on the Running-
Rope System .... 103-131
114-133. Installations of Wire Rope-Ways on the Fixed-
Rope System .... 134-172
134-137. Installations of Wire Rope Ways on the Telpher
System .... 173-177
138-141. Installations of Wire Rope Ways for Hoisting and
Conveying .... 184-190
142, 143. Arrangements of Wire Rope- Ways for Coaling
Ships at Sea . . . 193-197
144-147. Diagrams showing Method of Calculating Strains
on Carrying Rope . . . 202-206
148-150. Method of Splicing Wire Ropes . . '.210
151. Ordinary Forms of Wire Rope Attachments . 215
152. Frame for Holding Reel of Wire Rope for Un-
winding . . . .. .220
153. Kink in a Wire Rope . . . . . 220
154. Improper Method of Uncoiling Wire Rope . 220
155. Wheel for Uncoiling Wire Rope . , .220
AERIAL OR WIRE ROPE-WAYS
CHAPTER I
INTRODUCTORY— DIFFERENT SYSTEMS OF AERIAL OR WIRE ROPE-
WAYS— THE RUNNING OR ENDLESS ROPE SYSTEM — THE FIXED
CARRYING-ROPE SYSTEM.
Introductory.
OVER fifteen hundred years ago wire ropes were known
to the Chinese, and were employed as rope-ways for
crossing rivers. It is also on record that aerial rope-
ways were used in the Middle Ages for the transmission
of goods. A book in the library at Vienna dated 1411
shows a drawing of a rope -way, and according to the
Danzig ''Chronicles" one Wybe Adam, a Dutch
engineer, constructed an aerial rope- way in that town
in the year 1644.
The advantages possessed by aerial or wire rope-
ways— especially in mountainous countries — for the
handling of materials, have now become so well under-
stood that it is unnecessary to expatiate upon them.
The system can likewise, though to a lesser extent, be
usefully employed for passenger traffic.
Amongst the more obvious general advantages
the following may be cited : —
The unavoidable heavy outlay that would be
entailed in a hilly county by the necessity of making
tunnels, cuttings, and embankments for a line of rail-
2 AERIAL OR WIRE ROPE-WAYS
way is avoided ; and an aerial or wire rope-way can
be constructed and worked on hilly ground at a cost
not greatly exceeding that which would be called for
on a level country. Rivers and ravines can be
spanned without the aid of bridges. Gradients quite
impracticable to ordinary railroads can be worked with
ease. The lines do not occupy any material quantity
of ground, a post or standard at wide intervals being
sufficient to carry them, and the intervening land
being left free for cultivation or other use. The cost
of a line is in all cases in strict accordance with its
working capacity. Floods or heavy snows do not
interfere with the working. A line can be moved
from one place to another with comparative facility.
And finally, power can be taken off at any point along
the line and utilised for driving machinery.
The principal applications of wire rope-ways have
been already mentioned in the Preface. Of these,
that to the working of mines is one of considerable
importance, and in this connection the advantages
derived from the use of a wire rope -way arranged
to both hoist and convey, for open pit mining — such
as described under the head of Wire Rope-Ways for
Hoisting and Conveying — cannot be over-estimated.
The superiority of open pit mining is well known, it
saves the great outlay otherwise required for timber-
ing, shaft sinking, pumping, ore breaking, and the
extra cost of blasting, and with an aerial or wire rope-
way, the opening can usually be spanned, and the
waste carried back to a hollow, thus admitting of the
over-burden being delivered directly to its dumping
ground. Where the pit is not deep some method of
working with an incline railway is frequently used,
but no matter how the latter may be laid down, a
certain amount of ore will be covered, and, moreover,
INTRODUCTORY
the tracks will have to be constantly cleared of
material thrown on them by blasting operations. The
cost of loading the railway waggons is besides far
higher than that of the shallow skips or carrier
buckets of an aerial rope- way.
In placer mining, the greatest difficulty experienced
is the handling of the earth deposits in the river beds
and streams, so as to work them to such a depth as to
get at the richest deposits, which lie near the bed rock.
This has been successfully performed by means of an
arrangement of aerial or wire rope-way on the hoisting
and conveying principle, working with special forms
of self- filling grab buckets, or of drag buckets.
Aerial or wire rope-ways have been also advan-
tageously used for stripping coal mines.
Another use to which wire rope- ways can be very
profitably applied is the carriage or removal of
produce from land. The most desirable of these
applications are perhaps those on sugar plantations
for the delivery of the canes to the crushing mills,
and on farms for the carriage of beetroot to the sugar
factories, especially the former, where the low prices,
due to the competition of beet sugar, renders the
adoption of every possible labour-saving contrivance
an absolute necessity.
An important feature connected with the use of
aerial or wire rope -ways for the above purpose, is that
the crops can be removed from the land by their
means without in any way injuring the latter. In the
case of sugar plantations, moreover, the uneven nature
of the ground is frequently such as to render the lay-
ing down of lines of railway from the cane pieces to
the works a matter of great difficulty, if not a total
impossibility, and such lines in any case demand the
erection of a greater or lesser number of bridges, are
4 AERIAL OR WIRE ROPE-WAYS
expensive both in first outlay and in maintenance, and
take up and waste a considerable amount of land. On
the other hand, where no railway or tramway is laid
down, the saving effected by the use of an aerial or
wire rope-way as compared with cartage by mules,
horses, and oxen, and the roads and traces and
consequent waste of land, and cost of maintenance,
would be even more marked. In such cases, indeed,
the value of a wire rope-way is very great, and that
this fact is recognised by owners of large estates is
evidenced by the many installations now to be found,
not only in Demerara, where they have been in
successful operation for a number of years past, but
also in Jamaica, where many have inclines as steep as
1 in 3, Mauritius, Martinique, St Kitts, Guatemala,
Australia, and elsewhere.*
In almost every description of factory a short rope-
way or cable-way could be used with advantage, and
installations of wire rope-ways are now in use in
numerous places for connecting the different depart-
ments of factories which are situated at too wide a
distance apart to allow of being spanned by a bridge, or
where the intermediate space is occupied by buildings,
water, roadways, &c., which have to be passed over.
Such cases admit of a considerable saving of expense
being effected by the use of wire rope- ways, which latter
do away with the necessity of lowering goods from
the upper stories of works to the ground, and the
subsequent removal of these goods by a circuitous
route to, and elevation to a higher level at, their
destination.
In factory lines the ropes can be frequently sup-
ported at many points from brackets fixed to the walls
of adjacent buildings, thus effecting a saving of the
* See pages 128-135.
INTRODUCTORY 5
posts or standards that would otherwise be required ;
and the necessary driving power, moreover, can usually
be obtained from the shafting of the works.
At the present time short cable-ways or wire rope-
ways are in operation at most of the up-to-date print
works, and similar factories, in Lancashire,* also in
dye works, manure works, chemical works, linoleum
works, brick works, mills, and other factories too
numerous to mention.
Wire rope -ways provide both cheap and ad-
vantageous means of forming piers for loading and
discharging minerals, and other materials, from ships
and lighters, which in certain situations are forced by
the shallowness of the water to lie at some distance
from the shore. In the case of a cable -way or wire
rope-way, instead of the long row of piles that would
otherwise be necessary, all that will be required to
connect the shore with a point at deep water to which
the goods can be brought by barges or ships, are a few
posts or standards fixed in the bottom and rising to a
height of about 12 feet above the water, and which
posts may be placed at wide intervals (180 feet or
more) apart, a small group being provided at the deep-
water point to which the terminal can be fixed. The
motion of the wire rope can also be used for driving
cranes at the terminal points, as well as for carrying
loads to or from the shore, thus admitting of the
engine being located in a secure position on the shore
where it may be protected from damage through
storms, and, besides, permitting of the cranes being
run at so high a speed as to enable barges to be safely
discharged when rising and falling from the effects of
a heavy sea.
Numerous installations of this description are in
* See pages 125.
6 AERIAL OR WIRE ROPE-WAYS
successful operation, such an arrangement being used
at the end of the wire rope-way at the Cape de Verde
Islands, at Russel, Bay of Islands, New Zealand, &c.,
which installations will, in a succeeding chapter, be
found briefly described and illustrated.
38
*
Different Systems of Aerial or Wire Rope-
Ways.
Wire rope-ways may be conveniently divided into
two main or principal classes, viz., first, that wherein
a running or travelling endless rope supporting and
moving the carriers is employed ; and, secondly, that
wherein a fixed carrying rope and a light running or
travelling hauling rope attached to the carriers by
couplings or grips is used. In the latter case two
fixed carrying ropes are sometimes used.
These two main classes are further subdivided by
W. T. H. Carrington, M.I.C.E., a well-known
authority upon the subject, in his practice into five
different systems or arrangements, viz. : — The endless
running rope with the carriers detachably connected
to the rope by means of saddles ; the endless running
rope with the carriers rigidly fixed in position upon
the rope ; the double fixed rope type with carriers
mounted on trucks or runners and detachably secured
at predetermined intervals to an endless hauling rope ;
the single fixed rope type with one carrier drawn from
one terminus to the other and vice versa by means
of an endless hauling rope ; and finally, two fixed
carrying ropes with an endless hauling rope by which
one carrier is drawn in one direction upon one carrying
rope, whilst another carrier is drawn in the opposite
direction upon the other carrying rope.
* Seepages 112-116.
DIFFERENT SYSTEMS OF WIRE ROPE-WAYS 7
When erecting a wire rope-way it is imperative
to carefully select such an arrangement as will be best
suited to the requirements of the situation. The
failures sometimes recorded are generally due to
makers insisting upon an universal application of one
particular type.
The Running or Endless Rope System.
This system, which is by far the most simple, was
invented by C. Hodgson about the year 1868. It is
cap;ible of advantageous application wherever the
amount of material to be carried does not surpass 500
tons per working day of ten hours, and the individual
loads 6 cwt. The inclines, moreover, should not be
steeper than 1 in 3, and the section of the ground
should not necessitate a longer span than 600 feet.
The endless running-rope type of rope-way consists
shortly of an endless wire rope, supported upon a
series of pulleys mounted upon strong posts or stan-
dards located some 200 feet apart, but with occasional
spans of three times that distance, the rope passing at
one end of the line round an arrangement of driving-
gear comprising a 6 or 10 feet diameter drum rotated
by steam or other power at a speed of about three
miles per hour, and at the other end round a similar
wheel or drum provided with tightening gear. The
loads are carried in boxes or receptacles hung on the
rope (by means of V-shaped saddles) at the loading-
end, the arrangement being such as to maintain the
receptacles and their contents in a state of perfect
equilibrium, whilst at the same time admitting of their
passing the supporting pulleys.
But one endless running rope is employed, which,
it will be seen, forms both the carrying and hauling
8 AERIAL OR WIRE ROPE-WAYS
rope for the buckets. This system has been improved
from time to time, both by its original inventor and
also by Hallidie, Carrington, and others ; but although
apparently so simple, and decidedly the cheapest plan,
its successful working is a matter in many instances
of so much difficulty that it is being to a great extent
superseded by the fixed-rope system. It is still, how-
ever, pretty extensively used in Northern Spain and
America.
The modified arrangement of the running or endless
rope system previously mentioned admits of steeper
inclines being worked, indeed it may be said that no
limit exists to the gradient that can be successfully
negotiated. This type of line is specially suitable
where sudden and continual changes of level occur,
guard or depressing pulleys being easily placed where
requisite without interfering with the passage of the
carriers, so that the vertical angle of the line can be
altered at each support or standard. The driving and
tightening gear and endless rope are arranged practi-
cally as before, but instead of the carrier saddles riding
on the rope and being retained in place by friction,
they are rigidly secured by a steel band or clip, or
other arrangement, so that they are fixed in position
and must follow the rope, passing round the wheels at
the terminals, instead of running on to shunt rails
as in the former case. For this reason the driving
wheel is usually arranged in the form of a special
clip-drum, and the tightening wheel is so formed as
to allow the carriers to pass round it with ease. The
carrier receptacles are as a rule unloaded by striking a
catch so as to either cause the bottom to open or the
whole receptacle to capsize or tip up.
The average cost per ton per mile for transport on
the running or endless rope system, including renewals
DIFFERENT SYSTEMS OF WIRE ROPE-WAYS 9
of parts and labour but not fuel, varies from threepence
to fivepence per ton.
The Fixed Carrying-Rope System.
This system was also devised by Hodgson, and
improved by Bleichert, Otto, Carrington, and others.
It comprises one or two fixed ropes and a correspond-
ing number of light hauling ropes. This plan admits
of very wide spans being made without support, and
a valley, river, or ravine of 3,000 feet and upwards
can be negotiated with ease. Wherever a sufficient
fall occurs, and it is required to transport goods or
material from the higher to the lower ground, the
power of gravity due to the loads can be utilised in
the case of a double fixed carrying-rope line to raise
the empty receptacles, and the line worked practically
as a self-acting incline. When, on the contrary, the
loads are required to ascend, or the line is practically
level, or in the case of a single fixed carrying-rope
line, motive power must be provided. A small amount
of this, however, will only be requisite for working a
line on this system, as the rolling load gives rise to
but little friction.
As above mentioned, aerial rope-ways of the fixed-
rope type are subdivisible into three classes. The
first, or that in which two parallel fixed ropes are
used, upon which carriers are arranged to run, and
are drawn along by means of a hauling rope, forms a
desirable arrangement in situations where over 500
tons of material have to be transported per day, and
where the individual loads surpass 6 cwt. The
inclines may exceed 1 in 2, and the spans 1,000 feet.
It may be here mentioned, however, that the
capacity of transport by the former system may be
10 AERIAL OR WIRE ROPE-WAYS
indefinitely increased by grouping the lines where
the situation admits of it, an arrangement which
obviously possesses the advantage of practically per-
fect immunity from complete stoppage from break-
down.
Briefly, this type of rope-way consists of two fixed
carrying ropes stretched parallel to each other about
7 feet apart, and supported by posts or standards
located about 300 feet apart, upon suitable saddle
castings. The carrying ropes are anchored at one
of the terminals, and are provided at the other with
some suitable form of tightening gear. The carrier-
travellers or trucks, which are fitted with steel-grooved
wheels to fit the ropes, run upon the latter, the
receptacles being suspended from these travellers by
means of frames or hangers. The carriers are con-
o
nected by some suitable form of friction or of locking
grips or couplings to an endless hauling rope operated
by driving gear at one end, and provided with
tightening gear at the other end, the usual rate of
speed being from 4 to 6 miles per hour. On arrival
at a terminal, the grips or couplings are automatically
released, and the carrier- traveller runs upon a shunt
rail.
This type of wire rope-way is economical in wear
and tear, but somewhat expensive in first cost, and is
unsuitable where there are sudden changes in the
vertical angle of the line.
The second type of fixed rope -way, wherein a
single fixed rope and one carrier are used, is the best
suited for situations where only moderate quantities
of materials have to be carried, the individual loads
being heavy, and the spans long, and the inclines
steep.
The arrangement consists of a single fixed carrying
DIFFERENT SYSTEMS OF WIRE ROPE-WAYS II
rope upon which a single carrier is mounted through
its traveller or truck, and is drawn forward and back-
ward by means of an endless hauling rope operated
by suitable reversible driving gear at one end, and
having tightening gear at the other. The fixed
carrying rope is supported on posts or standards
placed at intervals of about 300 feet apart, the hauling
rope being carried on pulleys fitted with guide bars
located in the centre of the standard over which the
carrier passes, the standards being so constructed as
to admit of the carrier passing through them. The
return portion of the hauling rope is carried upon
outside pulleys mounted upon brackets or arms on
the standards. The attachment of the hauling rope
to the carrier head is made by a pendant so shaped
as to admit of its passing under the saddle-transom.
This type of wire rope-way is cheaper in both first
cost and maintenance than that just described, and it
is likewise simpler to erect and to work.
The third type of fixed rope- way, in which two
fixed carrying ropes and two carriers are employed,
the one moving upon one carrying rope whilst the
other moves down upon the other and vice versd, is
applicable where the spans are of extreme lengths,
and the individual loads very heavy.
The two fixed carrying ropes are stretched side by
side as in the other double fixed carrying-rope type
of rope-way, but only two carriers are used, and most
frequently these lines are arranged to operate as self-
acting inclines, the loaded carrier descending and
hauling up the empty carrier, or lighter loaded carrier,
which in turn is loaded and descends. When the
loaded carrier passes up, and the empty or light
carrier descends, power is used. The travelling speed
may be as high as 30 or 40 miles an hour. The
12 AERIAL OR WIRE ROPE-WAYS
individual loads may be of 3 tons or more, and spans
of over 3,000 feet can be traversed. A line in the
Pyrenees was constructed and operated successfully
with a span of 4,500 feet between the supports.
This type of line is cheaper than the other arrange-
ment of two parallel fixed carrying ropes, in first cost,
and also in maintenance, and fewer hands are required
to work it. The quantity of material it is capable of
transporting per day is, of course, less, and the speed
of running produces a rapid wear of the rope.
CHAPTER II
DETAILS OF CONSTRUCTION : POSTS OR STANDARDS — WIRE ROPES
OR LINES FOR RUNNING-ROPE SYSTEM — CARRIER BOXES OR
SADDLES FOR THE RUNNING-ROPE SYSTEM — WIRE ROPES OR
LINES FOR THE FIXED CARRYING-ROPE SYSTEM — CARRIER
TRUCKS, OR RUNNERS, FOR THE FIXED CARRYING-ROPE
SYSTEM — FRICTION GRIPS OR COUPLINGS — KNOTS OR CARRIER
COLLARS FOR LOCKING GRIPS OR COUPLINGS — PAWL LOCKING
GRIPS OR COUPLINGS — CLAW LOCKING GRIPS OR COUPLINGS —
CARRIER RECEPTACLES OR VEHICLES — MOTIVE POWER.
As in the case of railways or tramways, aerial or wire
rope -ways consist essentially of three all-important
parts, viz., the line or track, which in this case takes
the form of a running or travelling, or of one or more
fixed, wire ropes or cables, in accordance with the
system in use ; the carriers, vehicles, or cars for the
goods or passengers ; and finally, of the motive power
for the line.
Posts or Standards.
Whether the line be constructed on the running or
travelling, or fixed carrying-rope or cable system, the
rope or cable must be suitably supported at proper
intervals upon wooden or iron posts or standards.
These posts are usually placed at from 100 feet to
300 feet apart, the exact distance depending of course
upon the configuration of the ground to be passed
over, an accurate survey and section of which should
be always executed. When, however, a gorge, ravine,
narrow valley, or river has to be crossed over, the
14 AERIAL OR WIRE ROPE-WAYS
distance between the uprights or supports may be
very considerably increased, and, as has been already
mentioned, spans of 3,000 feet, or, in extreme cases,
even considerably more,^ may be safely resorted to.
The survey for a line of wire-rope way should
in all cases be carefully executed. And it is important
to bear in mind that wherever it is possible the rope-
FIG. i. FIG. 2.
FIGS. 1 and 2. — Wooden Posts or Standards.
way should be straight, as each angle will render
necessary the erection of a complete station, thus
increasing both the cost of construction and that of
working. At each point where a post or standard is
to be erected, the depth of solid ground should be
ascertained.
The posts or standards when constructed wholly or
* See page 12.
POSTS OR STANDARDS 15
mostly of wood may, in the simplest cases, consist of
common round poles or spars forming the legs, and
having top cross-pieces of well-seasoned oak or equi-
valent timber. These legs are stayed near their
lower extremities, and should be let into the ground
for a sufficient distance to ensure the requisite rigidity.
Two simple forms of wooden standards or posts are
illustrated in Figs. 1 and 2.
Upon the upper ends of the posts are cross-pieces
secured in position by iron brackets, and provided
with suitable shoes, saddles, or seats to receive the
carrying wire ropes, two of which are used in both
these instances to form double lines. Lower crossbars
braced to the posts carry rollers, which serve to
support the driving or hauling ropes at such times
as the latter are riot engaged by passing carriers or
vehicles.
Figs. 3 and 4 show in front and side elevation a
simple design of wooden standard with four legs not
to exceed 20 feet in height. The timber required for
a standard of this pattern 20 feet high, according to
American (Leschen's) practice, is as follows : — One top
cap, 6 in. by 8 in. by 8 ft. 6 in. ; one sheave girt, 6 in.
by 6 in. by 7 ft. 7 in. ; two braces, 4 in. by 6 in.
by 5 ft. 6 in. ; two posts, 8 in. by 8 in. by 20 ft. ;
two braces, 6 in. by 6 in. by 18 ft.; one sill, 8 in.
by 8 in. by 12 ft. ; one anchor sill, 6 in. by 8 in.
by 6 ft.
Fig-s. 5 and 6 are similar views of a 40-foot standard,
- • •
the requisite timber being : — Eight pieces, 6m. by G in.
by 22 ft. ; one piece, 6 in. by 8 in. by 8 ft 6 in. ;
two pieces, 8 in. by 10 in. by 12 ft. ; three pieces, 6 in.
by 6 in. by 16 ft. ; two pieces, 4 in. by 6 in. by 12 ft. ;
eight pieces, 2 in. by 8 in. by 14 ft. ; eight pieces,
2 in. by 6 in. by 14 ft. ; eight pieces, 2 in. by 8 in. by
i6
AERIAL OR WIRE ROPE-WAYS
FIG. 4.
FIG. 3.
FIG. 6.
FIG. 5.
FIGS. 3 and 4 and FIGS. 5 and 6. — Wooden Standards, not to Exceed
20 ft. in Height and 40 ft. in Height.
POSTS OR STANDARDS \j
12 ft. ; twelve pieces, 2 in. by 6 in. by 12 ft. The side
pieces are in this standard strengthened with iron plates
as shown in the drawing.
The dimensions given above are all in sawed
material, but where poles are procurable along the
route they may be substituted for the latter and the
cost of construction be reduced. Fig. 7 shows a
wooden standard with six legs.
When iron is employed as a material for the sup-
FlG.
FIG.
FIGS. 7 and 8. — Wooden Standard with Six Legs, and Iron Standard
with Ladder Affording Access to Head.
ports, channel or I-beams, with angle-iron stiffeners,
and channel iron cross-pieces, are usually employed.
Where the loads are heavy and the spans considerable,
the posts or standards should be constructed with
four legs.
The design of these supports, whether constructed
of timber or iron, will vary from those of great sim-
plicity, required for short lines carried at no great
height above the ground level, to structures of com-
1 8
AERIAL OR WIRE ROPE-WAYS
parative complexity in the case of the more important
installations.
One pattern of iron standard fitted with an iron
ladder giving access to the head is shown in Fig. 8.
Another pattern is illustrated in Fig. 9.
FIG. 9.— Iron Post or Standard.
Another type consists of wrought-iron pipes con-
nected by ferrules, which can readily be taken to
pieces, and can be adjusted as regards height by
sliding or telescoping the one length of pipe within
the other.
The standards or supports, of whatever form of
ROPES FOR RUNNING-ROPE SYSTEM 19
construction they may be, when above 45 or 50 feet
in height, are usually stayed with wire guy ropes as
an additional security. When intended for supporting
running ropes, the seats or saddles are replaced by
sheaves or pulleys.
Descriptions and illustrations of a number of other
posts or standards will be found given later on in the
chapters devoted to the particulars of various installa-
tions that have been erected in different parts of the
world.
Wire Ropes or Lines for Running-Rope
System.
As regards the line or track itself, the character-
istic features of the wire ropes used for this purpose,
in both the above systems, will be found dealt with to
a certain extent in the above-mentioned descriptions
of the various installations on both plans. Inasmuch,
however, as such ropes form a very, if not the most,
important part of aerial or wire rope-ways, being both
the chief wearing parts and those most costly to
renew, a few preliminary general observations upon
the classes of wire rope most suitable for the purpose
in question will be of interest. The methods employed
for the splicing and securing of the ropes, and for
their preservative treatment, will be found dealt with
in the last chapter of the book. Even the briefest
description of the manufacture of wire, a subject
intimately connected with wire ropes, is beyond the
scope of this work, but those desirous of obtaining full
information upon this matter can do so by perusing
a very interesting work by J. Bucknall Smith, C.E.*
For a wire rope-way of the main class first men-
* " Wire : its Manufacture and Uses," by J. Bucknall Smith,
C.E., Offices of Engineering.
20
AERIAL OR WIRE ROPE-WAYS
FIG. 10.— Wire Rope, Albert Lay
Appearance when New.
tioned, where a running or travelling endless rope
carrying the buckets or carriers is used, this rope
should preferably be of what is known as the Albert
or Lang* lay, that is, a rope in which the component
wires of the strands, and the strands themselves, are
laid in the same direction.
Figs. 10 and 11 are photographic reproductions
showing a wire rope of this description as it appeared
respectively when new, and after two years' use, on a
wire rope-way on Carrington's system erected between
Badovalle and Ortuella
in Spain. This rope
was put to work at the
beginning of July 1893,
and was kept in con-
tinual use until 20th
July 1895, at which
time it had carried up-
wards of 165,000 tons
of iron ore, the cost for
rope renewal being in
this instance only about
one -fourth of a penny
per ton mile. It was,
however, far from being worn out when removed, as
was proved by the fact that the breaking strain was
even then found to be 27^ tons, against one of 29^<r tons
when new. This was a very remarkable performance,
and bore abundant testimony to the quality of the
* A so-called patent was acquired in this country in the year
1879 by J. Lang for a wire rope constructed on the principle
invented by Professor Albert of Clausthal about the year 1837,
and which at the time of Lang's patent had been in common
use in Germany for over forty years, and had been made public
in England for at least ten years.
FIG. 11.— Wire Rope, Albert Lay:
Appearance after Use on Wire
Rope-Way.
ROPES FOR RUNNING-ROPE SYSTEM 21
material employed, and the care and skill exerted in
its manufacture by the makers.* It also shows how
desirable it is from an economical point of view to
use only ropes of the very best quality obtainable,
although they may primarily entail a larger outlay.
Both the above and many other practical tests
very conclusively prove that the Albert or Lang lay
is decidedly the most suitable form of construction for
running ropes.
The endless running or travelling rope, which should
be made of special steel, usually passes at one end or
terminal round a suitably arranged driving gear pro-
vided with some convenient tightening device by means
of which the slack and extension of the rope can be
taken up as required, and at the other end or terminal
is carried by a plain cast-iron grooved wheel. The
tightening devices employed are usually similar to
those used on underground haulage installations.
Pulleys or sheaves rotatably mounted upon the posts
or standards serve to support the rope between the
terminals, and the carriers or vehicles are attached to
it at suitable intervals by gripping devices.
It is obvious that the above grooved supporting
sheaves or pulleys may consist of any ordinary and
well-known types mounted in the usual manner. A
number of specially constructed sheaves or pulleys
have, however, been designed.
In one form the supporting sheaves for the endless
travelling rope are constructed with deep flanges to
prevent the rope from being jerked off, and also with
raised or removable treads on which it bears. The
sheaves are so dished that the bearings will be located
beneath the line of the rope. At such points on the
line as are exposed to great pressure, such as the ends
* Messrs Bullivant & Co. Ltd.
22 AERIAL OR WIRE ROPE-WAYS
of spans, it is recommended to mount two or more
sheaves on simple or compound balance, or compen-
sating levers, on springs, or on adjustable bearings, so
as to distribute the strains, allow for the varying posi-
tions of the load, and to admit of the rope conforming
to the contour of the ground. It is also suggested
O OO
that the sheaves be mounted in canted or inclined
positions at curves so as to allow of horizontal changes
in direction being made without shunting on to another
section.
It has been proposed to employ double pulleys or
sheaves with a clearance or space between them to
allow of the passage of the hangers. By this means
the advantage of being enabled to hang the loads
directly from the rope would be secured. In practice,
however, it has been found that such an arrangement
presents many difficulties against successful working,
not the least of which being to ensure the passage
of the hangers, which have more or less tendency to
sway laterally, through the narrow clearance, the
amount of which is of course governed by the diameter
of the rope.
Carrier Boxes or Saddles for Running-Rope
System.
The vehicles or receptacles for the conveyance of
goods or passengers, including the means employed
for suspending them from the rope- way, are usually
known by the name of carriers, and in the system of
wire rope-ways under consideration in which an end-
less travelling rope is employed, the method of sup-
porting them upon this endless travelling rope is such
that the carriers are attached to arid will travel with
the rope, from which they are suspended by means
SADDLES FOR RUNNING-ROPE SYSTEM 23
of suitable frames or hangers, and boxes or saddles,
several different methods being adopted for securing
the latter to the rope, and the slipping of these grip-
ping devices when inefficient forming one of the most
fruitful sources of wear of the wire rope.
In one pattern the box is fixed to the rope, which is
held therein by an abutment and strap, and to this
box is journalled an upper hanger. The lower hanger
carries the loads and is detachably connected to the
upper one, and its lower end enters a V-shaped notch
with a cross-rib in the carrier receptacle or bucket
into which it is guided by a locking device consisting
of a swinging arm. The strap for securing the box or
saddle to the rope is tightened by a screw or by a jib
and cotter, and the box can be placed at any angle
to suit the disposition of the supporting pulleys or
sheaves.
An arrangement of saddle designed by Roe and
Bedlington, has clips which grasp the sides of the
rope, and are tightened by the weight of the carrier
and its contents acting through toggle levers, wedges,
and universal joints or rollers, running on plane,
inclined, or curved surfaces, the slight endwise motion
of the saddle on gradients under the action of the
load causing a further tightening of the jaws to take
place. On passing a supporting sheave or pulley the
clip jaws pass through the sheave groove whilst the
saddle passes above it, and a taper nose attached to
the saddle tends to bring the rope into the centre of
the sheave groove if at all displaced. The saddle is
also provided with two pulleys for supporting it on
shunt rails at the stations, and the jaws of the clip
are sometimes grooved to fit the cable or rope strands
and lined with some suitable material. To prevent
the saddle from tipping endways when ascending a
24
AERIAL OR WIRE ROPE-WAYS
steep gradient, the frame, or hanger carrying the
receptacle, is pivoted to the saddle in the horizontal
plane of the centre line of the rope.
Fig. 12 shows one of Carrington's boxes or saddles
specially adapted for steep grades. The portion of
the saddle which rides upon and grips the rope is
fitted with a seating of some pliant material such as
indiarubber, or of an arrangement of wooden or
composition friction pieces or blocks, the latter being
held by some authorities to be the best, as the india-
rubber seatings are liable, in some cases where the
gradients are very steep, to slip in wet weather. For
FIG. 12. — Carrier Box, or Saddle, for Steep Gradients.
additional security steel toggles are sometimes placed
at the extremities, but this practice is objectionable
by reason of the great wear and tear to which they
subject the ropes. The external arrangement and
construction of the saddle are sufficiently apparent
from the illustration.
The frame carrying the friction blocks or pieces is
generally made of malleable cast iron, with wings at
each end, which, when the carrier is passing a rope-
supporting pulley, embrace the pulley rim.
Small shunt wheels are mounted upon pins carried
in the frame, as shown, and serve to remove the carrier
SADDLES FOR RUNNING-ROPE SYSTEM 2$
from the rope at the terminals, and at the curves,
where shunt rails are fixed for that purpose.
Another form of saddle has a V-shaped groove,
also lined with indiarubber or other elastic material
at each end, which grooves ride on the rope, and the
indiarubber by engaging with the wires obviates any
tendency to slipping under ordinary conditions. At
the central portion, which is clear of the rope, a pair
of jaws grips the wire-work freely on inclines. To
effect this the load is suspended from a horizontal
transverse shaft on the top of the saddle, and a verti-
cal stud is provided on the former having at its top
a horizontal shuttle-shaped piece placed in the direction
of the rope. The arms of the grip are forked fore and
aft, the prongs rising opposite the pointed end of the
shuttle, which, when the saddle assumes an inclined
position on a gradient, enters between the forked arms
and causes the jaws to grip the rope by reason of the
weight hanging in a vertical direction, and so causing
the shaft to rotate relatively to the saddle.
A type of box or saddle for steep grades is so con-
structed that it is capable, whilst riding on the rope,
of passing through an enlarged groove provided on
the supporting pulleys. The frictional connection to
the rope is in this case usually discarded in favour of
a mechanical device which grips the rope, or, in some
cases, of an arrangement of clip, consisting of a lug
cast on to the frame or to a movable portion of the
latter, and resting between the strands of the rope.*
The Hallidie clip is one which is rather extensively
used, and has been well spoken of. It consists essen-
tially of two parts connected by a pin forming a
hinge joint opening upwards. On the extreme end
* See description of running-rope system on this plan, pages
45-50.
26 AERIAL OR WIRE ROPE-WAYS
of the body or main part is a spiral web that enters
the rope. Two prongs on the other end of this body
are drilled to receive the pin, and the piece jointed to
the body by the latter has an arm which forms a
journal, a lip or projection preventing the joint from
working downwards. The spiral web on the body has
five concave corrugations or scores and one convex
corrugation, and is formed to suit the pitch of the
strands of the rope in which it is to be entered, and
also the size of the latter, so that the rope will fit
accurately in the corrugations.
When in place in a six-strand rope the first corru-
gation will receive the heart or core, and the second
and third receive the two outside strands of the rope.
The third of the three bottom strands will lie beneath
the core which is in the first corrugation or score.
The sixth convex corrugation on the upper side of the
web will take the place of the upper half of the core,
and the fourth and fifth corrugations will take one
strand each, whilst the third will lie on the top of the
sixth corrugation. An almost perfectly round rope
is thus, it will be seen, secured at the point of
attachment.
On the inner end of the above-mentioned arm is
cast a solid collar, and a loose collar or washer placed
at the free or outer end and retained in place by a
split pin, forms the journal upon which can be
mounted the carrier or hanger frame.
In work, when passing a sheave or pulley the body
rides on the rim of the sheave, and is raised up as it
travels over it, gradually falling as it passes until the
joint takes its bearing, the shaft or journal remaining
during the movement in a horizontal, or approximately
horizontal, position.
The advantages claimed for this clip are : — Owing
ROPES FOR FIXED CARRYING-ROPE SYSTEM 2?
to the clip being hinged and inserted into the rope
without the form of the latter being altered at the
point of insertion, no swelling is produced on the rope,
and the clip can pass over a sheave without jar to the
rope, or throwing the load out of its vertical position,
thus avoiding the detrimental swinging action which
takes place when rigid clips are used. This hinged
arrangement, besides, admits of very deep wide
grooved sheaves or pulleys being used, and the
liability of the rope being jerked out of place is thus
reduced to a minimum. With ordinary clips, on the
contrary, the rims of the sheaves have to be cut down
so that the grooves will not be deeper than half the
diameter of the rope, and consequently the danger
of the latter leaving them is considerable. The clip
can also be very readily attached to the rope, and can
be easily advanced on the latter from time to time,
so as to distribute the wear, and prolong the life of
the rope. It is cheap, and does not require, as is the
case with some forms of clips, to be bent round the
rope whilst hot, thereby affecting the temper of the
latter and frequently considerably reducing its tensile
strength.
Wire Ropes or Lines for the Fixed Carrying-
Rope System.
With respect to the second main class of wire rope-
ways mentioned, that is, those in which a strong fixed
carrying rope forms each of the lines, tracks, or ways
and a light running or travelling rope is employed in
conjunction with it for driving or haulage purposes,
the former should be of stout steel wire, and specially
designed to withstand the strains to which the line or
track will be subjected in working ; and the latter
28 AERIAL OR WIRE ROPE-WAYS
should preferably consist of fine steel wire, and be
made on the Albert lay, and with a hempen core so
as to ensure the maximum degree of flexibility.
The fixed rope forming the track or line is some-
times solidly anchored at each end, suitable means for
straining or taking up the slack being provided at a
point, or at points, along the line. In other cases it is
anchored at one end only, and strained at the other
end by heavy weights passing over pulleys, a weighted
anchor carriage, or by winding it on a drum, &c.
The posts or standards used in lines on this system
do not differ materially from those employed for the
running or endless rope system, and the wooden and
iron posts or standards shown can be arranged to suit
either the running-rope system or the fixed carrying-
rope system.
The fixed carrying rope is as a rule supported at
the posts or standards in iron saddles, seatings, shoes,
or cradles so formed as to afford no obstruction to the
passage of the grooved wheels of the carrier-travellers
or trucks running on the rope, whilst the light
travelling hauling or driving rope is held up simply
by its attachment at frequent intervals to the carrier
frames or hangers, except where such intervals or
spaces are of considerable extent, in which case the
rope is generally arranged to rest upon rollers rotat-
ably mounted upon arms, brackets, or cross-pieces fixed
to the posts or standards.
The method of supporting the carrying rope is of
considerable importance, as, by reason of variations
in temperature and in the positions of the loaded
carriers, the ropes have a considerable endwise
movement imparted to them, which, if they should
become fixed in their saddles, seatings, or shoes,
would tend to overturn the standards, and in any
ROPES FOR FIXED CARRYING-ROPE SYSTEM 29
case is likely to give rise to a considerable amount
of wear. To overcome this objection the ropes are
sometimes carried on grooved sheaves, but the small
amount of bearing surface afforded by these also
entails excessive wear. More successful methods
are those wherein the blocks or shoes are mounted
upon small rollers and arranged to run upon suitable
races, or what is still better, secured, as in the Obach
and Beer systems, to the ends of pendulum rods or
swinging levers, arranged to move through certain
arcs, but supported against sideway movement by
quadrant-shaped guides.
FIG. 13.— Wire Rope- Way End or Terminal. (Bleichert System.)
The terminals and occasionally intermediate points
of divergence on the line, where the latter is con-
structed as is usual in straight sections, have to be
provided with switch rails to enable the carriers to be
transferred or shunted on to another line or track, or
on to the second rope or cable to perform the return
journey.
One end or terminal of a rope- way on Bleichert's
system is illustrated in Fig. 13, from which it will be
seen that the hauling rope passes round the horizontal
pulley, and the track is connected to a rail supported
by suitable brackets. The carriers may be here passed
round to the second or opposite carrying rope for the
30 AERIAL OR WIRE ROPE-WAYS
return journey, or they may be shunted on to another
track by the switch rails.
When it is desired to erect portable temporary
junctions at some intermediate points on the line
where it is required to stop or to return the carriers
to the starting point, these junctions are constructed
with a connecting rail somewhat similar to that shown
in Fig. 13, but arranged to dip below the ropes by
means of temporary pulleys, so that they may be out
of the way of carriers crossing over.
At curves the arrangement is such that the carriers
leave the supporting track or carrying rope, and run,
by reason of their momentum, on a connecting rail
in the same manner as at the end or terminus of the
rope-way, having been released from the hauling rope,
by which they are again picked up on resuming their
bearing on the fixed carrying rope. Both the carrying
ropes, and hauling rope, pass round rollers.
Fig. 14 shows an upper terminal for a, double rope
line on the Leschen system with one of the carriers in
position for loading. Fig. 15 illustrates a lower or
delivery terminal on the same system.
The standing ropes at the upper terminal, Fig. 14,
are run through castings and anchored, a track con-
nected to the castings and bolted to the timber work
taking the place of the carrying ropes. On an empty
carrier arriving at the terminal it runs on to the rail
round the terminal wheel to the releasing rod, where
the clip is released from the empty carrier, and passes
on to the loaded carrier to engage the longer of two
levers called the clip lever, the carrier becoming at
the same instant attached to the shorter of these
levers known as the carrier lever. This latter is
fulcrumed to the clip lever in such a manner that the
speed of the carrier decreases gradually until it stops
ROPES FOR FIXED CARRYING-ROPE SYSTEM 31
FIGS. 14, 15, and 16. — Upper and Lower or Delivery Ends or Terminals,
and Dumping Device. (Leschen System.)
32 AERIAL OR WIRE ROPE-WAYS
at the loading point. The clip lever and clip mean-
while pass along until the clip comes in contact with a
device for accelerating the carrier, wiiich until then has
been loading, and the latter is gradually moved from
its stationary position until it receives the full speed
of the hauling rope, when the clip becomes locked in
the clip frame and the carrier passes along the line, and
the two levers then return to their original position
ready to receive the next arriving carrier.
The lower terminal shown in Fig. 15 has a similar
arrangement for automatically handling the carriers to
and from the running rope. This terminal is mounted
on sills to admit of its sliding backwards and taking
up the tension on the running rope and so controlling
the latter independently of the carrying rope. In the
illustration an empty carrier is shown ready to go up
the line, and as a loaded carrier is released on its
arrival from the hauling rope at the yoke its speed is
gradually decreased through the series of levers as
described with reference to the upper terminal. The
clip goes on to the accelerator and picks up the empty
carrier which passes round the lower terminal wheel,
the levers return to place, and the loaded carrier stops
at the discharging point.
The timber required for the erection of each of the
above terminals is as follows : — Main sills, two pieces,
10 in. by 10 in. by 22 ft. ; cross sills, three pieces,
10 in. by 10 in. by 16 ft.; top frame, t\vo pieces,
10 in. by 10 in. by 20 ft. ; centre, two pieces, 8 in.
by 8 in. by 20 ft. ; short posts and headers, one piece,
8 in. by 8 in. by 16 ft. ; posts and back cap, three
pieces, 10 in. by 10 in. by 12 ft. ; headers, one piece,
10 in. by 10 in. by 10 ft. ; headers, one piece, 8 in. by
10 in. by 6 ft. ; track girts, ten pieces, 4 in. by 6 in.
by 16 ft. ; 500 ft. of 1-in. boards.
ROPES FOR FIXED CARRYING-ROPE SYSTEM 33
Fig. 16 shows in end view the Leschen dumping
device which when in action makes one revolution of
the terminal shaft and stands at rest until again
thrown into action. During this revolution the
dumping rods are operated and coming in contact with
a pin on the bottom of the carrier tip up the latter and
entirely spill the contents. No violent action takes
place, the dumping rod being merely pulled up and let
down. The clip passing from one carrier to the next
is guided by the slot rail shown so as to ensure its
being in its proper place to strike the accelerator.
In the Leschen system there are always two
stationary carriers, one at the upper terminal ready
to load or loaded, and one at the lower terminal
dumped or ready to be dumped.
Amongst the various other plans that have been
adopted or suggested for the arrangement of the rope-
way the following may be mentioned : — Connecting the
carrying rope by ties at fixed intervals to another rope
suspended from posts or supports consisting alter-
nately of one of considerably greater height, so as to
form, as it were, a flexible girder. In the case of
double lines stretchers or crossheads being provided to
maintain the ropes parallel, and to enable loads to be
suspended when desired from both lines. The carrier
supports and carriers need not in this case differ from
those ordinarily employed.
Supporting the weight of the carriers by means of
several wires so arranged that the tension of the wires
will be independent of the load. These wires are
fixed at one end or terminus, and are passed over
grooved pulleys at the other end or terminus, and
connected to heavy weights. The driving, propelling,
or hauling ropes are arranged side by side with the
above, one end of each being attached to the carrier,
3
34 AERIAL OR WIRE ROPE-WAYS
passed around pulleys, and back to the other end of
the carrier, and there secured. The hauling or driving-
rope is driven by a suitable pulley, which latter is
rotated by an engine located at the rear of the casing
carrying the supporting pulleys, and provided with
guides for the suspension tension weights. These
latter consist of two side plates carrying between them
at the top a loose pulley, and having supports fou
removable bars forming the adjustable part of the
weight.
In another arrangement of rope -way suggested by
Hodgson, a rope was to be laid parallel to the bearing
or carrying rope, which second rope was to be capable
of taking a strain similar to that thrown by the loads
upon the bearing or carrying rope, and was to be
clamped by a clip formed with spiral grooves corre-
sponding to the lay of the rope, to the supports of the
main carrying rope. The main carrying rope was to be
first laid with a sag so as not to overstrain it, and
then the second sustaining or carrying rope strained
whilst unloaded to its maximum strain.
Many plans have been proposed for enabling curves
to be rounded at angles instead of shunting the carrier
on to a rail, and thence to another rope- way or section,
diverging in a straight line from the first. In one
arrangement the bearing or carrying rope is replaced at
the curves by rails, and the traction or hauling rope
is guided by pulleys supported in a rail on which
run wheels on the vehicle suspending or carrier
frame, and rope-gripping apparatus. The track is
supported by two crossed poles with inclined struts,
the poles being held where they cross by a bolt and a
double channel section. The traction or hauling rope
may be run at the terminal station round a horizontal
pulley with a flange, against which the above-men-
RUNNERS FOR FIXED CARRYING-ROPE SYSTEM 35
tioned wheels engage. The bearing or carrying rope
and traction or hauling rope pulleys, &c., are supported
on brackets on the cross-pieces, which brackets, near
the terminals, are mounted on slides vertically adjust-
able by screws, or other means, so as to enable the
required incline to be obtained.
Carrier Trucks, or Runners, for the Fixed
Carrying-Rope System.
The carrier receptacles in this system are suspended
from what are called indifferently trucks, travellers,
runners, or saddles, the ordinary form of which consists
mainly of two grooved wheels or rollers rotatably
mounted in a suitable frame. Of the several special
arrangements that are also made, the best forms are
those having the spindles or axles of the grooved
wheels supported in bearings at both ends, instead of
being arranged overhanging and supported at one end
only, as is sometimes the case.
The spindles or axles in some of the best types are
also formed hollow so as to provide reservoirs adapted
to contain a charge of lubricant, and they are perforated
with small radial holes to allow the escape of the
lubricant into the journal, by which means the travellers
or saddles are enabled to run for a lengthened period
without attention, and the spindles and bosses of the
grooved wheels caused to last for many years. The
oil or other lubricant can be inserted into the hollow
spindles by the removal of screw plugs.
In the ordinary form of saddle with overhanging
spindle the wheels become skewed, atwist, or out of
line, and consequently the carriers do not hang verti-
cally. Considerable trouble is also generally ex-
perienced in keeping them properly lubricated.
36 AERIAL OR WIRE ROPE-WAYS
Fig. 17 illustrates in sectional plan and elevation a
truck or runner having a frame and spindles of the
above-mentioned improved description. The frame is
composed of two steel plates having a central cast-iron
distance piece through which the hanger or frame spindle
passes. The grooved wheel spindles or axles are of
phosphor bronze hollowed out or recessed to contain
oil or other lubricant, as shown, and also arranged to
|FiG. 17. — Carrier Truck or Runner. Sectional Plan and Elevation.
form end distance pieces between the side plates of the
frame. The hanger spindle can be oiled through a
hole in the distance piece, and the carrier frame or
hanger passes through the latter, the frame being sus-
pended from the centre, but on one side of the truck
or runner, and swinging on the spindle. Fig. 18 is a
perspective view showing a truck of slightly different
pattern in position upon the fixed wire rope-way.
RUNNERS FOR FIXED CARRYING-ROPE SYSTEM 37
To admit of the loads being suspended directly
from the carrying rope a form of truck or runner
having double wheels or rollers, with a space or clear-
ance between them, has been proposed. Through this
clearance the connections by means of which the rope
is suspended or supported will pass, the amount of the
clearance obtainable being of course dependent upon
the diameter of the rope.
Amongst the very numerous other trucks or
FIG. 18.— Carrier Truck or Runner. Perspective View.
runners that have been designed, one has grooved
wheels or pulleys mounted in a frame from which the
receptacle is carried by a hanger and rods, and on the
other side of which is another pivoted rod which takes
on to a stud on a second rod, a third pivoted rod
taking on to a stud on the first rod. The office of
this latter rod is to prevent the truck or runner
accidentally leaving the rope, and to admit of its
passing the supports on the posts or standards, fixed
inclines being there provided to knock the rods out of
38 AERIAL OR WIRE ROPE-WAYS
the way at these points. Another has provision made
for preventing its being jerked from, or otherwise
getting off the carrying rope, consisting of a saddle
framing fitted with two or more rotatably mounted
grooved wheels or pulleys intended to run upon the
fixed carrying rope, and one or more similarly grooved
wheels or pulleys mounted in a like manner, and
adapted to engage with the under side of the rope,
so as to prevent the possibility of any accident arising
through the above-mentioned cause. The frame of
this saddle is also formed fender- shaped at each end in
order to remove any obstructions, such as branches,
from the carrying rope.
In practice additional safety arrangements for
preventing the trucks or runners from leaving the
carrying rope are found to be unnecessary on lines
working under ordinary conditions.
A number of so-called safety suspension devices or
trucks have been likewise devised, the general idea in
all of them being to provide some form of clutch which
will act automatically to grip the rope-way should the
driving or hauling rope break.
In one form, upon the accidental breakage of the
hauling rope, a bridle to which the latter is attached
will fall and release detents, thereby allowing of
springs coming into action by which gripping rods,
jointed in a manner practically similar to a parallel
ruler, are caused to grip the rope- way through links
and levers. A pusher piece is forced by a suitable
stop to shoot 'beneath a snug on the bridle, and pre-
vent its falling, and the clutch from coming into action
at the termination of the travel or journey.
Another type of carriage or truck, in addition to a
safety clutch device, has suitable mechanism by means
of which the carrier receptacle can be lowered at one
FRICTION GRIPS OR COUPLINGS 39
of the termini. This arrangement is intended especially
for hoisting and conveying coal and other materials
from mines, vessels, &c.
There are numerous other patterns of trucks or
runners which space does not admit of even briefly
describing here, but a few of which will be found
noticed and illustrated in the descriptions of instal-
lations that are given in succeeding chapters as
examples of lines that have been erected and are
working in various parts of the world.
Friction Grips or Couplings.
To attach the carriers to the hauling rope some
kind of clip, coupling, or grip is required, and if regu-
larity and uniformity of working is to be attained,
this device must be both simple in construction, cer-
tain in its action, and calculated to produce as little
wear of the rope as possible. Indeed it has been the
experience of most engineers, with regard to wire rope-
ways, that the slipping of the clips on the carrying
rope in the one system and on the hauling rope in the
other, is one of the chief causes of their deterioration.
The couplings or grips in general use are either of
the friction or of the locking types.
Figs. 19 and 20 show in elevation and in vertical
section a form of grip or coupling of the first-mentioned
class, which consists, as will be seen from the illustra-
tion, of two smooth-faced discs, one firmly attached to
the crossbar of the carrier frame or hanger, and the
other rotatably mounted upon a spindle, and capable of
acting as a carrier or support for the driving or haul-
ing rope. The discs are normally retained apart by a
spring, arid to bring them together and grip the rope
the spindle is provided with a square screw thread at
AERIAL OR WIRE ROPE-WAYS
its outer end, upon which the correspondingly internally
screw-threaded boss of a lever is adapted to engage, so
that when the latter is raised the loose disc will be
moved towards the fixed one, and the rope be tightly
clamped or gripped between their adjacent faces, the
lever being retained in its raised position by means of
a spring catch or trigger. This latter arrangement
admits of the grip or coupling being automatically
thrown out of action by a stop or wiper encountering
FIGS. 19 and 20. — Disc Friction Grip or Coupling. Elevation and
Vertical Section.
the lever and catch, and the driving rope released, on
approaching a station, when the carrier can be switched
off the carrying rope on to a siding, as has been
already described.
The Bleichert grip or coupling is said to be suitable
for gradients up to 1 in 6, and for loads weighing up
to 9 cwt. net. An advantage of no inconsiderable
value, possessed by this coupling, is the ease with which
it can be adapted to receive ropes of different dimen-
sions, and to allow for the wear of the rope.
FRICTION GRIPS OR COUPLINGS 41
Where steeper gradients have to be surmounted,
such as those up to say 1 in 3, a friction grip or
coupling with corrugated jaws, one of which is rigid,
and the other movable to and from the rope by means
of a lever and cam, should be used, or some other
more powerful form of grip than that fitted with
the smooth-faced discs, as above described and
illustrated.
Two forms of clips, couplings, or grips have been
designed, which are constructed shortly as follows : —
In the first a right and left handed screw-threaded
spindle is employed. The thread engaging in the
outer or first movable jaw is of a fast pitch, and,
when rotated, rapidly advances the jaw against the
rope and then becomes disconnected, after which the
closing of the jaws is completed by the fine thread,
which engages with, and acts upon the second movable
jaw. A casing is provided for excluding dirt, and a
lever is attached to the screw-threaded spindle which
can be acted on by fixed inclines or stops at the
stations so as to automatically operate the coupling
or grip.
The second arrangement consists of a toggle me-
chanism for operating the jaws, and the grip is held
closed by a pawl engaging a sector fixed on one of
the jaws, and is kept normally open by a spring
between the jaws.
Both of the above clips are provided with guide-
rollers intended to bear upon the hauling or driving
rope, and have their jaws fitted with liners to facilitate
repair when worn.
In a form of coupling or grip designed by the same
inventor, whose disc grip has been already briefly
described and illustrated, an eccentric quadrant is
caused to bear against the rope by a cam operated by
42 AERIAL OR WIRE ROPE-WAYS
an arm controlled by suitable projections provided on
the line.
Another grip or clip invented by Roe and Bedlington
has the jaws so mounted that they will be closed by
a movement perpendicular to the direction of the cable
or rope, and will be then automatically tightened by
the pull of the latter. The above purpose is effected
by various arrangements, such as ball -jointed jaws
with eccentric faces, straight-faced jaws working on
eccentric bearings, one jaw jointed to a plain or
segmental toggle lever, and the other supported by
eccentric rollers, and by other dispositions of toggle
levers. Apparatus is also provided for entering the
cable or rope between the jaws, applying the initial
pressure, and locking the jaws.
It has been also proposed to use a rope clip or
grip in which the hanger is given a vertical movement
in the supporting trolley or saddle, which latter is
arranged to carry an upper gripping block, and to
actuate a lower gripping block pivoted on the trolley
through a link. A pulley running on a fixed rail
raises the hanger above the ordinary carrying rope at
the termini, so as to free the grip from the driving or
hauling rope.
Whatever the type of friction grip or coupling,
however, that may be employed, provided it be effi-
cient in action, certain specific advantages will be de-
rived from its use. Amongst these the most important
are that, owing to the carriers being attachable to the
rope at any point, the wear of the rope is rendered
more uniform throughout its entire length ; and,
furthermore, as the carriers can be, as above men-
tioned, attached to the hauling or driving rope at any
point, the carrying capacity of the line may be easily
increased or decreased at pleasure, by simply placing
FRICTION GRIPS OR COUPLINGS 43
the carriers closer together, or farther apart, in accord-
ance with whether the former or latter alteration be
desired.
This is, indeed, a far more desirable way of effect-
ing the above object than that of varying the travelling
speed of the hauling rope from that found to be the
most advantageous rate at which to work any particular
installation of wire rope-way, and more particularly is
this the case when the alteration entails an increase
of velocity.
As an example of the small amount of wear caused
to the rope by the use of disc friction grips or coup-
lings, it may be here mentioned that on the Fernie
wire rope-way at Giesen, where such grips or coup-
lings were in use, the hauling or driving rope supplied
when the line was erected in 1879 was stated to have
still been in good condition and in regular work in
1891.
Figs. 21 and 22 illustrate in plan and section a
friction coupling used by Ceretti and Tanfani on their
rope- ways. The hauling rope is gripped by two jaws
opened and closed by a screw and a toothed collar. A
counterweighted lever, turning through the third of a
circle, operates the device. One of the jaws is im-
movable, whilst the other has two successive move-
ments in the same direction, the first, a quick motion,
being caused by the inclined surface on a collar operat-
ing against another on the movable jaw, and the second,
a slow movement which effects the gradual gripping
of the hauling rope, being effected by the screw thread.
The turning of the counterweighted lever in the
opposite direction assisted by the spiral spring shown
in the illustrations causes the opening of the grip. To
render the coupling and uncoupling of the grip auto-
matic, angle irons forming inclined planes are provided
44
AERIAL OR WIRE ROPE-WAYS
at the terminals to act on the counterweighted lever.
This coupling is adapted for gradients up to 1 in 3.
Fins. 21 and 22. — Friction Grip or Coupling. (Ceretti and Tanfani's System.)
Plan and Sectional Views.
Figs. 23, 24, and 25 show side elevation, cross
section, and detail views of another coupling act-
FRICTION GRIPS OR COUPLINGS
45
ing on the same principle, which has been ^success-
fully employed by the above firm. In this case the
grip is produced by the weight of the carrier itself
acting on the jaws through a wedge having inclined
surfaces, and arranged to slide within the frame. A
roller mounting special rails at the termini, causes the
FIGS. 23, 24, and 25.— Friction Grip or Coupling. (Ceretti and Tanfani's
System.) Side Elevation, Cross Section, and Detail Views.
Amongst the
wedge piece to rise and release the jaws,
advantages claimed for this device are the following :—
It is simple and inexpensive. The coupling and
uncoupling are automatic, and there is a minimum of
shock. The amount of grip can be easily changed by
varying the angle of the inclines on the wedge piece.
When the coupling is closed the gripping strain
46
AERIAL OR WIRE ROPE-WAYS
remains constant for the whole of the run, no matter
what the gradient. The device can be used to grip
ropes of different dimensions without any special
adjustment, thus admitting of hauling ropes of vary-
ing sizes being used on the same installation.
Knots or Carrier Collars for Locking Grips
or Couplings.
When a line of wire rope- way has gradients steeper
than 1 in 3, a lock grip or coupling of some efficient
PM ON C 0
FIGS. 2(3, 27, and 28.— Star Knot or Carrier Collar for Use with Locking
Grips or Couplings. Elevation, Longitudinal and Cross Sections.
description must be employed. There are many
patterns of this type of grip and of the necessary
knots, carrier collars, or swellings in the rope by
means of which the fastening is completed.
With respect to the latter, that known as the Star
knot is perhaps about the best. This device, which is
illustrated in Figs. 26, 27, and 28 in elevation and in
longitudinal and cross sections, consists of a spirally
grooved cylinder having a diameter slightly larger
than that of the driving or hauling rope to which it
is to be fixed. Into these spiral grooves the strands
of the rope, which must be untwisted for the purpose,
KNOTS OR CARRIER COLLARS
47
are inserted in the manner shown in the illustrations,
so that the ribs of the cylinder will project to a
sufficient extent to afford a hold for the grip pawls, or
for the claws of the coupling.
To ensure additional security, a couple of yards
of the hemp core of the rope are besides removed, and
a steel wire strand is passed through the cylinder, and
fixed by wedges x, y, as shown in the longitudinal
section, the steel wire strand being then put in place
of the hemp core that has been removed, and the rope
twisted up again, when
the knot and strand
will be found capable of
resisting all the strains
to which they are likely
to be subjected whilst
in work.
A pattern of knot
or carrier collar, which
is also capable of with-
standing heavy strains,
is illustrated in plan
and in longitudinal and
cross sections in Figs.
29, 30, 31, and 32. It
consists essentially of two pieces which are held to-
gether by joints, and bolts or pins, or by means of
ordinary hinge joints, and is of a cylindrical form
when closed. This construction enables the carrier
collar to be attached at any part of the endless
rope after a suitable filling piece has been inserted
between the strands of the rope to form a swelling.
This filling piece is made with radial projections,
and with spiral grooves, corresponding to the strands
of wire forming the rope, and is turned on the outside
FIGS. 29, 30, 31, and 32.— Otto Knot or
Carrier Collar for Use with Locking
Grips or Couplings. Plan, Longi-
tudinal and Cross Sections.
48 AERIAL OR WIRE ROPE-WAYS
to exactly fit the recess in the outer cylindrical casing
of the carrier collar.
The attachment of the carrier collar to the hauling
rope is made by untwisting a sufficient length of the
rope and removing the hempen core or interior for
a length equal to the length of the filling piece, which
latter is then inserted. The two halves of the carrier
collar are then placed over the whole and secured
together by means of the joints and the bolts or pins.
The radial projections of the filling piece bear against
the inner surface of the carrier collar and thus prevent
it from being displaced. To ensure greater security
and to prevent any movement of the filling piece in
the rope, white metal
or other suitable alloy
or composition may be
run into the clearance
spaces. Elastic rings
formed in haives ™y
tudinai and Cross Sections. be placed at the ends
of the filling piece to
cushion the force of any violent impact, and ensure
its being gently transmitted to the rope, thereby pre-
venting serious injury being caused to the latter by
the gripper striking against any one of the carrier
collars.
Figs. 33 and 34 show in longitudinal and cross
section a slightly different arrangement of the above-
described carrier collar. In this case the carrier
collar is divided transversely to form two parts,
provided respectively with male and female screw
threads, and holes for the reception of a bar or lever
by means of which they can be rotated to admit of
their being screwed together and thus firmly united.
A filling-piece spirally grooved to take the strands
KNOTS OR CARRIER COLLARS
49
is also fitted inside the rope to form an even en-
largement or swelling which will be firmly gripped
between the two parts of the collar, when the latter
are screwed together. In this manner the carrier
collar can be secured to the rope without the aid of
any alloy, composition, or cement. When, however,
a very considerable amount of strain has to be sus-
tained by the collars owing to the work demanded of
them being of an exceptionally heavy nature, or from
other causes, such
alloy, composition, or
cement may be em-
ployed as an addi-
tional safeguard as in
the case of the pre-
viously described
carrier collar.
Bleichert forms
the requisite knots or
swellings upon the
driving rope by the
use of a drum or
thimble such as that
shown in Fig. 35,
which is attached to
the rope by a lining
FIG. 35. — Bleichert Knot or Carrier Collar
for Use with Locking Grips or Couplings.
J- t/ C7
of tin composition in the following manner : — A por-
tion of the rope is untwisted to a certain extent, and
after cutting away a certain amount of the hemp
centre or core this portion of the rope is well tinned.
The drum or thimble is then placed in position upon
the tinned part of the rope, as shown in the drawing,
and a taper pin is driven through holes in the drum
or thimble, and through the rope, when, the ends
having been closed by means of the split packing rings
AERIAL OR WIRE ROPE-WAYS
shown, and the taper pin having been withdrawn,
melted tin composition or alloy is poured through
the holes, and the space left by the withdrawal of
the pin, &c., is filled up.
Pawl Locking Grips or Couplings.
An excellent and simple form of pawl grip or
coupling is shown in side elevation, plan, and vertical
FIGS. 36, 37, and 38. — Pawl Locking Grip or Coupling. Elevation, Plan,
and Vertical Section.
section in Figs. 36, 37, and 38. It will be seen from
the drawing that this grip consists essentially of two
corresponding and similarly mounted pawls, each mov-
able in a vertical plane, and having a forked end
adapted to engage on each side of the knot, the
amount of fall or drop, of which the pawls are capable,
being limited by a stop, and the hauling or driving
PAWL LOCKING GRIPS OR COUPLINGS 51
rope resting on a grooved roller located immediately
below, and centrally between the pawls. Pins or
projections upon arms on these pawls (see the plan
view and vertical section) engage with a guide rail
fixed at each of the stations, and serve to throw the
pawls out of gear, and disengage the hauling rope.
The apparatus is attached to a crosspiece of the
suspension frame, as shown in the illustrations, and
is equally suitable for right or left-handed wire rope-
ways.
FIGS. 39, 40, and 41. — Arrangement for Automatically Connecting and
Disconnecting Pawl Grip. Plan, Side, and End Elevation.
This pawl grip admits not only the connecting of,
but also the disconnecting of, the hauling rope to be
performed automatically. The arrangement for this
purpose is shown in plan, side, and end elevation in
Figs. 39, 40, and 41, from which it will be seen that
releasing rails are employed, which rails are fixed at
the different stations. These rails raise both pawls
(which fit over the rope like a fork) by coming into
contact with pins, or projections on them, and they are
arranged in a similar manner for the arriving as for
52 AERIAL OR WIRE ROPE-WAYS
the departing carriers. The rails are located on one
side of the apparatus and commence about a yard
before the point at which the switch rail is inclined or
tapered toward the carrying rope, and they are placed
parallel to the switch rail. The height of the releasing
rail corresponds with the position of the pawls when
out of gear with the hauling rope, and they are
preferably bent downwards at either end to ensure
their getting under the above-mentioned pins, and
gradually lifting the pawls as one of the carriers
approaches. This releasing or disengaging action
takes place only when the approaching carrier has
arrived on the switch rail, by which means the pushing
of the carrier on to the latter by hand is dispensed
with. It is, however, necessary to push the departing
carriers off the switch rail on to the carrying rope,
but before the carrier approaches the hauling rope,
the pawl will already have been lifted by the releasing
rail, and this rope, which is in motion, can rest on the
roller which is free to revolve, and on pushing the
carrier runner or trolley further on the carrying rope,
the pawls will drop. To more certainly ensure the
engagement of the pawls with the hauling rope,
springs may in some cases be employed.
In operation the carrier having been moved along
the switch rail to the carrying rope, and the pawls
having been thrown out of gear, as above described,
so as to allow of the hauling rope being guided and
placed upon the grooved roller rotatably mounted on
the grip, the pins or projections are released from the
guide rails, and the pawls fall into their operative
positions. An approaching collar, knot, or enlarge-
ment on the hauling rope moves along the inclined
surfaces on the pawls, and after raising and passing
the first pawl moves into the space between the bolt
CLAW LOCKING GRIPS OR COUPLINGS 53
and roller, and is gripped by the second one, any
further forward movement thereof being thereby
prevented. The first pawl then falls behind the
collar, and the carrier is moved forward and is hauled
to the following station, or the next releasing rail.
An alarm or signal bell is usually arranged to
sound on the approach of one of the knots, so that
the operator may push oft* and give a certain amount
of impetus to the carrier, and thus prevent an exces-
sive shock from occurring between the approaching knot
and the grip. The uncoupling is effected by the pins
or projections engaging, as before mentioned, with a
guide rail, and raising the locking pawls out of gear,
thus allowing the knot to escape, and releasing the
carrier, which moves off the carrying rope by reason
of its momentum, a tongued rail being usually pro-
vided for switching it into a siding.
Loads of more than a ton can, it is said, be carried
with safety upon mountain lines up gradients as steep
as 1 in 1 by means of these automatic pawl locking
couplings or grips.
An arrangement has also been used wherein the
hauling rope is held by the pressure resulting from
wedge pieces acting on inclined surfaces, which is
claimed to have given better results in the working
of the rope.
Claw Locking Grips or Couplings.
A claw locking grip designed by Bleichert is shown
in Fig. 42. The driving rope is supported upon a
grooved wheel or roller, and two forked bolts em-
brace the knot or carrying collar on the driving or
hauling rope, one from each side, that on the side from
which the rope moves or travels being normally held
54
AERIAL OR WIRE ROPE-WAYS
in position by a spring, but having an inclined face
presented to an approaching knot, so that it will be
lifted by the latter, and will then instantly drop, and
thus confine the knot or collar between it and the
second fork, which latter is fixed. These forked bolts
are attached to a casting or block which slides verti-
cally in guides in the framing, and is held in position
by a suitable spring bolt. A projecting inclined face,
placed before the intended stopping point of the
carrier, engages with the point of
a hook piece, slightly lifting it,
and thereby depressing the spring
bolt through the medium of an
arm and another bolt (as shown
in the drawing) ; on further lifting
the hook the block carrying the
forked bolts will be raised, and
with it the two forks, so as to
release the knot or carrier. The
spring bolt, which during this
time is between two projections,
may be disengaged by a piston,
or plunger, and the whole of
the sliding block or part be
withdrawn vertically or again
lowered.
Figs. 43 and 44 show two sectional views of a
claw grip or coupling which is also said to be very
advantageous for use on steep gradients. To the
crossbar of each of the suspension frames or hangers
of the carriers, a suitable casting or frame is firmly
attached, in which a roller rotatably mounted upon
a spindle is designed to act as a guide and support for
the driving rope, when the bucket or other receptacle
is uncoupled. In this roller is a recess or chamber for
FIG. 42.— Claw Locking
Grip or Coupling.
CLAW LOCKING GRIPS OR COUPLINGS
55
oil or other lubricant, which latter is retained in the
same by a screw plug, and passes on to the spindle as
required through a hole or oil-way; another screw
plug, by removing which the oil-way can be cleaned
out when necessary, is also provided. A spring which
engages with ratchet teeth upon the head of the first-
FIGS. 43 and 44. — Claw Locking Grip or Coupling for Steep Gradients.
Longitudinal and Cross Section.
mentioned screw plug prevents it from shaking loose
and leaving the recess. Above the roller is a cross-
head supported upon springs, so that it may be moved
vertically in guides formed on the frame, and having
attached to its lower side a forked gripper and a
sleeve, which latter carries another gripper which is
constantly pressed by means of a spring against an
56 AERIAL OR WIRE ROPE-WAYS
inwardly projecting rim or flange at the lower end of
the sleeve. An eccentric either attached to or form-
ing part of a spindle carried in suitable bearings in the
casting or frame above the crosshead, and having a
projecting extremity upon which is fixed an arm or
lever, is also provided, and a stop upon a cover, secured
to the casting or frame, which stop serves to limit the
movement of the arm or lever.
To couple or connect a truck to the hauling rope
(which is kept constantly in motion), the rope must
be first placed on the roller, and the crosshead lowered
by turning the eccentric by means of its lever, so that
the grippers will be caused to engage with the rope,
the springs being at the same time compressed.
Carrier collars or knots are fixed at suitable intervals
upon the hauling rope, and on one of these carrier
collars approaching the gripping apparatus it presses
against the inclined surface on the gripper carried by
the sleeve, thus lifting and passing the latter, and
striking against the other or second gripper. As soon
as the carrier collar has passed the first gripper, the
latter will be forced down by its spring, and the
coupling operation completed, the whole apparatus,
together with the suspension frame and carrier
attached to it, travelling forward with the hauling
rope.
To stop the carrier at any desired point or part of
the line the grippers must be released, and this is
automatically effected, on arriving at the point at
which the stoppage is to take place, by means of a
fixed plate against which the eccentric lever strikes,
and by which it is forced back so as to turn the
eccentric and permit the springs to act and raise the
crosshead, and with it the grippers, sufficiently high
to allow the driving rope and the carrier collar or
CARRIER RECEPTACLES OR VEHICLES 57
knot to pass freely between the grippers and the
roller.
Carrier Receptacles or Vehicles.
The carrier receptacles, whether for goods or pas-
sengers, which are suspended from the trucks or
runners by means of frames or hangers, are of various
patterns.
Goods Carriers.
Those intended for materials and goods are of
course made in a large number of different forms and
Fio. 45.— Fixed Cylindrical
Receptacle or Bucket with
Hinged Opening Bottom.
FIG. 46.— Tilting or Tipping
Cylindrical Receptacle or
Bucket.
sizes, being usually, indeed, specially designed to meet
the requirements of the material or goods to be
transported, and of the particular installation. Under
these circumstances it would be obviously impossible
to do more than briefly describe a small selection of
carrier receptacles of the descriptions most generally
employed.
To commence with carrier receptacles for minerals,
58 AERIAL OR WIRE ROPE-WAYS
which are the materials, perhaps, the most largely
transported on wire rope -ways, Figs. 45, 46, and 47
illustrate three forms of receptacles, skips, or buckets
employed for this purpose. Those shown in Figs. 45
FIG. 47. ^Sheet-iron Tilting or Tipping Rectangular Receptacle or Bucket.
and 46 are respectively a fixed cylindrical bucket with
hinged opening bottom, and a tilting or tipping cylin-
drical bucket, both of which types are, with certain
modifications of shape and size, very frequently em-
CARRIER RECEPTACLES OR VEHICLES 59
ployed. Fig. 47 illustrates a sheet-iron tilting or
tipping rectangular bucket, fitted with special tipping
arrangements as shown in the drawing.
Fig. 48 shows a produce carrier receptacle, which
consists simply of an ordinary basket, the shape and
dimensions of which may of course be varied to a
considerable extent according to circumstances. This
receptacle is suitable for the transportation of farm and
garden produce, manure, coke, &c.
Figs. 49 and 50 illustrate two arrangements for
carrying sacks of flour, coal, &c. That shown in Fig.
49, which is made in the form of a cradle, and is
FIG. 48.
Produce Carrier
Receptacle.
FIG. 49.
Cradle Sack
Carrier.
FIG. 50.
Sling Sack Carrier.
adapted to support the sack in a vertical position, is
a pattern employed to a large extent at coaling stations
for the purpose of supplying passing steamers with
fuel, in which cases it is usual to sell the coal by the
sack as a ready method of estimating the quantity
supplied. The carrier arrangement shown in Fig. 50 is
one of the ordinary sling type.
Fig. 5 1 shows a carrier receptacle intended for the
conveyance of textile goods, and is a sample of a type
much used on aerial or wire rope -way installations
erected at textile factories in the Manchester district
and elsewhere. The closed box-shaped receptacle
6o
AERIAL OR WIRE ROPE-WAYS
illustrated admits of this class of goods being carried
from place to place without any danger of their being
injured by exposure to the weather.
Fig. 52 and Figs. 53 and 54 show two arrange-
FIG. 51.
Textile Goods Carrier
Receptacle.
FIG. 52.
Sling Cask Carrier.
FIGS. 53 and 54.
Gunpowder Cask Carrier.
ments commonly used for carrying casks. That shown
in Fig. 52 is the form of sling usually employed for
casks containing cement, petroleum, wine, beer, &c.
That shown in side and end elevation in Figs. 53 and
1
yr -^
-CSHs
qp
FIG. 55. — Liqui
Carrier.
FIG. 56.— Timber
or Bale Carrier.
FIG. 57.— Platform
Carrier.
54 is the type of carrier employed at the gunpowder
magazines belonging to the British Government, where
they are used for transporting gunpowder casks on
a wire rope-way from the magazine to the examin-
CARRIER RECEPTACLES OR VEHICLES
6l
ing house, which is usually situated at a distance of
about a quarter of a mile from the former. These
FIG. 58.— Sling Wood Carrier.
Fin. 59.— Carrier for Trans-
porting Cannon.
cask carriers are either made of gun-metal or of
galvanised iron.
Figs. 60 and 61. — Sugar Cane Carrier.
Fig. 55 is a liquid carrier. Fig. 56 is a carrier for
either timber or bales. Fig. 57 is a platform carrier.
Fig. 58 is a sling wood carrier.
Fig. 59 is a carrier intended for
transporting cannon. Figs. 60
and 61 show in side and front
elevation a device for carrying
sugar cane. The cane stalks are
placed, as depicted in the front
elevation, in a double hook,
forming a species of cradle, the
capacity of which will of course
vary according to circumstances,
FIG. 62.— Sugar-Bag
Carrier.
62 AERIAL OR WIRE ROPE-WAYS
the loads ranging from 1 to 4 cwt. The cradles are
usually so constructed as to discharge their load upon
the striking of a catch.
Sometimes the space between the arms of the
hooks is filled up with wire netting so as to prevent
any short lengths of cane from falling through. Fig.
62 is a sugar-bag carrier of the type commonly used
in usines and sugar refineries.
FIG. 63.— Passenger Carrier for Running-Rope System.
Passenger Carriers.
The following are two carriers for passengers, con-
structed by Bullivant & Co. Ltd., which form typical
CARRIER RECEPTACLES OR VEHICLES 63
examples of those commonly employed on wire rope-
ways. Fig. 63 is a light passenger carrier for the
running -rope system, capable of transporting two
persons seated face to face as shown in the illustration.
FIG. 04. — Passenger Carrier for Fixed-Rope System.
Fig. 64 is a carrier for passengers, capable of
accommodating ten persons, intended for use on the
fixed-rope system.
64 AERIAL OR WIRE ROPE-WAYS
Motive Power.
The motive power for use in connection with wire
rope-ways may be derived in some cases, where the
working conditions permit of this arrangement being
used, from the force of gravity developed by the
descending loaded carriers. In other instances water,
steam, animal, or other power may be employed, and,
in the case of lines on the fixed carrying-rope system
more especially, electricity may in some cases be
advantageously utilised as a motive power, what is
known as telpherage being the most preferable
arrangement to adopt.
The most suitable type of motive power and the
best method of applying the power to drive the line
are naturally to a great extent governed by the special
features of each particular installation. Some plans
of driving that have been used will be found briefly
described in the accounts given in subsequent chapters
of the various typical installations that have been
erected at different parts of the world, and a descrip-
tion of the telpher system will be found in the next
chapter.
One arrangement for driving endless wire ropes
that was patented a considerable number of years ago,
consists in an arrangement of two pulleys loosely
mounted on the driving shaft and driven by bevel or
mitre gearing. Two independent pulleys are also
mounted on another shaft, and a pulley on a tension
carriage. The wire rope is wound round the driving
pulleys and the independent guide pulleys alternately,
after which it passes round the pulley on the tension
carriage and to line.
In a special form of grooved driving drum, around
which the rope or cable is wound, the grooves are
MOTIVE POWER 65
formed in independently rotatable rings, which latter
are preferably made of wrought iron or steel. The
first ring is fixed to the flange of the drum by bolts,
and the others are kept in place by a movable flange
or plate bolted to the rim of the drum. In another
modified arrangement of the above, one or more
grooves are fixed, whilst the other grooves, and all
the grooves on the loose pulley, are carried in rings
capable of rotating on the drum independently of the
shaft.
FIG. 65. — Arrangement for Driving Wire-Rope Tramway,
Bleichert System.
Fig. 65 illustrates a method of driving devised by
Bleichert. Loosely mounted upon the same shaft as
the driving wheel or pulley is a second or other
wheel or pulley of the same diameter, round which,
and a horizontally mounted wheel or pulley, the
endless driving, running, or hauling rope is passed.
This horizontal wheel or pulley is so mounted, as will
be seen from the illustration, as to be capable of sliding
between guides, and a weight attached through a
chain to this wheel maintains the rope taut. A wind-
lass is also connected to the chain as shown, which
admits of the cable or rope being slackened, and like-
5
66 AERIAL OR WIRE ROPE-WAYS
wise prevents the fall of the above-mentioned weight
in the event of the rope breaking.
The cheapest method of working an aerial or
wire rope-way is of course the force of gravity, which
plan can be adopted on the endless-rope system or on
the double fixed carrying-rope system where the
gradients admit of the loaded carriers being run down
from the upper to the lower terminal of the line, whilst
at the same time the empty carriers, or the latter
loaded to a lesser degree with such materials or stores
as may be required at the upper terminal, are hauled
up. Such lines can be worked automatically where
the gradients do not exceed 1 in 10. Power has
occasionally to be applied to a line of this description
where the inclines are very steep in order to regulate
the speed with which the loaded carriers travel down
the line by gravity. In ordinary cases, however, in
which the inclines are severe enough to call for control,
but are not excessive, the speed of the descending
carriers can be sufficiently governed by means of auto-
matic brakes.
Attempts have been made to design lines upon
which the loaded or empty carriers can be run in both
directions by the force of gravity. The limited capa-
bilities and consequent few possible advantageous
applications of any such arrangement are, however,
very obvious.
The following is a brief description of a line of this
kind. At each end or terminal a strong standard or
support is erected, to which is centrally pivoted a lever
provided with wheels or pulleys around which a con-
tinuous or endless wire rope is passed. This rope is
permanently attached at one place to one of the levers,
and the lower stretch of rope is provided with tighten-
ing devices. The carrier is suspended from a pulley
MOTIVE POWER 67
or grooved wheel running upon the upper stretch of
rope. This arrangement enables one of the levers to
be raised into a vertical position whilst the other is in
a horizontal position, so that the wire rope -way will
become inclined to the latter end, and the carrier run
to it from the former end by gravity. The position
of the levers may then be reversed by means of suit-
able gearing operated by hand or power, and the wire
rope-way becoming oppositely inclined, the carrier will
again return under the action of gravity to the start-
ing point, and so on ad infinitum. For carrying goods,
auxiliary line attachments passing over rollers at the
stations may be provided, and a vehicle for workmen,
it is claimed, might also be hauled by another driving
rope over the lower stretch of rope- way.
Another arrangement for attaining the end in
question, and that most commonly employed, is to
secure the rope or cable at one or both extremities to
a running block, frame, crosshead, traveller, or carriage,
capable of being moved vertically on the post or
support, by means of a hand-power windlass or crab,
steam winch, steam or hydraulic cylinder, &c.
The necessary difference in the elevation of the
rope or cable forming the line or track is also frequently
effected by means of ordinary derricks.
Next in point of economy to gravity comes water
power ; it is comparatively seldom, however, that
the location of the line is such as to admit of its use.
Wherever this is possible, it can be invariably
employed with great success.
A somewhat curious form of motive power, which
it has been proposed to utilise, is the ascensive power
of a balloon. A truck or runner with grooved wheels
to engage with both the top and bottom of the carry-
ing rope is to be used, and to a link on the upper side
68 AERIAL OR WIRE ROPE-WAYS
of this truck the balloon is to be secured whilst the
carrier is to be suspended from its under side. On
rising ground the carrier would, it is averred by the
projector, be hauled up the incline by the balloon,
which would have a tendency to ascend. On level
ground he states that by leaving the rope slack, so
that the balloon might rise, it would in so doing haul
the carrier along the rope, after which it would have
to be drawn down, and a fresh start made.
The balloon would evidently have to be transferred
to another carrier, as also the load, at the termination
of each section of rope, and the use of the balloon in
high or contrary winds would be a matter of great
difficulty, if not totally impossible, an obstacle which
would be sufficient in itself, without mention of the
numerous other objections, to render the plan imprac-
ticable.
The use of electricity for driving affords in many
cases some further advantages of importance over
other applications of motive power.
An obvious advantage possessed by electrically
driven installations generally, especially in the case of
those of any considerable length, is the dispensation
of the running or travelling hauling rope, only the
fixed carrying rope or ropes being required.
Unfortunately, however, wire rope- ways are as a
rule unavoidably subjected to a good deal of hard
usage, a course of treatment which the delicate and
complicated arrangements of electrical devices are but
ill adapted to withstand, and consequently when in
the hands of rough and unskilled attendants, the
installations, although more or less perfect theoreti-
cally, are liable to go wrong, and to give trouble.
Electrically driven wire rope-ways are therefore only
advantageously applicable in certain special cases in
MOTIVE POWER 69
which the site is comparatively level or at any rate no
very steep gradients have to be negotiated, and where
due care in working can be exercised, skilled labour
being readily available for keeping the installations in
proper working order. The subject of electrically
driven wire rope-ways is, however, one which requires
a separate chapter.
CHAPTER III
ELECTRICALLY DRIVEN WIRE ROPE- WAYS : TELPHERAGE — ORIGIN
AND ADVANTAGES OF TELPHERAGE — ORIGINAL SYSTEM OF
TELPHERAGE — IMPROVED SYSTEM OF TELPHERAGE.
Telpherage.
TELPHERAGE, which is the method of applying
electricity, to which it is purposed solely to confine
this chapter, has many specific advantages over other
electrical systems which will be detailed later on, not
the least of which being that a very effective and per-
fectly automatic block system is provided, the passing
carrier forming its own electrical connections, and no
carrier being able to get within a certain predeter-
mined distance of that in front of it.
Origin and Advantages of Telpherage.
To Professor Fleeming Jenkin, who died in 1885,
is due the credit of both inventing and bringing to a
considerable degree of perfection an ingenious system,
applicable for electrically driving the carriers or
vehicles on aerial ways, to which he gave the name
of telpherage, a term which is derived from two Greek
words meaning far carrying. A telpher is an electric
truck or car employed for the automatic transmission
of the carriers or vehicles by electricity to a distance
independently of any control exercised from the
carriers or vehicles themselves. Professors John
Perry and W. E. Ayrton have also devoted consider-
able time to the development of telpherage, and the
TELPHERAGE 71
former has clearly demonstrated the great possibilities
of the system in its own particular field.
Telpher trucks can be run either on aerial wire
rope-ways or on rigid rails, the latter being either
arranged as elevated lines or on the ground, the aerial
system being the only application that will be dealt
with in this book.
The special advantages inherent to the telpher
system of driving are as follows : — The conductor
being insulated and only connected with the rubbed
wire rope -way when a train or carriage is in the
vicinity, the section of the line behind the train will
consequently be incapable of leakage, owing to its
not being connected with the dynamo machine, and
only the particular section which the train happens
to be connected with will be capable of leakage.
Another important advantage due to this system of
insulation is that, as has been already mentioned, it
ensures an absolute block system, for say, if, by way
of example, a line were supposed to be divided into
three sections, and a train or carriage be on the
second one, no electricity would be given to the first
section at all, the current being cut off by the first
train on the second section, and a second train on the
first section being by a simple electrical device pre-
vented from getting any electricity until the first
train should have left the second section, and in like
manner the second train being prevented from get-
ting any electricity on the second section until the
first train should have left the third section, and so
on, a section being thus always interposed between
each of the trains, and the following train being pre-
vented from approaching within a specific distance of
the first or leading train.
This action takes place automatically, and no driver
72 AERIAL OR WIRE ROPE-WAYS
is required to the separate trains, which are forced to
retain a certain order, and the stoppage of one train
will automatically arrest all the following trains at a
certain distance from each other, by both removing
the source of motive power therefrom, and also by
applying very powerful brakes.
Curves can be negotiated as easily as on a surface
line, thus admitting of the direction of the line being
altered as often as desired in order to avoid excessive
gradients, or for other reasons. This latter is a
distinct advantage possessed by telpherage over other
systems of aerial lines in which an alteration in
direction necessitates the provision of an angle station.
Original System of Telpherage.
Many hundreds of patents in this country and
abroad have been taken out for improvements in
telpherage. Briefly, the system as first successfully
introduced was as follows : — Wheels were arranged to
run along a strained wire rope or cable through which
passed a current of electricity, and which formed the
way or road of transport, the loads or carriers being
hung below suspended from the axles of the wheels,
and the rope or cable being supported at suitable
intervals on posts or standards. A uniform current
of electricity was supplied to the rope or cable
from a station, so that the electro-motors upon the
trains should be electrically connected in series through
the conductor. In one arrangement a break in the
electrical continuity of the rope or cable was made
at each post or standard, and the sections were
insulated from each other and from the earth, but
the sections were electrically coupled together by
movable coupling pieces. Including the electro-motor
and attached vehicles, the length of a train extended
TELPHERAGE 73
to about that of a section of the wire rope- way. By
arranging a coupling piece to be thrown out of action
by a passing train, the electric current could be caused
to flow, by a conductor on the train, through the
electro-motor by which the train was driven. The
power generated being calculated so as to be more
than sufficient to maintain the maximum speed required,
the latter could be regulated, through a balanced
centrifugal governor driven off one of the motor
shafts, this governor being provided with a slider
which was capable of engaging springs so that the
electro-motor should be cut out when a certain pre-
determined rate of speed had been attained, whilst
at a still more accelerated velocity a brake would be
applied.
To prevent excessive sparking, a device consisting
of a double spring was used, one member of which
was arranged to form contact with one terminal,
before contact with the other one should be broken.
The same object, however, could also be attained by
throwing in excessive resistances.
In order to prevent a following train from
approaching too close to a preceding one, an electro-
magnet was mounted on the top of each post or
support, wThich electro-magnet had a lever armature,
and a reaction spring to act as a circuit closer. The
wire which excited the electro-magnet came from the
contact made by the before-mentioned switch lever
that had been pushed aside, or the coupling piece that
had been thrown out of action by the passing of the
electro-motor, and belonging to the preceding in-
sulator. At such time as the armature remained in
contact with the core of the electro-magnet, the pre-
ceding section of the wire rope -way would be in
electrical communication with that in use. This con-
74 AERIAL OR WIRE ROPE-WAYS
nection would be maintained between the sections
for a certain distance behind the train, quite inde-
pendently, it might be, of the movable coupling
pieces, and the break in the electrical circuit between
the sections, which was absolutely necessary in order
to convey electric power to a following train, would
consequently not be in existence.
Another arrangement sometimes employed in place
of the above consisted of two conductors placed side
by side and divided into sections, so that the break in
one would be at the middle of the other. At such
time as no train was passing, the current crossed
backwards and forwards between the conductors by
movable coupling pieces. A passing train, however,
established connection through its electro -motor by
moving each switch lever in succession, and im-
mediately before each switch broke the cross con-
nection, it made contact with a supplementary wire
which worked the electro-magnet of the switch last
opened back into its normal position, and for an
instant cut out the electro-motor ; the line circuit
being never broken, no sparking could take place.
The same electro-magnets might be arranged to
form a blocking system, but a supplementary wire
and electro-magnet were preferably employed for this
purpose.
Improved Systems of Telpherage.
The system was subsequently improved by Professor
Jenkin, more particularly as regards the driving
mechanism, and that for regulating the speed of
motion, that is to say, for securing a constant rate of
motion, and a definite minimum interval.
To regulate automatic electrical transport it is
desirable, in the first place, to adjust the speed of
TELPHERAGE 75
each vehicle or train to a given rate, so that the line
may be filled with vehicles all running as nearly as
may be at one rate, but inasmuch as it would be
obviously impossible to make this adjustment of
speed absolutely perfect, and since accidental delays
or stoppages may occur, it is necessary to check any
vehicle or train which may approach too near the
preceding train. The minimum distance behind the
preceding train at which the check would be applied
will in the following description be spoken of as the
minimum interval.
As regards the means for securing a definite mini-
mum interval. In effecting the transport of goods or
passengers along ropes by the aid of electricity, it is
desirable to regulate automatically the distance be-
tween successive trains or single vehicles, and this
distance may frequently be much smaller than would
be allowable in the case of trains or vehicles driven
by steam.
A number of methods have been proposed by
which the minimum distance would be determined by
automatic blocking, some form of key or electrical
switch being required to be fixed at frequent intervals
along the line, the mechanism of these electrical
switches or keys being worked partly by the direct
mechanical action of a passing train and partly by
electrical devices. The following are methods for
determining a minimum space interval between trains
or single vehicles which require no special keys,
switches, or other moving parts fixed on the line, and
are especially advantageous in cases where the in-
terval between the trains or vehicles is to be small,
inasmuch as they avoid the multiplication of the
delicate and complex pieces of apparatus requiring
frequent inspection.
76 AERIAL OR WIRE ROPE-WAYS
These improvements are applied to the series
system, which has been previously mentioned, in
which system a single main conductor broken up into
sections of equal length is used, and the train is of
the same length or nearly so, as each section.
The desired block or minimum interval is secured,
in this system, by fixing a series of detached insulated
wires or other conductors, called block wires, along-
side the main conductor. In the simplest arrange-
ment these wires are each of the same length as the
sections into which the main conductor is divided,
and they begin and end at the breaks in the main
conductor. A rubber is provided at each end of the
train placing each block wire temporarily in connec-
tion with that part of the main conductor which is
alongside it. The connection at the leading end of
the train will be hereinafter designated the leading
cross connection, and the connection at the trailing end
of the train the trailing cross connection. The trailing
cross connection is a simple wire or other conductor.
The leading cross connection includes the coil of an
electro-magnet the armature of which is held down
when a current passes, and is released when no
current flows, and the movement of the armature when
a current passes is made to arrest the train. This
electro -magnet will be called the block electro-
magnet. This could be effected in various well-known
ways ; for instance, mechanically, by allowing a break
to act ; or electrically, as by cutting out the electro-
motor on the train, or by short circuiting this electro-
motor. These or any other desirable electrical or
mechanical actions could be produced directly, or
they could be produced indirectly by the help of a
relay. So long as only one train be on a given
section the block electro-magnet remained inopera-
TELPHERAGE
77
tive, but if the leading end of a train were to enter
on a section still occupied by the trailing end of a
preceding train, a derived current would flow through
the trailing cross connection of the preceding train,
the block wire, and the leading cross connection of
the following train, the electro-magnet of the follow-
ing train then acting to arrest that train until the
preceding train had cleared the block wire, and the
following train would then be driven as before. This
method of blocking is clearly shown in the diagram,
Fig. 66, wherein the numerals 1, 2, 3, 4, indicate
sections of the main conductor to be connected and
disconnected by switches ; a1, a2, a3, a4, the block wires
each of the same length as the sections into which
FIG. 66. — Blocking Arrangement for a Telpher Line on the
Series System.
the main conductor is divided ; A and B two trains ; L
and L1 the leading cross connections ; and T and TI the
trailing cross connections. The train B is blocked
by the action of a derived current flowing through L1,
a'2, and T.
This simple form is especially applicable to telpher-
age where the line is intended to convey light vehicles
following each other in rapid succession. The block
wires will check any train which tends to gain on
those which precede, but, if by accident a train were
to stop so that its trailing wheel had only just entered
upon a new section, the following train might run into
it, for the second train experiences no check until it
enters on the section which is occupied by the trailing
wheel of the preceding train. In order, therefore, to
78 AERIAL OR WIRE ROPE-WAYS.
prevent this, and to make the block act with a
minimum interval equal to that of one section of the
main conductor, each block wire is extended or pro-
longed behind the section it is intended to protect,
and is made twice the length of one section of the
main conductor. To facilitate description the half of
each block wire at which the train first arrives will be
called the second half of the block wire, the other
half of the wire the first half.
The leading cross connection rubber puts the main
conductor into connection with the second half of
one block wire. The rubber of the trailing cross
connection puts the next section of the main con-
ductor into connection with the second half of the
next block wire, and also with the first half of a third
block wire.
The leading cross connection comprises the block
electro-magnet, and when a following train overtakes
a preceding one, so far as to enter on the section next
to that occupied by the trailing wheel of the preceding-
one, a derived current flows from the main conductor
through the leading cross connection of the second
train, a block wire, and the trailing cross connection
of the first train, back to the main conductor. This
current would continue to flow if the second train be
forced forward into the same section of the main
conductor as is occupied by the trailing wheel of the
first train, but the block wire employed will have
changed.
o
Iii the arrangement shown in the diagram, Fig. 67,
the block is made to act with a minimum interval
equal to the length of one section of the main con-
ductor. As in the first diagram, 1, 2, 3, 4 represent
sections of the main conductor, a1, a2, a3, a\ a5, block
wires twice the length of one section of the main
TELPHERAGE 79
conductor, and arranged by crossing, as shown in the
diagram, to make the connections with the leading
and trailing cross connections L and T. The train B is
in this case blocked by a derived current through T,
a3, and L1.
This device may be likewise employed to make the
minimum interval twice, three times, or n times, the
FIG. 67. —Blocking Arrangement for a Telpher Line with Minimum
Interval equal to one Section of the Main Conductor.
length of each section of the main conductor, for which
purpose three, four, orn+l block wires will be required
respectively.
Should a polarised electro-magnet be used as the
block electro -magnet, the trailing cross connection
may be that which connects the conductor with only
one block wire, while the leading cross connection with
the polarised electro-magnet must then be in connec-
FIG. 68. — Blocking Arrangement for a Telpher Line with Inverted
Block Wires and Cross Connections.
tion with n block wires. Thus, in the diagram Fig. 68
an inversion of the block wires and cross connections is
shown, which is an obvious equivalent for the arrange-
ment last explained. The loop in the leading cross
connection in this and some of the following diagrams
represents the block electro-magnet which would re-
quire to be polarised, that is to say, only to cut out
80 AERIAL OR WIRE ROPE-WAYS
the motor when the current runs in one direction,
otherwise in the position shown in Fig. 68 both the
trains would be stopped.
Analogous cross connections, rubbers, and block
wires are used when the general system of transport is
on the parallel arc system, in which there are two main
conductors maintained at different potentials, and suc-
cessive trains or vehicles are driven by electro-motors,
each of which establishes a connection between what
may be termed the positive and negative main con-
ductors, the wires of the successive electro-motors
being consequently all in parallel arc between the
main conductors.
To apply the arrangement in its simplest form to
the parallel arc system, the block wires must be a
series of equal insulated conductors, which may be of
any length, and each block wire overlaps that which
follows and that which precedes it to the extent of
half their length. The half of each block wire which
precedes the other looking in the direction in which
trains pass, will be designated as the first half, the
other portion as the second half.
The trains or vehicles which require to be protected
have each two rubbers insulated one from the other
and placed opposite each other at the same place in
the train or vehicle. One rubber is always connected
with the positive main conductor and the other with
the negative main conductor, the one called the lead-
ing rubber, although it does not precede the other,
putting one main conductor in connection with the
second half of a block wire alongside the main con-
ductor ; the other rubber, called the trailing rubber,
putting the other main conductor in connection with
the first half of a block wire alongside the main con-
ductor. These two connections are called the leading
TELPHERAGE Si
and trailing cross connections, and the leading cross
connection includes a block electro-magnet which acts
in a manner analogous to that required for the series
system. When the leading rubber of one train enters
on the second half of a block wire, the first half of
which is connected with the trailing rubber of a pre-
ceding train, the block electro-magnet will arrest the
following train, for a current will then flow from one
main conductor to the other, from the trailing rubber
of the preceding train, through the block wire and the
leading rubber of the following train, and when the
preceding train leaves the block wire the following
train will be freed.
An application of block wires to the ordinary
I: -•
FIG. 69. — Blocking Arrangement for a Telpher Line on the
Parallel Arc System.
parallel arc system is shown in the diagram Fig. 69.
p and N here indicate two continuous conductors, the
motor which propels the train being driven by a
current passing from p to N by means of rubbers which
connect the motor with these rails or mains con-
ductors. A and B represent two trains supposed to be
driven in this way in the direction shown by the
arrow, a1, a2, a3, a4 indicate block wires which are
arranged as shown, and the length of which is not
determinate, but which block wires are habitually
equal to one another, the first part of one being
necessarily equal to the second part of that which
precedes it. T, T1, and L, L1 indicate the trailing and
leading cross connections, and it is obvious that the
6
82 AERIAL OR WIRE ROPE-WAYS
train B will be blocked by a current flowing through T,
a2, and L1. It is usually necessary in each block wire
to insert some piece of material such as carbon to
prevent the passage of an excessive current.
When this simple method is applied to telpherage,
however, it does not form a perfect guard to the pre-
ceding train, for if the following train were to over-
shoot one-half of a block wire the block would be
removed and a collision might occur. Thus in the
diagram under consideration it will be seen that
should the train B, notwithstanding the block, move
on until L1 leaves a2 and touches a1, the block will be
removed ; the block is therefore in this plan only
operative for one-half of the block wire.
The above defect might be practically obviated by
making the block wires so long as to render this over-
running highly improbable, or the block could be
rendered more efficient by increasing the number of
the block wires. For example, if there be three over-
lapping block wires instead of two, each block wire
will then consist of three parts, which may be denomi-
nated the first, second, and third part respectively.
The leading cross connection will then join one main
conductor, through a block electro-magnet, to the third
part of each successive block wire, and the trailing
rubber of the train will join the other main conductor
to the first part of one block wire, and the second part
of the next. A following train will then be blocked
by a preceding one, so long as the second train is
passing over two-thirds of the length of a block wire,
and will only be released when within one-third of
that length. An arrangement in which a third block
wire is used is shown in the diagram Fig. 70.
When four overlapping block wires are used the
block electro-magnet will act for a distance equal to
TELPHERAGE 83
three-quarters of each block wire, and, by increasing
the number of the block wires, the fraction of the
length during which the block will operate can be
increased at will. A simple method of carrying out
this arrangement consists in placing the block wires
obliquely between the two parallel main conductors,
and letting the trailing rubber be broad enough to
make contact with all but one.
Both in the case of the parallel arc and series
systems, the block will be quite independent of the
direction in which the preceding train may have been
moving, but if the preceding train has been moving
back upon the following train, although it will stop
any following train, it will not itself be stopped. In
FIG. 70. — Blocking Arrangement for a Telpher Line with a Third
Overlapping Block Wire.
telpherage, however, this backing is practically never
required, and, moreover, a backing train can be auto-
matically prevented from running into or colliding with
a following one, by arranging the mechanism so that
when any train runs backwards, a block electro-
magnet will be automatically inserted in what is
properly the trailing cross connection.
A method of effecting this automatic insertion is
shown diagrammatically in Fig. 71, and consists in
having two frictionally geared wheels, A, B, lightly
pressed together, A being driven by the movement of
the train so that its motion will be reversed when the
train backs, and B having a contact piece by which
the block electro-magnet will be cut out, or put in.
84 AERIAL OR WIRE ROPE-WAYS
The friction will lift this contact piece during forward
motion, but will depress it should the movement of the
train be reversed.
To work the parallel arc system writh a single rope
for up trains, and a single rope for down trains, the
single conductor which forms the circuit must be
crossed alternately from the up to the down line, so
FIG. 71.— Arrangement of Block Electro-Magnet for Preventing Train
from Backing into a Following One.
that when the conductor charged positively is on the
up side, the conductor charged negatively will be on
the down side, and vice versa. The up and down lines
are divided into sections of equal length, as in the
series system, and the train should be of the length of
one section or nearly so, the leading end of the train
being, say, on a positive section and the trailing end
FIG. 72. — Arrangement of Conductors for Admitting of a Line on the
Parallel Arc System being Worked with a Single Rope.
on a negative section. Fig. 72 illustrates diagram-
matically a special arrangement of conductors by
which the parallel arc system may be worked with a
single rope for up trains, and a single rope for down
trains. N, P are two continuous conductors insulated
from one another, and maintained at different poten-
tials by a dynamo, as in the arrangements shown in
TELPHERAGE 85
Figs. 69 and 70. These conductors are divided into
equal lengths, as indicated at 1, 2, 3, 4, and 5, 6, 7, 8,
so supported that 1, 2, 3, 4, &c., will form a single road
along which a train having a row of single wheels can
run, and 5, 6, 7, 8, &c., will form a second similar road.
The electrical cross connections, 1, 7, 3, 5, which cause
N to be a continuous conductor, and 8, 2, 6, 4, which
cause P to be a continuous conductor, are shown by
dotted lines. These conductors or ropes are supported
by brackets and insulators on each side of ports placed
at c\ c2, c3, c4, &c.
From the above it will be clearly seen that if trains,
similar to those first described in the case of the series
system, are placed on these roads or ways, they will
77*r-
JLE — ± — _r_a —
T — j
-[ ~^ ~z*^ — i
FIG. 73. — Modified Arrangement of Block Wires for Line with Alternate
Positive and Negative Sections.
be driven by the currents flowing through the rubbers
and move from one section to the next, as from 4 to 3,
or from 6 to 7, one rope being used as an up line, and
the other as a down line. A piece of solid insulated
material to carry the weight of the wheels is usually
placed at the gaps, so that the wheels in passing shall
not short circuit the conductors, or the same danger
may be provided against by insulating the wheels, and
lifting the rubbers by a cam at the moment of passing
the gaps. This plan of driving combines the advan-
tage derived from the use of the single rope with the
advantage resulting from the absence of all switches
or keys.
Fig. 73 is a diagram showing another method of
applying the block wires to this arrangement of
86 AERIAL OR WIRE ROPE-WAYS
driving, where only one line, with the sections alter
nately positive and negative, is used. The action by
which the train B will be blocked in this example will
be obvious from previous descriptions.
In the plan shown in the diagram, Fig. 74, the
train A will block the train B when the leading wheels
of B reach a section already occupied by the trailing
wheels of A. In this arrangement the leading and
trailing cross connections are both placed at the
beginning of the train, but the current through T does
not pass through L.
The two latter arrangements may be combined,
and may be reduplicated so as to protect sections
situated further back.
FIG. 74. — Blocking Arrangement with the Leading and Trailing Cross
Connections placed at beginning of the Train.
By the term block electro-magnet is meant any
contrivance set in action by the passage of an electrical
current, and having for its object the checking or
arresting of the electro-motor with its train or single
vehicle. The simplest method of checking the train
is by cutting out the motor on the parallel arc system,
and by short circuiting it on the series system, or in
the latter system the motor may be cut out and the
circuit joined up without short circuiting the motor,
as shown in the diagrams, and the current may be
employed to start a subsidiary electro-motor which
puts on a brake which is released when the blocking
current ceases, the block being put in action by means
of block wires and trailing and leading connections,
TELPHERAGE 87
and no switches, keys, or electro-magnets being used
on the permanent way.
In cases where the carriers or vehicles are arranged
for the conveyance of persons, the system of blocking
allows the guard to see wrhen he is overtaking another
train or is being overtaken by it. This he can do by
observing whether a current is flowing through either
cross connection. The guard can also test the action
of his own mechanism by temporarily completing a
circuit through leading and trailing rubbers and block
Fius. 75, 76, and 77.— Method of Mounting Block Wires in Line on
Telpher System. Side, End, and Plan Views.
wires. For instance in Fig. 69 if, by a supplementary
insulated metal rubber, the guard joins a and a2, his
train should instantly be checked by a current passing
through the two main rubbers of the block system,
and the block electro-magnet. It is evident that this
mode of checking trains would form a convenient brake
as well as a mode of testing the apparatus.
A convenient method of mounting the block wires
is shown in side and end elevation, and in plan in
Figs. 75, 76, and 77. Metal supports are fixed by the
AERIAL OR WIRE ROPE-WAYS
side of the line, on posts, or brackets, in any convenient
position. Each of these supports carries six vertical
pins, and on these pins pottery ware insulators are
fixed. The heads of these insulators are cylindrical,
and they are arranged to receive metal caps. To
four of these caps the block wires, which are strained
between the supports like ordinary telegraph wires,
are securely attached. As shown in the illustration,
the wire is led down over the curved head of the cap,
FIGS. 78, 79, and 80. —Contact Maker or Circuit Closer for Line
on Telpher System. Side, End, and Plan Views.
and is twisted and securely fixed around the body. A
cross connection couples two of the wires together,
whilst the other two terminate at the support. The
contact maker or circuit closer is provided with bearers
to lead it without concussion from wire to wire.
This circuit closer takes the form of a carriage,
and it is shown in side and end elevation and in plan
in Figs. 78, 79, and 80. It consists of metal frames
connected by crossbars, and provided with metal wheels
TELPHERAGE 89
which run on the wires, and the carriage serves
electrically to connect the wires on which it stands.
Side rollers are also provided to prevent the carriage
running off the wires. A light rod not shown in the
drawing forms the connection between the carriage
and the train drawn by the electro-motor.
This device connects together the parallel wires on
which it stands, which is what is desired in one of the
connections. In the other connection, however, it is
required that contact should be made with the wires
on one side only, and for this purpose the carriage is
so made as to insulate its two sides, the crossbars not
being fixed directly to the metal side frames, but to
insulators like those shown in Figs. 75, 76, 77, which
are carried on vertical pins provided for them upon the
side frames.
To regulate the speed at which the train when
unchecked will be propelled, that is, to provide means
by which the speed may be maintained constant or
adjusted independently of variations in the resistance
to be overcome, or in the source from which the
electrical energy is derived, or in the circuit, or in the
number of trains to be driven by that circuit, without
the use of a relay or an electro-motor, the device illus-
trated in Fig. 81 is employed. A, B, c are three wheels
so geared that A will drive B, and, if the axis of B remains
stationary, B will drive c. If, however, the motion of
c be resisted by a force exceeding a given adjustable
amount, c will remain at rest and the axis of B will be
displaced, an arrangement in fact of differential gearing,
c is connected with some resistance such as that due
to a fan, a centrifugal brake, a pendulum, or the flow
of water through an orifice, so regulated that the
resistance will increase with the speed at which the
machine to be governed happens to be running.
go AERIAL OR WIRE ROPE-WAYS
Another resistance is also opposed which may be
constant or nearly so to the motion of the axis of B, and
to the latter is attached a make and break piece
or commutator, or other means of controlling the
electrical current supplied to the motor, in such a way
that, so long as the axis of B remains at rest, the full
driving current will pass through the motor, but when,
with the increase of speed, the resistance to the
motion of c also increases, and the axis of B moves,
this motion will break the circuit, or reverse the con-
nections, or move the brakes, or short circuit the
motor, or throw in resistance, in fact the motion of B
is used to effect any desirable change
in the electrical connections.
Upon the speed decreasing so that
the resistance to the motion of c
will have again fallen to the normal
amount, the axis of B will return to
its former position under the action
of a spring or weight, by which its
id. 81. — Device for >• • • . i iji j*n
Regulating the m°tion is resisted, and the current will
Unchecked Speed be supplied as before.
Preferably the axis of B is arranged
to move between two fixed stops
placed at a considerable distance apart, in order to
avoid continual interference with the circuit when
running at nearly the normal speed, and the make
and break piece attached to B is so arranged as only
to alter the circuit when near to either of the two
ends of its travel.
Referring to the illustration, A and c are the pitch
lines of two wheels externally and internally gearing
with the pinion B. A and c are concentric but not on
same shaft, or one of them is mounted loosely upon
the shaft. B is centred on the arm D which is pulled
TELPHERAGE 91
against a stop by a spring s. A is driven by the
motor to be controlled, c is resisted by any resist-
ance which increases with the speed, as by a fan,
centrifugal arrangement, or water governor, so that at
a certain speed the arm D will begin to rotate round
the centre, and will work a make and break piece m,
or a commutator M, or any other electrical device.
The make and break piece m may have a slot in it, as
shown, so that the pin indicated only moves it to or
fro when the arm D is near the end of its travel.
As a rule it is desirable that the change of me-
chanical resistance to the motion of c should change
largely with a small change of speed at the critical
point, and a simple plan for effecting this change is by
making c drive a brake governor m of the type devised
by Sir William Thomson, in which a revolving weight
is normally clear of an external rim, but at a given
speed overcomes the resistance of a spring so far as to
come in contact with this rim, and as it were put on a
brake by means of the friction it creates.
The effect produced by a governor of the above
description is neutralised when the speed of the
machine falls back to the normal desired speed or a
little below it. Cases arise, however, in which this is
undesirable, as some permanent change may occur in
the driving current, or in the mechanical resistance to
the driven electro-motor, as when the gradient of a
telpherage line changes, and this renders a permanent
readjustment of the electrical mechanism desirable.
The simple slot arrangement described above and
applied to any centrifugal governor will effect this
purpose, or it may be performed automatically and
with great accuracy by the governor shown in Fig. 82.
A, B, c form a train of wheels so arranged that A
drives B, and B drives c, or vice versa, c may drive B,
AERIAL OR WIRE ROPE-WAYS
and B will then drive A. Upon B being turned in one
direction it produces an electrical change tending to in-
crease the speed of the motor, and upon B being rotated
in the reverse direction this change will be undone.
A centrifugal governor is so arranged that when
the speed falls below a certain point an arm presses
against a smooth pulley or surface connected with A,
and so drives B in one direction. When, on the other
hand, the speed rises above a certain point, the same,
or another arm, presses against a smooth pulley or
surface connected with c and drives B in the opposite
FIG. 82. — Governing Arrangement for Train on Telpher System.
direction, but when the speed remains intermediate
between the two limits the arm, or arms, are clear of
A and c, and B is left at rest. B may thus be em-
ployed to shunt or cut out a motor, to throw in or out
an electrical resistance, or to adjust brushes, or to cause
an electric field to apply a mechanical or electrical
brake, or to produce any change, mechanical or elec-
trical, which regulates the speed, and in this manner
a permanent change may be effected which will not
be undone when the motor is brought back to the
desired speed. The change may if desired be effected
TELPHERAGE
93
in the driving dynamo instead of in the receiving
motor, or in both.
The governor is preferably employed in the fol-
lowing manner. Connected mechanically with the
machine to be controlled is a regulating drum or disc
divided into two parts insulated from each other, and
a rubber pressing against this drum or disc alternately
makes one of two connections. When one connection
is made the motor will be driven by the current, but
when the other connection is made the current will be
diverted or interrupted so as not to drive the motor.
The driving and non-driving connection will be of
a length dependent on the position of the rubber
relatively to the drum, and this position is shifted in
the way above described by the wheels A, B, and c.
In the drawing the rubbing pieces D, D, of the
balanced centrifugal governor, bear against the smooth
surfaces c or a, as the velocity happens to be above or
below that required. When the speed is exactly
right or normal, these rubbing pieces will run clear,
and in the latter case the wheels A, B, c will all be at
rest. If the speed becomes excessive, the wheel B
will be worked by c ; if, on the contrary, the speed be
insufficient, the wheel B will be driven by A. The
shaft of B has a screw by which a nut M is worked
backwards or forwards and is used to produce the
desired change. A desirable method of effecting this
required change is shown diagrammatically in Fig.
82. The insulated rubber or brush T actuated by M
rubs on the insulated pieces o and u of a cylinder, as
shown, o is insulated and u is connected by another
rubber with one terminal of a motor Q, the other
terminal of the motor being joined to a dynamo n,
the other pole of which is connected with the rubber
or brush T.
94 AERIAL OR WIRE ROPE-WAYS
It will be seen that if, at one end of the cylinder,
the piece u goes all round, and at the other end the
piece o goes all round, and at intermediate points the
proportions between o and u gradually vary, the time
during which the current will be admitted to the
motor will depend on the position of the rubber or
brush T, which latter will be determined by the
governor. The connections for o and u can easily be
varied to suit other arrangements in which an absolute
break might not be desirable. In fact the well-known
system of cutting off the current for a fraction of each
revolution is employed, but in such a manner that the
cut-off shall be undisturbed so long as the speed
remains constant, but may be permanently varied by
a temporary change of speed so as to be different at
different times although the speed may be the same.
With this arrangement, if the resistance to the motion
of the motor should decrease tenfold below the maxi-
mum which the motion could overcome, when the
current was on continually, a slight increase of speed
would screw M along until the current was cut off for
about nine-tenths of each revolution. When the
speed had fallen to the desired amount in consequence
of the withdrawal of the current, the rubber or brush
T would be left in its new position and the machinery
would run at the old speed notwithstanding the great
alteration in the conditions.
Fig. 83 shows another arrangement of the governor
by which the desired permanent change can be effected,
in which a well-known mechanical equivalent is sub-
stituted for the three wheels previously used. In this
arrangement the bevel wheels A and c are connected
by a sleeve, or form part of one piece which is capable
of a small motion along the shaft under the influence
of a balanced governor, and if the speed becomes ex-
TELPHERAGE
95
cessive the bevel wheel A will drive the bevel wheel B
in one direction, whilst should the speed become
deficient or decrease, the bevel wheel c will drive B
in the opposite direction. When, however, a pre-
determined rate of speed is maintained, both the
bevel wheels A and c will remain clear, and B will be
at rest.
On attaining the limiting or extreme position, M
might be employed to put on a mechanical or elec
trical brake, as by making contact with the stop t, and
the governor might in this way be employed to put a
brake on a train, if it continued to run too fast even
after the whole electric cur-
rent had been cut off. This
effect would, however, be
produced instantly, or almost
instantly, after the current
had all been withdrawn.
To afford additional
security against the chance
of trains or vehicles being
overtaken by those which
follow, any apparatus may
be used by which a mechanical or electrical brake will
be set in operation to arrest a train or vehicle whenever
the time during which the motor of this train or vehicle
has been deprived of the driving current, by any one
of the means which have been already described,
exceeds a definite length, and by which the brake will
be at once removed when the driving current begins to
circulate. The effect of this arrangement will be that
when the block or governor acts merely to control the
speed, no power will be wasted in unnecessarily re-
sisting the motion of the train or vehicle, but if this
train or vehicle runs past the block for more than
Fro. 83. —Modified Form of
Governing Arrangement for
Train on Telpher System.
96
AERIAL OR WIRE ROPE-WAYS
a definite number of seconds, so as to be in danger
of overtaking the preceding train or vehicle, or of
running too fast, then its motion will be checked not
only by the withdrawal of motive power, but also by
the action of a brake.
Figs. 84 and 85 illustrate in elevation and section
one way of carrying out the above arrangement. The
piece M is in this case actuated by the governor so as
to move downwards when the velocity increases be-
yond the normal ; when this motion has reached the
limit at which the speed can be controlled, as already
described, by entirely cut-
ting off the current, a
wedge piece or stop Q will
actuate a catch N so as to
release the crosshead o.
This crosshead will be
then pulled downwards by
springs s1, s2, its motion
being resisted by a dash-
pot P, or other contrivance
which will delay or retard
the motion for the desired
time. After the lapse of
this time, the crosshead o will fall down nearly to the
stop Q, and will make contact at T, so as to apply an
electrical brake. The time between the release of the
catch and the arrival of the crosshead o at its limiting
o
position may be for instance thirty seconds, yet when
the speed falls, the stop Q attached to M will, as soon
as the latter begins to move back again, break the
contact at T, and so take off the electrical brake. On
M rising it will again set the catch N. It is obvious
that the contact at T may be employed in many ways
to arrest the train, indeed the mere mechanical pressure
FIGS. 84 and 85. — Brake Arrange-
ment for Trains on Telpher-
System. Elevation and Vertical
Section.
TELPHERAGE
97
of the springs s1, s2, on a quick running wheel, instead
of T, would in most cases form a sufficiently powerful
brake. The dash-pot p should be so arranged as not
to resist the upward movement of the crosshead o, and
were a fan employed instead of the dash-pot, it should
be driven by the descent of the crosshead o, and not
by its ascent.
To enable wire ropes to be used as the insulated
conductor, a special form of insulator capable of re-
sisting a great strain, and also of allowing the ropes
to rock on the point of support, and so relieve the
FIGS. 86, 87, and 88.— Insulator for Use on Telpher Line.
Side Elevation, Plan, and Cross Section.
supports from inconvenient strain, is employed. This
insulating device wherein the ends of the wire ropes
are secured in bent wrought-iron pieces clipped to a
circular insulator free to rotate round a centre pin, is
clearly illustrated in side elevation, plan, and vertical
cross section in Figs. 86, 87, and 88, in which the
insulating parts are indicated by cross-hatching.
Horns of metal having shallow grooves on their
upper sides intended to receive the wire rope, are bent
round the main insulating piece, and again bent back.
The rope passes between this metal horn and the
7
9& AERIAL OR WIRE ROPE-WAYS
main insulating piece, and is also bent back and is
secured by being lashed to the horns. The horns are
bent as shown in plan when the post is to stand at an
angle, and the two horns are clipped together by
straps which are insulated from them by insulating
packing pieces. A piece of metal fixed in the main
insulator helps to bridge the gap between the ends of
the wire ropes.
A pin, which is supported by a fork, serves to
carry the main insulating piece, and the surface of the
latter near the pin is shielded from the wet by the
outer pieces shown in the vertical cross section, and
by the form of the main piece itself. The rocking
action on the pin prevents any undue strain from
coming on the support.
By forming the insulator over the pin in the shape
shown, good insulation is ensured for the whole system
from the earth, and the resistance across the packing
pieces is rendered sufficient.
A number of improvements have been made by
the Consolidated Telpherage Co., of New York, and
lines designed on their system are extensively em-
ployed in America. One of the chief characteristics
of the aerial system of this firm is what is known as
the Unit System. The results of numerous trials,
and many experiments, with various methods, have
convinced them that this is both the most flexible
system and the one which most successfully fulfils the
greatest number of conditions, and that this fact is
capable of practical demonstration.
Fig. 89 is a plan view showing a carriage or
telpher truck composed of a single or one unit, and
termed a single unit telpher. As will be seen from
the drawing^ the device is of simple construction, and
* See also Figs. 134 and 136, pp. 173 and 176.
TELPHERAGE
99
it consists broadly of the combination with a suspended
car of a shaft rigidly fixed to the supporting wheels,
the electric motors located on each side of these
wheels having their revolving armatures also rigidly
fixed on the shaft. The motors are provided with a
FKI. 89.— Single Unit Telpher Carriage or Truck.
frame by which they are connected together, and
combined with the yoke and trailing or idler wheel
constitute a single unit telpher truck.
Fig. 90 is a similar view to Fig. 89, illustrating
a carriage or telpher truck consisting of a double
FIG. 90.— Double Unit Telpher Carriage or Truck.
unit, or two units. It consists as shown simply of
two units combined by a yoke, the second unit in the
double unit telpher taking the place of the trailing or
idler wheel of the single unit telpher.
CHAPTER IV
EXAMPLES OF INSTALLATIONS OF WIRE ROPE - WAYS ON THE
RUNNING OR ENDLESS ROPE SYSTEM AT : WORKS IN FRANCE —
MILL IN MEXICO—FURNACES AT MIDDLESBROUGH — WATER
WORKS IN NORTHUMBERLAND — PIER AT THK CAPE DE VERDE
ISLANDS — PIERS IN NEW ZEALAND — QUARRY AT EMBOROUGH
— QUARRIES IN INDIA — CEMENT WORKS IN BRAZIL — MINE
IN CUMBERLAND — PRINT WORKS IN LANCASHIRE — CHEMICAL
WORKS IN NORTHUMBERLAND — MILL IN YORKSHIRE — LINOLEUM
WORKS IN MIDDLESEX — SUGAR PLANTATIONS IN DEMERARA,
JAMAICA, MAURITIUS, MARTINIQUE, ST KITTS, GUATEMALA,
&c. — CUSTOM HOUSE IN MAURITIUS — BEETROOT FARM IN
HOLLAND.
Installation at Works in France.
THE following are brief descriptions of several installa-
tions on the Gourjon * running-rope system of wire
rope-way erected in France. In this system but one
endless cable is used moving round two pulleys in the
same vertical plane, the full skips being carried to
their destination by the lower portion upon which
they are suspended at equal distances apart, and the
empty skips returning on the upper portion. Motion
is imparted according to circumstances, by force of
gravity, or by power, or partly by gravity and partly
by power in a regular and continuous manner.
One of the installations in question which was
erected at Teil, has a length in a horizontal direction
* A detailed description of the Gourjon system of wire rope
tramway will be found in the Annales des Fonts et Chaussees, vol.
xiv., 1887, p. 604.
INSTALLATIONS ON RUNNING-ROPE SYSTEM IOI
of 1,558 feet, and as the difference of level is only 81
feet 8 inches, a certain amount of help has in this case
to be given by power from the motor at the works, to
assist the action of gravity.
The carrier buckets, or receptacles, which are of
sheet iron, are suspended from the cable at intervals
of 111'5 feet apart, weigh when full 110 Ibs., and
travel at a speed of 5*75 feet per second, or at the rate
of about 3*92 miles per hour.
The installation cost £100, and the traffic upon the
line is 70 tons a day, the cost of transport being 3* 11
pence per ton-mile.
An installation erected at St Imie-, near Grenoble,
is considerably longer, following the windings of a
valley for 8,200 feet, or over 1^ mile. The two por-
tions in the intervals between the end pulleys are
supported at the same level by pulleys mounted on
posts or standards located about 500 feet apart.
The cable used is made of steel wire on what is
known as the Excelsior system, and has a diameter of
0'67 inch; whilst a cable made of a like number of
round wires, and of the same weight per fathom,
would have a diameter of 0'906 inch, or very nearly
1 inch in the latter case against a little over |- inch
in the former case. The reason of this is owing to
the absence of interstices in the case of the Excelsior
make.
The cost of this line was £520, the traffic is 50 tons
a clay, and the cost of transport 3*75 pence per ton-
mile.
Another short temporary installation put up at
Alzon was used for conveying blocks of stone for
masonry work connected with a railway. The line
crossed a valley 1,579 feet wide, having a difference
of level between the termini of 474'5 feet.
102 AERIAL OR WIRE ROPE-WAYS
In this case the excess power due to gravity could
be used for moving a second cable which had a span
of 88 feet, and a rise of 48 feet, by connecting it with
the upper pulley, so as to carry the stone from the
quarry to the pulley placed at the edge of the
valley.
The uncoupling of the carriers was effected auto-
matically, but the coupling had to be done by hand,
which caused some delay; 130 tons were transported
per day at a cost of 14 '4 pence per ton, the cost of
cartage being double.
The cost of the line was much increased by a
failure to calculate the tension of the cables, and a
carelessness in erection, which caused accidents to
take place on commencing work which otherwise
might have been avoided, and but for which the out-
lay would have been only £480, and some £2,400
would have been saved in the transport of 52,330
cubic yards of material.
In another installation two portions were on the
same level, and passing over vertical pulleys at the
end of the track were directed at an angle of from
20° to 25° to a winding drum, located horizontally
at a slightly lower level, thus greatly facilitating the
uncoupling and coupling of the carriers.
This line was designed for a distance of 2,214 feet,
with a fall of 24275 feet ; the cost was estimated to be
£440, and 72 tons of cement were to be carried down
daily at a slow rate of speed from the kilns to the
works, the cost of transport being estimated to be
2'1 pence per ton, instead of 10^ pence per ton, which
latter was the price of cartage. The capacity of such
a line could, however, easily be raised to 100 tons
daily by somewhat accelerating the speed, and the
empty carriers could be used for conveying up coal
INSTALLATIONS ON RUNNING-ROPE SYSTEM 103
to the kilns. The drum or pulley at the end of the
line would then have to be connected with the motor
•a
of the works, so as to lower or raise the power due
to gravity according to circumstances, and produce
a uniformity of speed.
104 AERIAL OR WIRE ROPE-WAYS
Installation at Furnaces at Middlesbrough.
Fig. 91 is a general view of a line on the Carrington
running-rope system designed by Bullivant & Co.
Ltd., and erected at Middlesbrough for removing the
slag dump from mine furnaces so as to admit of the
land being used for other purposes. The illustration
shows the unloading terminal in the distance and the
loading terminal in the foreground, the tension gear
being in the rear of the latter. The capacity of this
rope-way is 1 5 tons per hour, and the buckets have a
capacity of 4 cwt. each. The line extends the entire
length of the heap that it is desired to level, the
discharging terminal being situated at the highest
point and the loading terminal at the lowest point.
The latter terminal rests upon a short section of rail,
and is gradually moved towards the unloading terminal
as the material is removed from before it, without
necessitating any change in the gear. The slag is
brought to the loading terminal in the buckets to be
placed on the running rope.
From the unloading terminal the slag is discharged
into a crusher, from which it is delivered into a rotary
screen which separates the material into four grades,
each of which is received by a separate compartment
of a hopper, and is loaded into trucks on a railway.
Installation at Water Works in
Northumberland.
An installation on the same system has been
constructed by Bullivant & Co. Ltd., for the New-
castle and Gateshead Water Works, Wylam-on-Tyne,
Northumberland, for the purpose of carrying cement,
bricks, and other material for the construction of
conduits, &c., in connection with new works, and also
INSTALLATIONS ON RUNNING-ROPE SYSTEM
105
for carrying coal for the Company's pumping station,
which is situated some distance short of the main
discharging terminal.
The total length of this line is 1,800 feet, and it
has a capacity of 20 tons per day. The posts or
106 AERIAL OR WIRE ROPE-WAYS
standards are constructed of steel, and of the type
having four legs. The longest span is one of 490 feet
where the line passes over the River Tyne. The
loading station at the tensional terminal is so arranged
that it could be placed between two lines of rails, for
which purpose the gauge from that point to an
adjacent angle frame is one of 6 feet, whilst from the
latter to the upper or general unloading terminal
it is one of 8 feet. The construction of this upper
terminal is illustrated very clearly in Fig. 92, which
also shows one of the posts or standards and a portion
of the line with a carrier coming and going. The
materials are here unloaded into contractors' waggons
which latter are made up into trains and are taken to
the new works. The driving power is supplied by an
ordinary undertype pattern of portable steam engine,
and only two men are required to operate the line.
An intermediate unloading terminal is provided
at the pumping station at which a loaded carrier can
be stopped during its transit, and the contents dis-
charged through a chute into a hopper for loading
the works waggons. On one side of the loading station
a hopper is provided for loading the carriers with coal
from the railway trucks, whilst on the other side a
chute is arranged for filling the carriers with bricks
from the trucks on another siding.
Installation at a Mill in Mexico.
An installation on the running-rope system at
Plomosos * in the State of Sinaloa, Mexico, for con-
veying wood to a mill, has a total length of 10,115
feet, or not far from 2 miles. The upper terminal of
* A very full description, from which this abstract has been
made, will be found in the Transactions of the Technical Society
oj the Pacific Coast, San Francisco, 1890, p. 113.
INSTALLATIONS ON RUNNING-ROPE SYSTEM IOJ
this line is at an elevation of 3,575 feet above the
lower one, thus affording a good example of a line on
the running or endless rope system of comparatively
short length, with a considerable difference in level
between the termini. The spans were respectively
935, 863, 104, 1,378, 977, 1,935, 410, 1,066, 771, 833,
and 433 feet, at first, making in all 9,705 feet ; but
to this length 410 feet were subsequently added
between spans 8 and 9, when the vertical turn sheaves
were replaced by horizontal ones, raising the length
of the line to 10,115 feet, as before mentioned. The
outline of the ground is shown in the section, Fig. 93,
TOTAL LENGTH 10,115 ft.
Fio. 93. — Installation at Mill in Mexico : Section.
from which it will be seen to be of a very rugged
nature.
Most of the frames of the standards were con-
structed of hewn timber, because this latter material
was easily available, thus counterbalancing the slight
advantage which sawn timber is stated to possess for
the purpose.
The framework of the upper terminal consists of
balks of timber 8 inches square.
The run of the loaded carriage for taking up the
slack of the rope is limited to 54 feet, the counter-
weight gear being at the lower terminal only, and the
other end of the rope being firmly anchored. The
108 AERIAL OR WIRE ROPE-WAYS
slack of the rope is taken up when the splices are
renewed from time to time.
The intermediate posts or standards were first con-
structed single, but in many places they were after-
wards braced, by having X-shaped frames erected
round them.
The counterweight gear is mounted in a four-post
tower 24 feet in height, the weight box being 5 feet
square and 3 feet deep.
In lines of this description the travelling carrying
rope is supported on suitable sheaves or pulleys, which
latter are mounted vertically upon the ends of cross
arms fixed on the posts or standards at a sufficient
height to clear all surface obstructions. At the termini
the rope passes around sheaves or pulleys set horizon-
tally. These sheaves are either grip or plain sheaves
as the case may require, grip sheaves being used
where power has to be supplied to the rope, or to
prevent slipping where brakes are employed to regu-
late the speed, in which case the brake wheel or
drum would be attached to the upper side of the grip
pulley.
The rope employed is a T£ inch diameter steel
plough rope made at the California Wire Works from
special steel obtained from Germany, giving a tensile
strength of 300,000 Ibs., or about 133 tons 18f cwt.
per square inch.* The carrier frames or hangers are
secured to the rope by means of a type of carrier box
or fastening, known as the Hallidie clip, a description
of which has been already given.f
The transport of this rope was, owing to the
rugged nature of the country to be traversed, a matter
* Tensile strength given in the paper, which seems to be
excessively high.
t See pp. 25-27.
INSTALLATIONS ON RUNNING-ROPE SYSTEM
of very serious difficulty. It was accomplished by
dividing the rope into ten lengths, each length made
up into seven coils, with an intermediate length of 10
feet, and each of the coils in each length was loaded
upon the back of a mule, the entire train being com-
posed of seventy mules, and three men being provided
to each seven mules, or thirty men altogether.
In transporting a wire rope in this manner the coils
should be made up as small as possible, say not over
24 inches, so as to enable them to be secured to the
pack saddles.
During the conveyance of the section of rope to the
upper terminal an accident occurred which was pro-
ductive of very considerable delay, and demonstrated
the difficulties attendant upon the operation. The
head mule, at a point where a rise immediately fol-
lowed a steep descent, started to take the rise with
a rush until checked by the rope, which threw him
backwards over the bank, he taking two other mules
with him, and had not the last of these caught on a
tree, the rest of the train would have followed. The
path being cut out of the mountain side, and so
narrow as not to admit of turning a mule, or even of
unloading its pack, the coils which had gone over the
bluff were fished up, uncoiled, and carried a quarter
of a mile by hand. The rope was, however, badly
kinked through the mishap.
This kinking of the rope is indeed one of the chief
dangers to which this method of transport renders it
liable, the parts thus damaged being usually the inter-
vening lengths between the mules. The result of a
bad kink in the rope is that the wires of the strands
on the concave side of it will shortly give out when
in use.
Screw-down brakes were employed upon this line
110 AERIAL OR WIRE ROPE- WAYS
at first, but were found most inconvenient in use, and
were afterwards successfully replaced by lever ones.
The splices of the rope commenced to give way after
two years' work at points where the two metal strands
were tucked into the rope to take the place of the
hemp core or heart.
To climb up to the wire rope -way a rope ladder was
used, which was brought into position by passing it
over the line at the nearest support, and sliding it
along the rope or cable until in the proper position,
swinging it over any intervening carriers.
The reason why the rope wore out at the splices is
considered to be because in a rope of seven wire strands
there exists at the splice a spot of about 1 inch in
length at a point just above and below where two
steel strands are inserted into the core, and take the
place of the hemp core or heart, where the rope will
have seven instead of six strands at the circumference,
thus making the diameter greater. There being like-
wise a portion of about 1^ inch or 2 inches with
no core or heart at all, and the outside strands
being there unsupported centrally, they become
crushed into the cavity, thus exposing other strands
to extra wear.
For lubricating purposes, Swedish tar mixed with
boiled linseed oil was first employed, applied on the
rope once a week in the usual manner. This was
found, however, both inefficient and expensive. It
did not penetrate the rope, but became hardened and
baked, by the heat of the sun, on the rim of the
sheaves or pulleys, giving no protection to either rope
or sheaves. Better results were obtained with the same
lubricating material by letting it drop continuously
over the rope at the rate of about one drop per minute,
by which means the rope and sheaves were enabled to
INSTALLATIONS ON RUNNING-ROPE SYSTEM III
retain a slight coating. At the best, however, tar was
found to be but a poor lubricant under exposure to
the sun, the heat taking up what little lubricating
properties it possessed. The tar did not penetrate
the rope, and much wear from friction of the wires
was found to take place between the strands, owing
to the bending whilst passing over the pulleys or
sheaves.
The substitution of black West Virginia oil, applied
by means of an automatic lubricator, was found to
give first-rate results, and after four months the rope
was found to be thoroughly saturated with the oil,
and after six months the Manilla hemp core was
found to have been preserved by the oil. After two
years' use of this lubricant the rope showed but little
signs of wear.
With the tar and linseed oil mixture applied weekly
the tops of the rims of the sheaves had to be cut
down at some points on the line every month ; when
applied by continuous drops they only required to be
turned down once in every four months ; w^hilst when
black West Virginia oil was applied, the rims only
required to be so treated every six or seven months.
The grips on the terminal sheaves also showed less
wear in the latter case.
The outlay on the work was as follows :—
Cost of construction of upper terminal - <£39 10 0
lower „ 44 10 0
„ „ intermediate terminal 300 0 0
Sundries, stretching rope, &c. - 52 0 0
Total cost of construction - .£436 0 0
Cost of rope-way material - 3,168 0 0
Opening roads, ifec. • 373 0 0
Total for rope-way in working order £3,977 0 0
112 AERIAL OR WIRE ROPE- WAYS
As regards the cost of transport, this was found to
be reduced by about three-fourths by the use of the
rope- way ; 5,100 cords of wood delivered to the mill
as fuel costing before the existence of the rope-way
£12,670, whilst 5,900 cords delivered by the rope-way
only cost £3,392 — a saving of £9,278, and an additional
supply of 800 cords of wood, being thus effected by
the use of the latter.
Installation as a Pier at the Cape de
Verde Islands.
The following is a description of another installa-
tion on the running-rope S3^stem, erected in the Cape
de Verde Islands, at Messrs Cory Brothers & Co.'s
Coal Depot.*
The total length of this line, which ,is illustrated in
Figs. 94, 95, and 96 in plan and elevations, is 1,200
feet, of which length about 960 feet extend along the
beach, and about 240 feet at right angles to the longer
section to the end of the pier, where the coal is received
and despatched.
The rope-way was required to be able to carry
15 tons per hour in either direction, and the motion
of the rope to be utilised in working cranes at each
terminal for raising or lowering coal.
The coal is brought to the pier in bulk in barges
from the colliers, and the buckets of the aerial or wire
rope-way are lowered into the barges by a crane, and
when filled are again raised, and sent off on the wire
O '
rope-way to the depot at its farther end, where a
quantity of about 10,000 tons is usually stored.
* A full description of this installation, which was designed by
Mr W. H. Carrington, M.I.C.E., Consulting Engineer to Messrs
Bullivant «k Co. Ltd., will be found in the Minutes of Proceedings
of the Institution of Civil Engineers, vol. Ixv., pp. 299-309.
INSTALLATIONS ON RUNNING-ROPE SYSTEM 113
To supply the steamers calling at the island, the
coal is filled at the store into bags holding 2 cwt. each,
which bags are raised by a crane to the level of the
FIGS. 94, 95, and 96. — Installation as a Pier at the Cape de Verde
Islands : Plan and Elevations.
wire rope-way, and are carried by it back to the barges
at the end of the pier.
The driving gear with its steam engine is placed at
the point where the two sections of the wire rope-way
meet at right angles. It consists of a massive wooden
8
114 AERIAL OR WIRE ROPE-WAYS
frame, carrying an upright shaft fitted at its upper
end with two drums, each 8 feet in diameter, lying
one on the top of the other, the ropes of the sections
passing round these two drums, and being driven by
them. At the lower end of the vertical shaft bevel
gear is fixed, by which the motion of the steam engine
is communicated to the drums. The steam engine by
which the requisite power is supplied is one of 16
horse-power nominal, having two cylinders and a
surface condenser. The boiler is of the horizontal
multitubular type, working at a pressure of 60 Ibs. per
square inch. The usual shunt rails allow the loads to
pass round the angle which is formed at this point.
The terminal at the end of the shorter section on
the pier-head carries the horizontal drum round which
the tramway rope passes, and a long horseshoe-shaped
rail. On this frame is also mounted a crane, having
a radius of 17 feet, and worked by shafting from the
engine. This crane is manipulated by a friction
clutch, actuated through a lever on the top of the
frame, on which the driver stands, from which position
he has a clear view of the work going on below. Four
carrier buckets or receptacles, each holding 2|- cwt.,
are lifted at a speed of 80 feet per minute, and are
deposited on to a deck alongside the terminal frame.
These buckets or receptacles are then pushed singly
down an inclined plane, the arrangement being such
that they engage themselves on the hangers, which,
with their saddles, carry them on the line rope. In a
similar way the empty buckets or receptacles arriving,
or the sacks for delivery, are detached and lowered
into the barge.
The terminal at the end of the longer section at
the coal store is placed on a wooden platform, shown
in elevation in Fig. 94, about 20 feet above the ground,
INSTALLATIONS ON RUNNING-ROPE SYSTEM 115
and 120 feet long. At the end of this platform,
situated the farthest from the driving station, is placed
a horizontal drum 8 feet in diameter, carried on a
strong wooden frame, round which drum the line rope
passes, and which can be drawn back when required
to take up any extension. The motion of the rope
actuates the drum, which by a pair of bevel wheels
turns a square shaft extending along the centre of the
platform for its whole length. A crane of similar
construction to that on the pier-head is placed on this
platform in front of the terminal, and can be moved
from end to end, deriving motion from the line rope
through the square shaft at any point. The jib of
this crane is long enough to enable loads to be
hoisted on either side of the platform, and to be
put down just behind the travelling shunt frame,
which stands about 15 feet in front of the crane,
and which is arranged to slide up and down the full
length of the platform in conjunction with it.
Thus the sacks of coal, having been raised from the
ground, are placed at the foot of the shunt stage,
by which they are, having been first hung on the
hangers, pushed on to the moving rope, and trans-
ported to the pier.
When coal is being brought to the store, it is
tipped into an inclined shoot out of the buckets while
they hang on the rail of the moving shunt.
It will be seen from the arrangements above
described that the coal can be hoisted out of the
barge at the pier-head, transported to the terminal
depot, and delivered into the store, where it is duly
put into sacks for re-delivery to steamers ; and when
this is required, the sacks of coal can be lifted up to
the rope-way, a height of 20 feet, transported to the
pier-head, and deposited into the barges.
Il6 AERIAL OR WIRE ROPE-WAYS
The rope is supported on the longer section by
seven posts or standards, which are fixed on the
beach, and are of the usual construction, and about
15 feet high. These posts or standards carry bearing
pulleys 2 feet in diameter, grooved to fit the wire
rope, which latter is of crucible steel with a breaking
strain of 16 tons, and is run at a speed of 3^ miles
per hour.
This rope -way, though it was only designed to lift
and carry 15 tons per hour, has on emergencies con-
veyed more than 25 tons in an hour.
The cost of the maintenance of the rope has been
a halfpenny per ton carried, and that of the machinery
also a halfpenny per ton, the chief item in the latter
case being the breaking of the buckets or receptacles
by rough handling. The cost of labour has been
one penny per ton handled, including tipping the coal
into the store, and attending the engine. The cost of
working the crane and filling the buckets or receptacles
in the barge has been about five-eighths of a penny
per ton, the boiler for supplying steam to the engine
consuming 7 cwt. of coal per twelve hours.
The complete cost of the above installation erected
on the spot, but exclusive of freight and customs duty,
was about £2,500, including the large staging at the
depot and the whole of the woodwork. The erection
on the site occupied three months.
Installations as Piers in New Zealand.
A pier wire rope-wjay, designed by the same
engineer, was constructed at Russel, Bay of Islands,
New Zealand, the short section of the line running
for about 3,600 feet out into the bay, and the main
line from the pier to the mines on the mainland being
INSTALLATIONS ON RUNNING-ROPE SYSTEM I I/
about 1 mile in length. The terminal at the head of
the pier is erected upon an old hulk which is securely
moored in position.
<D
I
The carrying capacity of this line is about 50
tons of manganese ore daily, with a motive power of
6-horse.
u8
AERIAL OR WIRE ROPE-WAYS
Figs. 97 and 98 show two other arrangements of
wire rope-ways on the running or endless rope system
arranged as piers, the constructive details of which are
FIG. 99. — Installation at Quarries at Emborough : View along the Line.
practically similar to those already described, modified
where necessary, however, to meet the different require-
ments of each particular case.
INSTALLATIONS ON RUNNING-ROPE SYSTEM
119
Installation at Quartz and Granite Quarries
at Emborough.
Another installation on the Carrington running
or endless rope system designed by Messrs Bullivant
& Co. Ltd., and erected at the Emborough Quartzite
Quarries for conveying broken granite and quartz
120 AERIAL OR WIRE ROPE-WAYS
from a new seam to the crushers, is illustrated in Figs.
99 and 100, the first figure showing a view along the
line with the carriers coming and going, and the
second figure being a view showing the arrangement
of one of the terminals and a portion of the line.
The length of this wire rope- way is 3,500 feet
and its capacity 25 tons per hour, the weight of the
individual loads being 5 cwt. The standards or
trestles and terminal frames are constructed of steel,
and the longest span is one of 775 feet. Motive
power is produced by a Tangye engine, and the
carrier buckets are loaded from a hopper through
chutes.
Installation at a Stone Quarry in India.
Fig. 101 shows diagrammatically in plan and section
a wire rope -way or cable -way on the Carrington
running or endless rope system erected at a quarry in
Madras, India, for the carriage of concrete material.
This wire rope- way, which has a total length of 15,600
feet, or nearly 3 miles, was supplied to the order of the
Indian Government, for the purpose of carrying about
100 to 150 tons of material per working day, for the
purpose of constructing a large concrete dam in a
very out-of-the-way situation in Madras.
This installation affords a good example of the
facility with which a line on the endless-rope system
can be made to pass angles of any degree, and admits
of surmounting certain constructive difficulties that
would prove very difficult to overcome, if not fatal,
in the case of any other arrangement.
In the present example, as will be seen from the
plan, the line passes three angles varying from 157°
to 169°, and, as will be seen from the section, over
inclines varying from 1 in 3 to 1 in 4.
INSTALLATIONS ON RUNNING-ROPE SYSTEM
121
Another feature is that the driving power is water,
which was found attainable at a point about half-way
between the terminals of the line.
The entire line was erected on the spot by native
workmen.
122 AERIAL OR WIRE ROPE-WAYS
Installation at a Cement Works in Brazil.
Fig. 102 shows in section a wire rope- way installation
^F 999 JLHoiST Hi/161
on the Carrington running or endless rope system put up
in connection with a cement works at Jundiahy, Brazil.
INSTALLATIONS ON RUNNING-ROPE SYSTEM 123
The extreme length of this line is 8,961 feet, or
about 17 mile, and it is capable of transporting some
100 tons of cement in bags per working day of ten
hours.
The line passes over extremely rough ground, and
changes its direction in two places. At a number of
parts the incline is 1 in 3*5, and there are spans of
500 feet.
The bags of cement are carried in water-tight cases
made of galvanised iron, and so constructed as to
turn over on the release of a catch. The necessary
motive power to work the line is provided in this
instance by a 14 horse-power engine of the semi-
portable type.
This line affords an excellent example, as will be
seen from an examination of the section, of the
maximum spans and severe inclines which can be
satisfactorily worked with wire rope -ways on this
system.
Installation at a Barytes Mine in Cumberland.
Fig. 103 is a sectional view illustrating a short wire
rope-way erected at a barytes mine in Cumberland
for the purpose of conveying the mineral from the
mine, which is located on the flank of a hill, to the
mill and dressing floors, which are situated at its foot,
at which latter point water-power is available.
The total length of the line is 984 feet, and the
difference of level between the mill and the mine is
556 feet, the average incline being 1 in 5.
The water wheel which provides the power for
driving the mill also serves for supplying that
necessary for working the rope-way, all the power,
however, that is required for the latter purpose being
a sufficient amount to act as a means of governing the
124
AERIAL OR WIRE ROPE-WAYS
speed and controlling it, as the loaded carriers run
down by gravity. The situation of the line and the
character of the incline over which it is worked are
shown approximately in the illustration.
The carrying capacity of this wire rope- way is 1 00
tons per day.
INSTALLATIONS ON RUNNING-ROPE SYSTEM 125
Installation at a Print Works in Lancashire.
Fig. 104 is a sectional view showing an installation,
on the Carrington running or endless rope system, at a
print works in Lancashire. The construction of the box
carriers for the textile goods, wrhich usually hold about
120 Ibs. each, has been already shown in Fig. 51.*
A number of lines of the above description have
been running successfully for a great many years at
print w^orks in various parts of the country.
The following are some further examples of
installations, on the same running or endless rope
system as the preceding, that have been erected at
manure, chemical, linoleum, and other works.
Installation at an Artificial Manure Works
near London.
Fig. 105 is a sectional view showing an installation
of wire rope-way on the running or endless rope
system, erected at an artificial manure works.
The illustrations in both this and the following ex-
amples, although only diagrammatical, are sufficiently
explanatory to show the general arrangement of the
lines, the constructional details being, as already
mentioned, similar to those already given.
Installation at a Chemical Works in
Northumberland.
Fig. 106 is a sectional diagram showing the disposi-
tion of a wire rope-way on the running-rope system
about 1,500 feet in length, erected at a chemical works
in Newcastle-on-Tyrie, Northumberland.
This line, as will be seen from the illustration,
passes throughout its course over buildings, dwelling-
* See p. 60.
26
AERIAL OR WIRE ROPE-WAYS
houses, and yards full of workmen. It starts from a
point near the centre of the works, close to the spot
-s a
.2 £
S g
,3 ^
at which the refuse or waste material is produced
which it is desired to remove by means of the rope-
way. The line first rises at an incline of about 1 in
INSTALLATIONS ON RUNNING-ROPE SYSTEM 12?
10 over intervening sheds, passes close over the
buildings containing the coopers' workshops, and then
descends until it reaches the terminus on the bank
of the River Tyne, where a staging about 30 feet in
height is provided on the quay side, from which the
refuse material or waste product can be emptied into
barges lying in the river.
The engine for supplying the motive power is
placed upon the above-mentioned staging.
The carrier buckets or receptacles for the refuse or
waste product contain about 3^ cwt. each, and the
carrying capacity of the line is about 120 tons per
working day.
This wire rope -way was run, transporting the
above amount of material daily, for about eight years,
when the works were closed.
Installation at a Mill in Yorkshire.
Fig. 107 is a similar viewT to the last, showing an
installation on the running-rope system at a mill in
Huddersfield, Yorkshire.
This wire rope -way, which is about 900 feet in
length, is used for the purpose of transporting coal
from a coal mine belonging to the company to their
boiler house, where four large boilers are supplied.
The coal is conveyed in carrier buckets, which
contain 1 cwt. each, and which are filled from a shoot
at the colliery. On reaching the boiler house the
loaded carriers pass from the rope on to a shunt rail
suspended from the roof, along which rail they run
over the hoppers of the mechanical stokers, one of
which is fitted to each boiler. These hoppers are
adapted to contain 2 tons each, which amount is a
supply sufficient for half a day's consumption of each
128 AERIAL OR WIRE ROPE-WAYS
of the boilers, and one hour's running of the rope-way
is required to effect the filling of the above.
The driving gear for operating the rope-way is
located against the wall of the boiler house, 2 horse-
power being required to work the line when fully
loaded.
The cost of carriage, including renewals and labour,
has been found to be about twopence per ton trans-
ported.
Installation at a Linoleum Works in
Middlesex.
Fig. 108 is also a similar view to the preceding,
showing a short wire rope-way on the running-rope
system of about 600 feet in length, erected at a
linoleum works near Staines, Middlesex, where it is
used for the conveyance of coal from the railway siding
up to the upper floor of one of the workshops, from
which it is shot into the adjacent boiler houses.
During its course this line passes over a river and
many of the workshops and roofs. The incline is
about 1 in 5, and the coal is carried in loads of lj cwt.
Motive power is in this instance water, and is
supplied by means of a turbine which also serves for
driving other machinery.
Installations on Sugar Plantations.
The usual arrangement adopted on sugar-cane
plantations in Demerara, Jamaica, Mauritius, Mar-
tinique, St Kitts, Guatemala, Australia, &c., will be
readily understood from the arrangements diagram -
matically illustrated in Figs. 109, 110, 111, 112, and
113 in plans and elevations.
These lines are usually driven by power, that of the
cane mill being generally utilised, but in some cases
INSTALLATIONS ON RUNNING-ROPE SYSTEM 129
they are run by gravity. The canes are deposited
from the carriers, a description and illustration of
which has been previously given,* at the mill, and
IP
1
II
loading can be effected at any point on the line by
means of the travelling shunt shown in elevation
and plan in Fig. 109.
* See p. 61
9
130
AERIAL OR WIRE ROPE-WAYS
The plan view, Fig. 112, shows an arrangement
in which several wire rope -ways driven from the same
point are arranged to discharge on the same cane carrier,
and is one extensively adopted in the Mauritius.
Fig. 113 shows a portion of a line and of a simple
form of post or standard for an endless running rope-
way for carrying sugar cane, in side and end elevation.
A large number of installations of these wire rope-
ways for the carriage of sugar cane are at work in the
island of Mauritius alone, the lines varying in length
from 1 mile to 4 miles, and
transporting from 100 to
200 tons of sugar cane per
working day.
A great advantage
which this system of car-
riage by wire rope -ways
affords is, that the canes
are delivered in a continu-
ous stream direct on to the
cane carriers, and in quan-
tities that are at no time
FIG. 112.— installation on a Sugar large enough to demand
Plantation: Junction of Three T. , .-, ,. . P -,.
Lines redistribution in feeding the
mill, the small individual
loads of about 2 cwt. of canes each following one
another in rapid succession, so that the quantity
delivered can be easily regulated to a nicety by the
man engaged in discharging the carriers.
Further advantages derivable from the system
are : That canes can be brought from different parts
of an estate by one or more wire rope-ways, thereby
admitting of readily mixing different lots of canes
previous to crushing in the mill. The canes can be
transported over other growing or unripe canes, as
INSTALLATIONS ON RUNNING ROPE SYSTEM
well as across any rivers or canals or other obstruc-
tions lying in the route. The earth is not in any way
beaten down as is the case through
the treading of mules, horses, or oxen,
and the passage of carts, when cart-
ing is resorted to, or even with the
use of portable ground tramways, or
railways, and canes can be brought,
moreover, from estates lying on high
ground which are inaccessible to ordi-
nary roads, thereby rendering valuable
land which would otherwise be practi-
cally useless. Cane can be carried
more cheaply than by carting, one
man being sufficient to discharge up
to 150 tons of cane per ten hours, and
besides those loading the cane carriers
or hangers one man only is required
at the despatching terminus.
In many cases it is found to be
convenient to employ a combination
of cartage with wire rope-way trans-
port, the canes being brought to
certain points along the line by the
carts, at which points they are loaded
and forwarded to the mill on the
wire rope -way.
Installation at the Custom
House in Mauritius.
A wire rope- way on the endless
or running-rope system : of 3,000
feet in length, the longest span being one of 600 feet,
is at work at Port Louis in ihe island of Mauritius
132 AERIAL OR WIRE ROPE-WAYS
for the carriage of bags of sugar and puncheons of
rum to the Custom House.
Loads up to 600 Ibs. in weight are transported on
this line.
Installation on a Beetroot Farm in Holland.
On large beetroot farms wire rope-ways are
extensively used for carrying off the crops and
delivering them to points from which they can be
despatched either by rail or ship to the sugar factories.
A good example of an installation of this descrip-
tion is to be found in one designed for the Netherlands
Land Enclosure Company for carrying the crops, and
for the conveyance of other materials on their estate
at Fort Bath, which consists of land that has been
reclaimed from the sea.
This line is about 1 mile in length, and has a
carrying capacity of 50 tons daily, the produce being
conveyed in baskets containing about 100 Ibs. each.
The power is supplied by a 6 horse-power portable
engine.
The line is so constructed that it can be taken
down and put up again in a fresh place in one day,
by the aid of twenty men, provided the distance to
cart the materials composing the rope-way does not
exceed 5 miles.
CHAPTER V
EXAMPLES OF INSTALLATIONS OF WIRE ROPE-WAYS ON THE FIXED
CARRYING-ROPE SYSTEM AT : SUGAR PLANTATION IN AUSTRALIA
— CHALK PITS IN FRANCE — MINES IN SPAIN — FURNACES IN
BELGIUM — SAW MILLS IN SCOTLAND — BLAST FURNACES IN
HUNGARY — CEMENT WORKS IN FRANCE— LEAD MINES IN
FRANCE — GAS WORKS, LONDON — SAW MILLS IN ITALY —
ITALIAN ALPS — FORTIFICATIONS, GIBRALTAR — WATER WORKS,
CAPE TOWN — PIER IN SOUTH AFRICA — SUGAR FACTORY, HONG
KONG — MINE IN JAPAN— TELPHER SYSTEM IN SOMERSETSHIRE
AND SUSSEX — TELPHER SYSTEM IN AMERICA.
Installation on Sugar Plantation in Australia.
FIG. 114 is a view from the loading station of a
wire rope-way on the fixed-rope system, worked by
gravity, on a sugar plantation in Australia. The line
consists of a single span 5,016 feet long wTith a 540 feet
drop to cane punts in the river below, the capacity
being 5 tons of sugar cane per hour, the individual
loads being 2 cwt.
o
Wire rope-ways of this type operated by gravity,
and where the loaded carriers are suspended from trucks
or runners and are allowed to run down at a high speed
on a fixed rope, are known as shoots ; they are appli-
cable with advantage wherever the nature of the
ground admits of this method of working. The loads
may be from 1 cwt. to 4 cwt., and spans up to 7,000
feet can be worked without intermediate support. The
loads being suspended from runners which are allowed
to run down the carrying rope uncontrolled, some
arrangement is provided for breaking the shock of the
133
134
AERIAL OR WIRE ROPE-WAYS
arriving load. The speed of the runners as they
approach the lower terminal, can be regulated by
adjusting the sag ot the carrying rope, and the
breaking or cushioning of the shock may be effected
INSTALLATIONS ON FIXED-ROPE SYSTEM 135
by a crude arrangement of a heap of brushwood or
other suitable material at the lower terminal, or a
more complicated arrangement of buffer may be
provided. In the above installation a buffer for
breaking the blow of the arriving bundles of canes
and a curved shunt for conveying them over a
punt in the river are provided.
Installation at Chalk Pits in France.
A simple system of aerial transport by wire ropes
on the fixed carrying-rope system is described by
A. Hauet,* which is said to have been in use for about
thirty years at the chalk pits near Paris for conveying
the chalk for short distances of from 500 to 820 feet
in length.
Two carrier wire ropes, f inch in diameter each,
are arranged parallel to each other, and act as ways
or lines, the one for the ascent, and the other for the
descent. These ropes are suitably secured to any
available support at one terminus, and are placed
under tension at the other terminus by the aid of a
large T -headed bolt, passed through a block of timber
held by an anchor carriage, constructed of angle-iron
and of wrought-iron plate, and heavily loaded.
The load is suspended from each of the carrier
ropes or cables by means of a truck or traveller
having a frame of triangular form, in which are
mounted two 8 -inch grooved pulleys adapted to run
upon the rope, a suspension hook being provided for
the attachment of the carrier receptacle.
An endless wire rope of f inch to |- inch in
diameter, according to the load to be dealt with,
* See Revue Generate des Chemins de fer, October 1888, p. 227,
for further particulars,
136 AERIAL OR WIRE ROPE-WAYS
and running on grooved pulleys of 4 feet diameter
mounted at the ends of the line, is connected to this
apparatus through a short length of chain. The
carrier receptacles or buckets provided for con-
veying the materials have a capacity of from 3|- to
5 cubic feet.
The loaded carriers descend by gravitation, carrying
with them the endless hauling rope which draws up
the empty buckets. A friction wooden brake block,
or when the gradient exceeds 15 per cent., a steel
brake, serves to arrest the motion when the carriers
arrive at their destination.
Inclines of from 30 to 40 per cent., it is stated, are
easily successfully worked on this plan.
Installation at Mines in Spain.
A wire rope- way erected between Garrucha and
Serena de Bedar in Almeria, south-east of Spain, on
the Bleichert-Otto system of fixed carrying rope, was
at the time of construction the most important installa-
tion of this particular description in existence, and is
even now one of great interest. This wire rope-way
was constructed for transporting iron ore from the
mines at Serena de Bedar to the Mediterranean coast
at Garrucha, the total length being 9^ miles.
The line is divided into four sections, the first two
of which are 1'40 and 3 '2 9 miles long respectively, and
are worked by means of an engine of 30 horse-power ;
the two second sections are 3*29 and 2*8 miles long
respectively, and are driven by an engine of 70 horse-
power.
The carrying ropes are firmly anchored at the
terminal stations to large blocks of masonry, and are
maintained taut by means of tension weights provided
INSTALLATIONS ON FIXED-ROPE SYSTEM
137
at the angle stations, as shown in Figs. 115 and 116,
which represents the Puerto del Coronel power and
FIGS. 115 and 116. — Installation at Mines in Spain : Power and Angle
Station — Plan and Sectional Elevation.
angle station in plan and sectional elevation. The
arrangement of the shunt rails of this angle station,
together with the hauling engine, are shown in plan
138
AERIAL OR WIRE ROPE-WAYS
and elevation in these figures and in the sectional views,
Figs. 117 and 118.
In operation on the arrival of the carrier buckets
at an angle station they are automatically disengaged
from the hauling rope, switched on to the shunt rails,
and run round by hand to the carrying rope on the
FIGS. 117 and 118. — Installation at Mines in Spain : Power and Angle
Station— Sections.
next section of the line, where they are again attached
to the hauling rope and despatched in a new direc-
tion.
The driving is effected by belt gearing which
transmits the power to two large grooved pulleys
7 feet 3 inches in diameter, lined with leather, around
which the hauling rope is coiled several times. Tension
INSTALLATIONS ON FIXED-ROPE SYSTEM 139
weights and pulleys similar to those employed for the
carrying ropes are used for keeping the hauling rope
taut.
The loading station is at Serena, which is situated
at an altitude of 905 feet 'above the sea-level, and after
leaving this station the line crosses a number of deep
valleys, one of which is over half a mile wide and 328
feet in depth, and it traverses mountain ridges, the
highest of which is 1,174 feet above the sea-level, to
the village of Pendar de Bedar, where, at an elevation
of 951 feet above the sea-level, the first power station
is located.
From the latter place the line deflects to the right,
and again passes over several valleys and ridges, with
a gradual descent to an angle station 370 feet above
the sea-level. It then bears to the left, extending
over a more or less hilly country to the second power
station near Puerto del Coronel.
From the second power station the line turns to
the right, and descends at an easy gradient to the
unloading station on the coast, which is located near
the town of Garrucha.
The longest span of the line is that near the Villa
Reforma, which is 918 feet in width, with a sag of the
rope of 65 feet, and on which six loaded and six empty
carriers are supported at a time. The next longest
spans of the line range from 328 to 750 feet; the
average distance between the supports, however, is
only about 130 feet.
The steepest gradient, taking into account the sag
of the rope, is 1 in 2j, and the tallest standard is 118
feet in height.
The carrying rope for the loaded side is ly5^ inch
in diameter, and that for the unloaded side 1 inch in
diameter. The hauling rope is f inch in diameter, and
140
AERIAL OR WIRE ROPE-WAYS
is provided at proper intervals with star knots* to
engage with pawl grips, f
The posts or standards employed are of the type
which has been previously illustrated. J Fig. 119 is a
perspective view of a portion of the rope -way showing
the arrangement of the line and the carriers coming
and going.
Storage bins of an aggregate capacity of 800 tons
are provided at the loading station, from which bins the
ore is spouted into the carrier buckets or receptacles.
FIG. 119. — Installation at Mines in Spain : Portion of Line.
The unloading station at the coast is 150 feet in
length, by 50 feet in width, and is elevated 32 feet
above the ground level. It has a storage capacity of
from 18,000 to 20,000 tons, so that from four to six
vessels can be loaded at a time.
At the various stations sidings are arranged for
* For a description and illustration of these knots, see p. 46.
f For a description and illustration of these pawl grips, see
pp. 50-53.
J See pp. 14, 15, Figs. 1 and 2.
INSTALLATIONS ON FIXED-ROPE SYSTEM 141
stocking empty carriers from the different sections of
the line.
The stations are all connected together by tele-
phone, and a system of electric signalling is used.
The engine and boiler houses are solidly built, and are
large enough to be used as repairing shops.
The guaranteed capacity of this line is 400 tons
per working day of ten hours. With, however, a
travelling rate of 300 feet per minute, or about 3j
miles an hour, and with two carriers having buckets
of 7 cwt. capacity each arriving per minute, or say
1,200 buckets per day of ten hours, the actual quantity
carried by this line in a working day of ten hours would
be 420 tons, making its capacity 4,095 ton-miles.
Owing to a large demand for Bedar ore, the line has
been worked in two shifts of eight hours, and no less than
900 tons per day have been transported to the coast.
The complete cost of the line is said to have been
£26,000, and it was surveyed, constructed, and ready
for work within ten months, the constructor of the
line, J. Pohlig, of Cologne, contracting to work and
keep the rope -way in repair for a number of years at
the rate of 1 shilling and 2*5 pence per ton of material
carried, this price to cover all the costs of labour,
maintenance, and repairs.*
Installation at Furnaces in Belgium.
A very full description of an installation of the
Beer arrangement of wire rope-way on the fixed
carrying-rope principle, at the Seraing furnaces of the
* E. H. Da vies' " Machinery for Metalliferous Mines " (London :
Crosby Lock wood & Son), where (at p. 514) Mr Da vies acknow-
ledges his indebtedness to Commans & Co., of London, the English
representatives of the makers, for some of the information supplied.
See also British Patent, Otto, No. 7,507, 1887.
142 AERIAL OR WIRE ROPE-WAYS
Esperance-Longdoz Company, is given in the Revue
Universelle des Mines,* from which the following
particulars are abridged.
The starting point of the line is situated 1 1 feet 6
inches above the ground level, and the point of delivery
is at a height of 160 feet above the starting point.
The carrying rope for the loaded carriers is 1^ inch
in diameter, and is composed of nineteen wires, each
wire J inch in diameter, and arranged one in the centre,
six intermediate, and twelve on the exterior. The
weight of this rope is 2 If Ibs. per fathom, and its
theoretical breaking strain 37 tons, the actual breaking
strain being, however, appreciably less. It is strained
and kept taut in use by a counterpoise of 5 tons 18
cwt.
The carrying rope for the empty carriers is 1 sV inch
in diameter, and is also composed of nineteen similarly
arranged wires to those of the above rope, but each of
which wires is only A inch full in diameter. This rope
weighs but 12J Ibs. per fathom, and its theoretical
breaking strain is 23 tons. The counterpoise for
straining the empty line is 3 tons 18 cwt.
The hauling rope is TF inch in diameter, and is
composed of a hemp core surrounded by six strands
each composed of twelve wires of iV inch in diameter.
It weighs 4^- Ibs. per fathom, and has a theoretical
breaking strain of 14 tons 18 cwt. The counterpoise
for keeping the hauling rope taut weighs 1 ton 19 cwt.
The joints of the carrying ropes are made in two
ways. The one by inserting each end into a slightly
conical sleeve, somewhat separating the wires, and
brazing them to the sleeve with a special solder. The
* "On the Beer System of Wire Rope-Ways,'; by Charles
liaoult, Engineer to the Beer Engineering and Foundry Company,
Revue, Universelle des Mines, 3rd series, vol. iii., 1888, p. 49.
INSTALLATIONS ON FIXED-ROPE SYSTEM 143
larger or adjacent ends of each pair of these sleeves
are tapped with a right and left handed thread re-
spectively, and they are coupled together by means of
a right and left handed screw-threaded plug.
The other method consists of separating and wedg-
ing the wires into the sleeve instead of soldering.
This wedging is effected first by three curved wedges
forming conjointly a feather-edged tube or ferrule
between the outer and intermediate layers of wires,
and next by a smaller solid conical ferrule between
the intermediate layer and the central wire, which last
wedge piece is screwed at the end and secured by a
nut.
A series of tests to which this latter coupling was
subjected showed that, although a load of 30*1 tons
ruptured all the wires, none of them were drawn out
of the sleeve, but all were broken externally, and the
joints themselves remained uninjured.
The hauling rope is endless, the two extremities
being spliced together, and, in the case of lines where
the gradients are slight, the carrier skips or buckets
may be attached to it at any point by a simple friction
clip easily engaged and disengaged. In the installation
under consideration, however, where the gradients are
of some severity, carrier collars or knots are fixed on
the hauling rope to engage with locking grips on the
carrier frames or hangers, which grips are automati-
cally released by coming in contact with a fixed tripper
bar or rail at each end of their travel. The carrier
collars employed are formed in halves dovetailed
together so that they can be slipped on anywhere on
the hauling rope, and secured with a small rivet with
countersunk heads, by which it is claimed to avoid
the injurious effect of solder on the rope, and the
necessity of cutting and splicing the latter at each
144 AERIAL OR WIRE ROPE- WAYS
point where a collar has to be fixed, as is necessary
when solid thimbles or carrier collars are used.
These carrier collars are 1 J inches in external diameter,
and If inches in length, and they are fixed on the
rope at intervals of 228 feet apart, and when loaded
with a weight of 2 tons, and tested by repeated blows
of a hammer, no sensible displacement of one of the
carrier collars was found to have been effected.
It has been found in practical working desirable to
change the position of the carrier collars from time to
time so as to equalise the wear on the rope.
The hauling rope is driven by a 9 horse-power
vertical engine placed under the platform at the
loading or starting station. The crank shaft carries a
pinion 8 inches in diameter, and making 120 revolu-
tions per minute, which pinion meshes with a spur
wheel 7 feet 6 inches in diameter, keyed on the
driving drum shaft, and the driving drum or pulley
has two grooves lagged with wood. The hauling rope
is passed twice round the driving drum or pulley, and
once round a single grooved idle pulley placed above
the latter in the same vertical plane, and it is then led
away horizontally over two guide pulleys. The return
pulley at the discharging station is movably mounted
and weighted to keep the rope taut, the counterbalance
being, as before mentioned, 1 ton 19 cwt.
At each station a fixed rail is provided on to which
the carriers can be shunted, so as to be passed, in the
one case, round the return pulley, and in the other
round the receiving hopper, for charging. Movable
switches are also provided at the starting station to
admit of the carriers being removed for repairs, &c.
The travelling speed of the carriers is about 2^
miles per hour.
A fact which has been specially noticed during the
INSTALLATIONS ON FIXED-ROPE SYSTEM 145
working of this line is that the hauling rope constantly
revolves on its own axis, and always in the same
direction.
The discharging station consists of a platform 66
feet high, carried on a light but very substantial
framing steadied by guy ropes.
Three intermediate supports or standards are pro-
vided, which consist of wrought-iron lattice posts
bolted to masonry foundations, the highest being 72
feet. Each standard is provided with two crossbars
for supporting the carrying and hauling ropes, which
are placed one above the other in the same vertical
plane. The hauling rope is simply carried on grooved
pulleys, but the plan adopted for supporting the
carrying ropes is a more complicated arrangement,
as by reason of the variations of temperature, and
of changes in the positions of the loaded carriers,
they are found to have an endwise movement to
and fro of 10 inches or more. If the creeping move-
ment of the two carrying ropes be in the same
direction, it is found to tend to overturn the support-
ing posts or standards, and if in opposite directions,
to twist them.
When the carrying ropes are arranged to merely
slide on their supports, they soon become set fast, no
matter how well they may be kept greased ; if they
are carried on simple pulleys, they soon show signs
of wear from want of sufficiently extended bearing
surfaces ; if mounted on blocks or carriages carried
on small wheels, the blocks or carriages are found
to work themselves to the one or other end of their
track or path, and to stick there. To overcome
these objections the carrying ropes are, in the Beer
system, supported on properly formed blocks mounted
on pendulum rods having free endwise motion, but
10
146 AERIAL OR WIRE ROPE-WAYS
prevented from oscillating sideways by quadrant-
shaped guides.
During work a quarter turn over is given to the
carrying ropes from time to time, so that all sides of
the ropes may be equally worn.
The working staff on this line consists of five
persons — an engine and machinery attendant, a filler,
and a hooker-on at the starting point, a boy to tip the
carrier buckets or skips, and a hooker-on at the
delivery point.
The capacity of the line is 130 tons of material
transported to a distance of 900 feet per working day
of ten hours.
The installation is stated to effect a saving of 66
o
per cent, as compared with the system previously
employed.
Installation at a Saw Mills in Scotland.
A wire rope-way on the Carrington double fixed
carrying-rope system, in which one carrier on each
rope is arranged to travel in an opposite direction, and
is controlled by an endless hauling rope, is illustrated
in Figs. 120 and 121. The line, designed and con-
structed by Bullivant & Co. Ltd., is used for carry-
ing lengths of sawn timber from a saw mills situated
in Farley Forest, Beauly, N.B., to a siding on the
Highland Railway. Fig. 120 is a view along the line,
the standard in the foreground showing very clearly
the method of construction adopted. Fig. 121 is a
view of the upper terminal at the saw mills, showing
one of the carriers loaded and about to start on its
journey to the discharging station.
The length of the line is 1 mile, and the upper
INSTALLATIONS ON FIXED-ROPE SYSTEM 147
or loading station is 540 feet above the discharging
station. The rope-way is operated principally by
gravity assisted by a small steam engine, and it has
a capacity of 40 tons per day, the weight of the
individual loads being 1 ton, and consisting of 9-feet
and 12-feet lengths of sawn timber.
148
AERIAL OR WIRE ROPE-WAYS
The terminals at the loading and discharging
stations are constructed mainly of sawn timber, the
standards — as will be seen from the illustration, Fig.
120 — being of the same material, and of the four-
legged pattern, and ladders at the sides are provided
for affording access to the upper parts.
INSTALLATIONS ON FIXED-ROPE SYSTEM 149
Installation at Blast Furnaces in Hungary.
An installation on the Obach fixed-rope system of
wire rope-way was constructed a number of years back
in connection with the blast furnaces at Vajdahunyad,
Hungary, which is known as the great Transylvanian
wire rope-way,* and was at the time of construction
about the largest example of this kind of traction in
existence.
Obach uses two fixed carrying ropes, and an endless
hauling rope passing over horizontal guide pulleys at
each end, one of which serves as a strainer, and the
other of which is driven by a steam or other motor.
The total length of the line in question is 100,203'21
feet, or nearly 10 miles, and the total fall 2,926'503
feet. The rope-way crosses sixty hill summits and
sixty-two valleys, twenty- eight of the spans varying
from 656-16 feet to 1,571 '52 feet in width, the line
being in the latter case 810'36 feet above the bottom
of the valley. Gradients of 1 in 1^ exist in many
places. The line is divided into numerous sections.
The carrier receptacles for the charcoal are of a
capacity of about 17f cubic feet, each carrying a load
of 540 Ibs., and they are coupled to the hauling rope
so that they can be detached automatically at a station,
and run on rails to the next section, and so on, the
carrier receptacles being empty on the return journey.
The carrier receptacles for the ore have a capacity
of 750 Ibs. each, and are provided with tipping gear,
enabling them to be unloaded by one man ; when
empty they return continuously by the opposite line.
* Oesterreichischen Zeitschrift fur Berg- und Huttenwesens, vol.
xxxii., 1884, p. 723 ; Annales des Mines, vol. ix., 1885, p. 185 ;
and Minutes of Proceedings of the Institution of Civil Engineers,
vol. Ixxx., pp. 380-382, and vol. Ixxxvi., pp. 415-417.
150 AERIAL OR WIRE ROPE-WAYS
The number of loaded carriers transported is one
hundred per hour, two-thirds of which bring ore and
one-third charcoal.
In the lower section of the line the gradients are
with the load, so that this portion of the line is self-
acting when fully loaded, requiring even the use of
brakes ; when, however, the down load is insufficient,
or return freight has to be carried, supplementary
steam power has to be employed.
The highest standard used on the line is 88*8 feet
in height, and is located at a point where a crossing
of 2,145*12 feet is divided into two spans of 1,0 8 2 *4
feet and 1,06272 feet. It consists of a double frame
with a saddle for supporting the carrying rope to
prevent injury from bending, and a system of rollers
for the hauling or driving rope to relieve the oblique
strain upon the carrier frame or hanger.
As a general rule the standards are constructed of
round timber, two types being employed, the one
for the heavier section of the ore line having double
posts with the line suspended from the cross-pieces
above, whilst the other for the lighter sections
has single posts with the line overhanging from
a T -piece. Wherever the standards exceed 49*21
feet in height, they are provided with diagonal wind
bracings.
The bearing or carrying ropes are supported upon
the standards in cast-iron shoes, having smooth
grooves where the pressure is light, and bearing
rollers where it is heavy. On slopes the latter are
placed on swinging bearings, so as to take the inclina-
tion of the line automatically.
The ropes used are of the best class of steel wire,
the carrying ropes being of JT inch in diameter, and
the hauling ropes of Jl inch in diameter, on the
INSTALLATIONS ON FIXED-ROPE SYSTEM 151
charcoal line, and of 1 inch diameter and £f inch
diameter respectively on the ore carrying line.
The apparatus for coupling the carriers to the
hauling rope grips the stops on the latter from above,
closing by a self-acting motion which is so contrived
that it cannot be released during the journey either by
accident or design, and will pass freely over the guide
rollers, thus admitting of very wide spans with rapid
changes of slope being traversed with only a mini-
mum amount of constructive difficulty in the way of
standards.
The cost of transport on the above line is given as
approximately averaging about Is. Ifd. and Is. 2^d.
per ton per mile for ironstone and charcoal respec-
tively, including a sufficient allowance for depreciation
and interest on capital. The cost of the complete
installation was £46,000.
Installations at a Cement Works in France.
A wire rope -way used for transporting from the
top of Mount Jalla, which rises above the town of
Grenoble, in France, the material for the manufacture
of the Porte de France cements, affords another
interesting example of this mode of transport.*
The line consists of a single span of 1,970 feet in
length, and the vertical distance is 1,017 feet.
Two fixed steel wire ropes or cables are provided,
both having diameters of 177, or about If inches.
One of these ropes is anchored in the rock at the top,
and kept stretched by being wound round a drum at
the bottom, and on this line a carrier adapted to
transport about a ton load of stone is run. The
* For full description of this installation see Le Genie Civil, vol.
vii., 1885, p. 369 ; and Annales des Fonts et Chaussees, 1877, p. 390.
152 AERIAL OR WIRE ROPE-WAYS
second rope or cable supports another carrier which
is connected to the first carrier by an endless cable of
0709 inch in diameter, passing round a brake pulley
at the summit, and round a second pulley at the base,
which latter is secured to a loaded frame running on
four wheels up and down an inclined plane, so as to
maintain the requisite tension of the cable constant,
and regulate the motion of the carriers. It will be
seen that by reason of this arrangement the descent
of the loaded carriers is utilised to draw up the empty
carriers.
The ascent of a carrier occupies about one and a
half minute, the whole operation, including loading
and emptying, being performed in the remarkably
short time of three minutes, the travelling speed
being about 20 feet per second, or nearly 14 miles an
hour. The carrier receptacles have a capacity of
about 32 cubic feet, the boxes being slung below
hangers or frames, each having two grooved pulleys
running upon one of the fixed ropes.
This wire rope-way was erected at a cost of £620,
and is capable of delivering a supply of from 120 to
150 tons of stone per day of twelve hours to the
cement works.
A second similar line, erected a year subsequently
to the above, supplies stone to the works from a lower
quarry, the latter being, however, only 1,000 feet in
length.
At the time of erection the single span of the first
rope or cable way, which it will be seen is one of
nearly 2,000 feet, was remarkable for its length, being
in fact supposed to have been the longest then in
existence, although at the present time ones of con-
siderably more than double that length can, as has
been already mentioned, be easily negotiated.
INSTALLATIONS ON FIXED-ROPE SYSTEM 153
Installation at Lead Mines in France.
An example of an installation* on the Carrington
double fixed-rope system, interesting on account of the
physical features of the ground to be crossed, is a line
erected at the Sentein lead mines near St Girons, in
the Pyrenees, France, the details of which are shown
in Figs. 122, 123, and 124.
FIGS. 122, 123, and 124. —Installation at a Lead Mine in France :
Details of Construction.
The inclines on this rope-way are five in number,
the lower terminal of one incline joining the upper
terminal of the next incline, and so on, suitable points
for these terminals being found at the ends or
sides of the spurs of the mountain near the line of
the wire rope -way.
The following are the lengths and inclinations of
o o
* See Minutes of Proceedings of the Institute of Civil Engineers,
vol. xlv., pp. 299-309.
154 AERIAL OR WIRE ROPE-WAYS
the sections : — No. 1, 813 feet in length, with a fall of
99 feet ; No. 2, 2,025 feet in length, with a fall of 690
feet; No. 3, 1,230 feet in length, with a fall of 270
feet; No. 4, 2,934 feet in length, with a fall of 1,290
feet; and No. 5, 1,530 feet in length, with a fall of
390 feet.
The No. 1 incline commences at the mouth of the
mine, and forms a junction with No. 2 incline at the
edge of a cliff about 300 feet high. No. 2 incline
crosses a span of 2,025 feet, and joins No. 3 incline at
an elevated point on the steep side of the mountain,
a small platform being cut out of the latter for that
purpose. No. 3 incline stretches across a deep ravine,
and effects a junction with No. 4 incline at the extreme
end of a spur of the mountain, a flat space being cut
off its pointed top, the sides shelving at an angle of
60° with the horizon. No. 4 incline spans a valley
2,934 feet across, and about 1,500 feet deep, and joins
No. 5 incline on the side of the mountain. No. 5
incline stretches thence down into the bottom of the
valley, terminating close to the cart road to the works.
These inclines are identical in principle, differing only
in length and gradient.
The lines consist of two crucible-steel fixed carrying
ropes of 7 5 tons breaking strain, anchored at the upper
end, and stretched across the space between the ter-
minals, the lower end being held by a pair of blocks
fitted with flexible steel-wire rope, by which the fixed
ropes are tightened. At each end they pass over a
massive masonry saddle, as shown in the vertical
sectional view, Fig. 124.
Fitting the tightening blocks with a long flexible
rope allows of their being slackened out enough to lie
on the ground for the purpose of repairs ; the strain
put on them is about 12 tons.
INSTALLATIONS ON FIXED-ROPE SYSTEM 155
The carrier receptacles for the ore are made of steel
plates ; they measure about 2 feet 9 inches long by 2
feet wide and 2 feet deep, and are intended to carry
from 14 to 15 cwt. each ; they are each hung on the
fixed carrying ropes by means of a curved frame or
hanger, fitting into a pair of plates carrying between
them two deeply-grooved steel wheels 15 inches in
diameter on the treads, which fit the fixed carrying
rope. These plates also carry a small safety wheel
located under the rope, which wheel is so placed as
normally not to touch it, but which will prevent the
larger grooved wheels being jerked off the carrying
rope.
The carrier receptacles are arranged to empty by
the bottoms, the latter falling on the turning of a
handle fixed to their sides. A carrier is placed on
each of the two parallel fixed carrying ropes, and the
two carriers are connected by a light wire rope of 7
tons breaking strain, of such a length that when one
carrier is at the upper end of one rope, the other will
be at the lower end of the second rope. For example,
if one carrier be charged with 14 cwt. of ore while
standing on the upper end of one of the fixed carrying
ropes, it will run down this rope by gravity, dragging
up the empty carrier on the second fixed carrying rope
by means of the light hauling or driving rope, the
speed being governed by a powerful brake located at
the end of the incline.
This brake gear, round which the hauling or driv-
ing rope is passed, consists of two vertical drums or
wheels, 5 feet in diameter, having grooved wooden
rims, placed 5 feet apart, each wheel being fitted with
a powerful brake. The hauling rope is passed over
the first of these vertical drums or wheels, next round
a wheel 5 feet in diameter, placed horizontally in front
156 AERIAL OR WIRE ROPE-WAYS
at the feet of the two vertical wheels, and then round
the second vertical drum or wheel. This plan is said
to produce an adhesion to the two vertical brake
drums or wheels equal to rather more than that
derived from two half turns on these wheels. A
second hauling rope of the same size connects the
carriers by passing round a horizontal drum at the
lower end of the incline, and the latter is arranged to
be drawn back by means of a screw, to regulate the
tension on both the hauling ropes.
Owing to the great elevation at which most of the
stations are situated, the work of erection was difficult
and expensive. The conveyance of the ropes up the
mountain was especially so ; the total weight was
about 30 tons, and the ropes had to be divided into
coils weighing 20 cwt. each, as it was found impossible
to take up a heavier weight by cart, and even then
in conveying these 20 cwt. or 1 ton coils to the upper
parts of the line five horses were required to each, and
only one coil per day could be delivered.
The transport of the machinery, carriers, &c., was
equally, if not more, difficult and expensive.
In building the masonry saddles, owing to the
frequent occurrence of frost at night, even during the
earlier part of the autumn, it was found to be impos-
sible to place reliance on the mortar used, and these
masonry saddles were therefore strengthened with
massive timber trestles, fixed round the stonework,
which assisted them in taking part of the vertical
strain. By arranging the junctions of the adjoining
sections the strain of one is made to balance to a
considerable extent that of the other, and by the
anchorage of the fixed ropes of each of these sections
to the same foundation beam, which was placed under
the saddles, and also strongly bolted down to the rock,
INSTALLATIONS ON FIXED-ROPE SYSTEM 157
the weight of the masonry is made to act to materially
increase their security.
The inclines joining one another at a horizontal
angle, and on very confined spaces of ground, rendered
it necessary to arrange for transferring the contents of
the carrier receptacles from one section to the next by
means of small tip waggons running on a short and
slightly inclined rail, between the point where the
loaded carrier stops to discharge, to that where the
empty carrier stands at the top of the adjoining section.
These waggons can easily be run with the assistance
of one man, who, when he has discharged the contents
of a waggon into the empty carrier, pushes it back into
its place, ready to receive the contents of the next
loaded carrier. A similar arrangement is, of course,
provided on both sides of each station.
Had it been possible to obtain better and more
spacious sites for the stations, the usual arrangement
of placing the anchorages so that one carrier could
tip its contents direct into the empty carrier on the
adjoining section would have been adopted, and the
lower ends of the fixed carrying ropes could then have
been anchored by means of weights.
The carriers are allowed to run by gravity at the
comparatively high speed of about 25 miles per hour,
and when the brakesmen have become accustomed to
their duties, it is found that they can regulate this
speed to a nicety, and bring the carriers to a stand-
still at the proper points with perfect smoothness and
accuracy.
The quantity of ore which can be transported by
these inclines depends, of course, on what can be got
over the longest section; and while, owing to the
exigencies of the route, it was necessary that the
sections should vary greatly in length, it was attempted
158 AERIAL OR WIRE ROPE-WAYS
to equalise their carrying capabilities by making the
longer sections steeper than the shorter ones, thus
enabling the carriers to be run on the former at a
higher speed, a plan which is found to be to some
extent successful.
In putting up a series of inclines, such as those
described, it is most advisable to equalise, as far as
possible, the carrying powers of each section.
The amount of ore which has been regularly
brought down by this system has been from 70 to 80
tons per day, but if sufficient mineral were provided,
100 tons per day could be transported. A trial with
the 2,025 feet (No. 2) section, before the men had
become thoroughly acquainted with its working,
proved that 12 tons per hour could be taken down.
The cost of carriage is about 2s. per ton, exclusive
of maintenance, which may be taken at Is. 2d. per ton,
or making a total cost of 3s. 2d. per ton.
The maintenance charge on this installation is
exceptionally heavy, owing to the very exposed situa-
tion, and to the fact that for two months of the
winter at least no work can be done, the plant mean-
while being exposed to the full deteriorating action of
the weather.
This wire rope-way admits of the transport of
mineral being carried on without stoppage while the
roads are buried in snow to a depth of several feet.
Thus the works can be supplied with ore for a much
longer portion of the year than would be possible by
any other means of transport.
Installation at a Gas Works in London.
An example of a short line of single fixed-wire
rope- way is shown in Fig. 125. This rope- way was
INSTALLATIONS ON FIXED-ROPE SYSTEM
159
erected some years ago at the Nine Elms Works of
the London Gaslight Company, and after working
successfully for some time it had to
be removed to make room for build-
ing operations. The rope -way was
used for the transportation of about
25 tons of coal per hour across a
dock, a distance of 450 feet between
the supports.
The load was taken up a nominal
incline of 1 in 19, and conveyed in a
carrier receptacle or bucket which
held about 17 cwt. The carrier was
drawn along the fixed carrying rope 111 [|!l!
by a small crucible -steel hauling rope
of 4j tons breaking strain driven by
an engine of 6 horse-power, at a speed
of 5 miles an hour, and the contents
were tipped into a hopper ; after
which the carrier was run back again
at a speed of 10 miles an hour, and
brought under a hopper from which
it was loaded.
The single carrying rope used was
one of crucible-steel wire, of 40 tons
breaking strain, which was stretched
across the dock. The upper end was
fixed to a timber framing, attached to
the retort house at about 45 feet from
the ground, the attachment being tied
back by another wire rope, exactly on
the same line as that over the dock,
the end of which was anchored to the
opposite wall of the house near the ground. The
lower end of the rope across the dock was held by a
160 AERIAL OR WIRE ROPE-WAYS
weight of 4 tons acting on the double purchase system,
which thus exerted a strain of about 8 tons, and the
strain on the rope being thus kept constant whether
a loaded carrier was running upon it or not.
The carrier receptacle was of iron, and was sus-
pended by means of a curved hanger or frame fitting
into a running head or traveller which rested on the
fixed carrying rope. This running head or traveller
was formed of two strong iron plates carrying between
them, one near each end, two deeply-grooved cast-iron
wheels, about 9 inches in diameter on the treads, and
made to fit the fixed carrying rope, and the edges of
their rims being turned true so as to also run on the
rail under the loading hopper. The wheels were
mounted on steel pins fitted between the wrought-
iron plates, through which latter, between the wheels,
the curved hanger or frame attached to the carrier
receptacle also passed. The bottom of the carrier
receptacle could be let fall by a simple arrangement
of lever and catch.
At the lower or loading end the carrier ran off the
rope on to a rail, where it stood with the receptacle
under the door of a hopper. When loaded it was
drawn across to the discharging end, hanging on the
fixed rope by means of the running head or traveller,
at a speed of 5 miles per hour, and as already men-
tioned up a nominal incline of 1 in 19, but which,
owing to the bend or sag in the rope, was often in
reality as much as 1 in 10. The hauling rope was
passed round a , horizontal drum mounted at the
upper end of the line in the wooden frame which
carried the attachment of the fixed- carrying rope,
and was put in motion by a simple arrangement of
driving gear consisting of a horizontal wTood-rimmed
drum driven by bevel gearing, so that it could be
INSTALLATIONS ON FIXED-ROPE SYSTEM l6l
moved at 5 miles per hour in the forward and at
10 miles per hour in the backward direction. This
driving drum had two parallel grooves, and by means
of a smaller drum placed at one side of it the hauling
rope was made to pass twice round certain portions
of its circumference, and thus increase its driving-
power, as well as admitting of taking up any small
amount of stretch in the hauling or driving rope.
The driving gear was mounted on a substantial wooden
frame, and alongside it was located the small engine
of 6 horse-power which provided the necessary motive
force. It was found in practice that 30 Ibs. of steam
(8 horse-power actual) drove the engine at the required
speed.
The labour employed when working full capacity
comprised one driver, one trimmer, and one man at
the discharging end.
The routine of working was conducted as follows :—
The carrier having arrived under the loading hopper,
the driver pulled up the door, and the receptacle or
bucket was filled, the trimmer levelling with a shovel
the coal as it fell. The driver then shutting the
hopper door, engaged the forward motion of the
driving gear, and the loaded carrier was drawn across
to the discharging hopper. The driver then put on
the brake and stopped the motion of the carrier, and
on receiving the signal from the man at the other end
that he had emptied the carrier receptacle or bucket
and replaced the bottom, put the backward gear in
motion so as to draw the empty carrier back to the
loading hopper at a speed of 10 miles an hour. In
regular working the whole of the operations described
occupied two minutes, so that thirty runs were made
per hour. Including filling and emptying, however,
it is said to have been found practicable to make
1 1
1 62 AERIAL OR WIRE ROPE-WAYS
thirty-five runs an hour, and even ten runs in fifteen
minutes.
The cost of labour was found to be 0*88 penny per
ton ; the renewal of ropes, wheels, and general main-
tenance 0*4 penny, of which the ropes absorbed 0'26
penny. In all, excepting fuel, the cost of loading,
transporting up 450 feet of an incline of 1 in 10 to 1
in 19, and discharging, was 1*28 penny per ton. The
prime cost of the machinery, ropes, and steam engine
was £340.
Installation at a Saw Mills in Italy.
Figs. 126 and 127 illustrate a double fixed wire
rope -way on Carrington's system erected at Santa
Maria di Capua, Monte Penna, Caserta, Italy. This
line is about 2 miles in length, with an average
incline of about 1 in 5. It is used to carry timber
and charcoal from a forest to the saw mills of the
company, and passes over a very mountainous country,
as will be seen from the sectional view.
The down or heavy load line is a steel wire rope
3f inches in circumference, or about 1*2 inch in
diameter, with a breaking strain of 42 tons. The
up or light load line is a steel rope 3 inches in circum-
ference, or about *96 inch in diameter, with a breaking
strain of 25 tons, and the hauling rope is a plough
steel rope Ij inches in circumference, or about
•48 inch in diameter, with a breaking strain of from
8 to 9 tons.
The section of the line shown in Fig. 126 is 8,562
feet in length, and in that distance the ropes are
supported at twelve points on posts or standards, the
unsupported spans varying in length from 93 feet to
2,229 feet. The posts or standards shown in side
INSTALLATIONS ON FIXED-ROPE SYSTEM 163
and front elevation in Fig. 127 are 23 feet in height,
a carrier being also shown to illustrate the mode of
support.
The fixed carrying ropes are kept at the required
tension by box weights suspended at the upper ter-
minus (Carignone) to a strong wooden framework,
164 AERIAL OR WIRE ROPE-WAYS
and at the lower terminus (Santa Maria) in wells or
pits especially excavated for the purpose.
The hauling rope passes over a horizontal drum
with brake gear attached, at the upper terminal
station, and round vertical driving and brake drum
gear, guide wheels, and a horizontal slide drum, &c.,
at the lower terminal station. The horizontal slide
dram regulates the tension of the hauling rope to the
required tractive force.
The line is driven at a speed of 4 miles per hour,
the motive power being derived from a turbine, and
it can be set in motion or stopped by the person in
charge of the Santa Maria terminal station, from
which communication is carried on with the Carignone
terminal by an electric bell telegraph.
The loaded carriers are placed on the line 1,425
feet apart, at which distance rings are spliced into the
hauling rope, through which rings shackles are passed
to connect them to ear-pieces on the carrier heads.
There are six carriers on the down line, and six on the
up line, one of which on each line is arranged to arrive
at the stations simultaneously. On arrival they are
disconnected, and the hauling rope is moved on until
the rings are in position to attach on the opposite
side. Here another carrier is connected, and the line
is again set in motion.
The carriers and slings for the timber weigh 5
cwt. each, and the loads vary from 6 cwt. to 25 cwt.,
according to the size of the logs of timber, &c., the
usual loads, however, being about 12 cwt. each, single
logs of 25 cwt. being only occasionally brought down.
All necessaries for the workmen in the forest are sent
up on the light load line in weights up to 1 J cwt.
This rope-way is constructed in a very substantial
manner,"and most of the timber for the stations, posts,
INSTALLATIONS ON FIXED-ROPE SYSTEM
I65
FIG. 128. — Installation in the 'Italian Alps : Lower Terminal and
View of Line.
&c., have been injected with a solution of sulphate of
copper to retard decay.
1 66 AERIAL OR WIRE ROPE- WAYS
The total cost of the line was £4,000, including the
construction of a short inclined railway at the Santa
Maria terminal, telegraph, terminal arrangements, &c.
It is capable of conveying eight loads per hour, or
per day of ten hours as many as two hundred logs of
timber, 10 feet long by 15 inches in diameter, or 320
sacks holding 25 tons of charcoal.
The cost of working the line is about £4 a day,
nearly 50 per cent, of which sum is absorbed for wear
and tear of the ropes and machinery.
The following are figures showing two years' work-
ing of this wire rope-way : —
1887. 1888.
Total number of loads carried 11,545 8,959
Number of logs carried • 11,127 10,206
Number of sacks of charcoal- 22,659 18,589
Wages of tramway staff per load - Lira* 0'70 Lira 1*38
Stores, new ropes, repairs, &c.,
per load 0'30
Average number of loads per work-
ing hour 8-6 5-0
Note. — The 1888 working season, owing to bad weather, only
began in May and finished in November, a period of only six
months' duration.
Installation in the Italian Alps.
A wire rope- way on Carrington's fixed-rope system,
constructed by Bullivant & Co. Ltd., and erected in
the Italian Alps at Pinerolo, Piedmont, is illustrated
in Fig. 128, which shows the lower terminal and the
line extending away to the upper terminal in the far
distance on the mountain side. In this type of line
(a general description of which has been previously
given) it will be remembered that two parallel fixed
* Lira equals 9|d.
INSTALLATIONS ON FIXED-ROPE SYSTEM
I67
carrying ropes are used, and a carrier is mounted on
each rope, which carriers are so connected that when
one of them is descending one rope the other one will
be ascending the other rope, and vice versd.
The view illustrating this installation is a repro-
duction from a photograph of the line taken when at
work.
Installation at Fortifications, Gibraltar.
Fig. 129 is a section, showing an interesting
example of wire rope-way for both passengers and
TOTAL LENGTH 1,880 feet.
FIG. 129. — Installation at Fortifications, Gibraltar : Section.
goods working up a very steep incline, constructed at
Gibraltar for the War Office by Bullivant & Co. Ltd.
The line, which is of a similar type to that which has
been just described, is used for the transport of stores
and goods of all kinds to various stations situated at
different levels on the rock, and also for the con-
veyance of workmen.
The length of the line on the incline is 2,200 feet,
on the level 1,880 feet, the vertical height is 1,240 feet,
the average incline is 1 in 1*6, and the longest span is
one of 1,100 feet.
168 AERIAL OR WIRE ROPE-WAYS
The loads carried on this wire rope-way are of
10 cwt. or more, and the arrangement is such that
one load travels up the incline whilst the corresponding
load travels down.
Installation at Water Works, Cape Town.
Fig. 130 shows a section of another installation, a
portion of which is also on a very steep incline. This
rope- way is on the Carrington single fixed-rope system,
and it was constructed up the Table Mountain near
Cape Town by Bullivant & Co. Ltd., for the corpora-
<C|
TOTAL LENGTH 5S80 ft.
FIG. 130. — Installation at Water Works in South Africa : Section.
tion of that city, and used for the purpose of carrying
the materials and machinery required for the con-
struction of their new reservoirs, which are situated
on the mountain at a height of 2,168 feet above the
city. The nature of the country to be passed over
opposed great difficulties to the successful erection
of a wire rope-way, which difficulties cannot be fully
realised from the section.
The line, as already mentioned, is on Carrington's
single fixed-rope principle, which has been already
generally described in a previous chapter. The single
carrier is run on the carrying rope at a speed of about
8 miles an hour by the endless hauling rope, which is
INSTALLATIONS ON FIXED-ROPE SYSTEM 169
attached to it, and which passes round suitable gears
at each terminal.
The motive power, consisting of a steam engine,
the driving gear, and a powerful brake arrangement,
are located at the lower terminal or starting point.
Tightening or straining gear is provided at the upper
terminal.
The length of the line on the level is 5,280 feet, or
exactly 1 mile, and the average incline is 1 in 2*5 ;
the two longest spans are one of 1,470 feet and one of
1,380 feet.
Loads of 15 cwt. and upwards can be transported
with safety on a line of this description.
Installation as a Pier in South Africa.*
In Fig. 131 is illustrated the sea-staging, with a
portion of the rope and the carrier in view thereon,
of an installation of wire rope -way, also constructed
on the same principle as that at Cape Town, which
has just been described.
This wire rope-way, as well as the previous one, and
the other installations mentioned on the Carrington
system, were constructed and erected by Messrs
Bullivant & Co. Ltd. The line is for the purpose
of conveying materials from ships lying alongside the
staging, to the shore, in a locality in South Africa
where the surf is of such a character as not to admit
of vessels lying closer to land. The crane for lifting
the materials out of the vessels is worked by the
motion of the endless hauling rope.
The illustration is a reproduction of a photograph
showing the line in actual work.
* For description and illustration of wire rope-ways on the
running or endless rope system, arranged as piers, see pp. 116-118.
AERIAL OR WIRE ROPE-WAYS
Si
I
X
INSTALLATIONS ON FIXED-ROPE SYSTEM I/ 1
Installation for Passenger Traffic at Sugar
Factory in Hong Kong.
Fig. 132 is a sectional view, showing a passenger
wire rope-way constructed at Hong Kong for con-
veying the workmen employed at a large sugar usine
or factory to and from their quarters in the mountains.
The length of the line on the level is 6,300 feet, or
about IT mile, and the vertical height is 1,090 feet.
TOTAL LENGTH 6,30O feet.
FIG. 132. — Installation at a Sugar Factory in Hong Kong : Section.
The carrier or vehicle is adapted to accommodate
six men, and when fully loaded it has a gross weight
of about 1 ton.
Installation at a Mine in Japan.
Fig. 133 is a section showing another example of
a fixed wire rope-way working up a steep incline. The
line in question, which is located in Japan, serves to
transport minerals from a mine or quarry situated at a
high elevation to a railway running along the foot of
the mountain.
The length of the rope-way is 5,004 feet, the
vertical height is 2,490 feet, the average incline is
1 in 2, and the steepest incline is one of 1 in 1-5.
By reason of the sudden change of the incline at
an intermediate point, the section presented special
obstacles to surmount, and this application represents
as difficult a one as could be well met with.
1/2 AERIAL OR WIRE ROPE-WAYS
The carrier receptacles or buckets for conveying
the minerals contain about 4 cwt. each, and are all
TOTAL HEIGHT %4<90ft.
fitted with automatic clips or grips which are arranged
to grip the hauling rope at any point, and release
themselves automatically on striking against a wipeA
INSTALLATIONS ON TELPHER SYSTEM
173
or plate fixed in a suitable position at each of the
terminals.
A specially designed power absorber deals with
the greater proportion of the vast amount of power
developed by the descent of the comparatively large
loads on such a steep incline, thus rendering it practi-
cable to control the line by means of the ordinary
brakes with the utmost facility.
FIG. 134. — Installation on Telpher System : Portion of Line
with Truck and Carrier.
Installations on the Telpher System in
Somersetshire and Sussex.
An installation of a wire rope-way on the fixed
carrying-rope system, in which electricity is used as
the motive power, the arrangement being what is
known as telpherage, was erected some twenty years
1/4 AERIAL OR WIRE ROPE-WAYS
ago at Weston, in Somersetshire, and about the same
time an overhead telpher line was also working at
Glynde, in Sussex.
As a description of telpherage has been given in a
previous chapter entirely devoted to the subject, there
is no need here to enter into an account of any of the
constructive details.
With the first installation Professor Jenkin ex-
perimented very fully for about four months, during
which time the fall and rise of insulation resistance
were found to be exceedingly sharp, ranging from
2 megohms to 3,000 ohms. The line, which was only
660 feet in length, was tested three times a day by Mr
Lineff for Professor Jenkin.
The line working at Glynde was completely in the
hands of labourers, who, it is stated, were found quite
competent to do the work, and during six months'
operation no accident happened except to the armature
of the fixed dynamo machine. This line was erected
in a brick works, and the materials were carried at a
low rate of speed in a continuous succession of carrier
receptacles or skips containing from 2 to 3 cwt. each.
It must, however, be observed that these labourers,
having presumably received a certain amount of pre-
liminary training or instruction, could not be com-
pared to completely unskilled and unsuper vised men,
or to the native labour usually employed on such lines
in out-of-the-way locations abroad.
Installations on the Telpher System in
America.
The telpher system is peculiarly well adapted for
installations on practically level sites, as, for instance,
for the transportation of goods or materials from one
INSTALLATIONS ON TELPHER SYSTEM
175
part of a warehouse, factory, or works to another, over
intervening yards or buildings, and for this purpose
many aerial wire rope-ways are in successful operation,
especially in the U.S.A.
Fig. 134 is a view showing a portion of a telpher
line, and Fig. 135 is a view at the works end showing
the unloading station of an installation designed and
constructed by the Consolidated Telpherage Company
FIG. 135. — Installation on Telpher System : View at Works End of Line.
of New York, at Ampere, N. J., United States, for con-
veying castings from the brass foundry to the Electric
Company's works. This line is on what the inventors
call the double unit system, a description and illustra-
tions of which, and also of their single unit system,
will be found in a previous chapter. For convenience
of loading and unloading, the platform car or carrier
is so arranged that it can be raised and lowered by a
single speed safety hoist of 500 Ibs. capacity. The
AERIAL OR WIRE ROPE-WAYS
double unit telpher truck which carries steel pole
pieces, and the disposition of the platform and hoist,
are illustrated in Fig. 136. Fig. 137 is a view show-
ing the upper portion of one of the posts or standards.
Fio. 136. — Installation on Telpher System : View showing Truck
with Carrier and Hoist.
The telpher truck can be started by turning a
switch, and within a short distance the speed can be
accelerated if required. The castings are placed on
the carrier at the foundry as soon as ready, and the
circuit being completed, as above mentioned, by mani-
INSTALLATIONS ON TELPHER SYSTEM 1 77
pulating the switch, a start is made towards the
factory, slowly at first, then increasing in speed until
a curve is approached where the speed is automatically
reduced, increasing again until near the termination
of the line when an automatic slowing down is again
effected, until a final
gradual stop takes
place either directly
over the weighing
scales at the receiv-
ing clerk's station or
at the door of the
store room as may
be arranged. The
telpher truck and
carrier can be re-
started on the return
journey to the foun-
dry with new pat-
terns, &c., and is only
the work of a few
seconds. As com-
pared with the old
method of cartage this system effects a saving that
would allow for interest on the outlay and quickly
repay the cost of the installation. There is also to
be considered the saving in time and labour, increased
efficiency of the foundry, and of the works as a whole,
and great general convenience, all tending to reduce
the general expenses.
Fi<i. 137. — Installation on Telpher System :
View showing Upper Portion of Standard.
12
CHAPTER VI
WIRE ROPE- WAYS FOR HOISTING AND CONVEYING : INSTALLATIONS
FOR HOISTING AND CONVEYING IN AMERICA — INSTALLATIONS
FOR HOISTING AND CONVEYING IN AUSTRALIA — WIRE ROPE-
WAYS FOR COALING VESSELS AT SEA.
Wire Rope- Ways for Hoisting and
Conveying.
THERE are many special arrangements of wire rope-
ways for the above purpose, as may readily be sup-
posed, special circumstances giving rise to many
particular designs to meet varying requirements.
For example, to remove earth from trenches during
excavation or for open pit mining, a wire rope-way
has been designed having separate branch ropes for
the guide wheels, and connected with a drum or
draught rope, what is usually known as a Turk's head
being employed to prevent the buckets from being
hoisted too high. The rope is prevented from sagging
by a small swivelling traveller.
The following is a brief description * of a special
form of wire rope-way in successful use in the United
States for both hoisting or raising and conveying
loads.
The main carrying rope used has a diameter of
2^ inches, with spans between the suspending towers
of 1,000 to 1,500 feet/and weights of from 4 to 8 tons
can be raised and dealt with. The main carrying
* For full account of this arrangement, see Transactions of the
American Society of Civil Engineers, April 1894, p. 397.
178
ROPE-WAYS FOR HOISTING AND CONVEYING 179
rope passes over oak saddles on these towers, and is
anchored at each end to the earth.
The carrier runner or carnage consists of two flanged
wheels adapted to run upon the carrier rope, and the
axles of which are connected together by a frame ex-
tending below them. In this frame are mounted two
pulleys, over which the hoisting rope passes to the fall-
block. The runner or carriage is hauled by an endless
rope, attached level with the axles to both the front
and back wheels, and returning above the runner or
carriage, and passing between two guide pulleys,
working in the frame of the latter. At one end this
hauling rope passes over guide pulleys in the tower,
and is wrapped five or more times round the 54-inch
drum of a steam winch which gives it motion. The
hoisting drum works alongside the latter, and is of
the same size, so that by working the two drums in
opposite directions at the same rate, the weight is
kept at a constant height and at the same time
will be moved horizontally.
To support the hoisting rope a special device is
employed consisting of a horn on the back of the
main carrier runner or carriage that holds a number
of subsidiary carriers which are left (as the carriage
moves along the main carrying rope or cable) at
suitable distances apart, to support the hoisting rope
from the latter. To effect this an auxiliary rope of
about •§• inch diameter is suspended above the main
cable and held at a constant distance from it at the
runner or carriage by passing under a pulley attached
to the runner frame. On this rope is a series of
buttons equally spaced, and increasing in diameter
with the distance from the tower at the working end.
Slots in the heads of the subsidiary carriers corre-
sponding to the diameter of the buttons, cause each
180 AERIAL OR WIRE ROPE-WAYS
one, as the carriage passes along the cable, to be
stopped at its proper button.
It will be observed that the load can be hoisted
or lowered at any point under the line of the
carrying rope, and that horizontal motion can be
given to the load at any height to which it may be
raised.
This type of wire rope-way can be advantageously
employed in open pit mining operations, and other
excavations, and is said to be found very efficient in
the construction of any works which can be spanned by
the main carrying rope.
An arrangement intended for conveying goods
between a vessel and a warehouse consists of a jib
crane combined with an inclined rope- way. A double
jib is hinged to a foundation plate fixed on the
quay, and is supported by an inclined wire rope-way
passing over a sheave, and connected to a counter-
weight located within the building. This weight is so
adjusted as to be sufficient to raise the jib, which latter
is lowered by means of a crab or winch, and operating
blocks and tackle, connected to it and to the founda-
tion plate, the rope being clamped above the counter-
weight when the desired position is obtained. Upon
this rope- way is mounted a wheeled carrier, traveller, or
runner, having the lifting or hauling rope, which latter
is wound upon a drum within the warehouse, attached
to it, and this drum is capable of being revolved by a
loose belt connection to a rotating shaft, which loose
belt can be tightened when desired by a pressure
pulley normally kept out of action by a counterweight.
The lifting hook is attached to a frame suspended
from the lifting or hauling rope, and provided with
two arms sufficiently far apart to admit the carrier
traveller or runner passing between them. Another
ROPE-WAYS FOR HOISTING AND CONVEYING l8l
pair of catches hinged to the jib hold the carrier
traveller or runner in position, whilst the load is being
lifted or lowered, by engaging with studs or projec-
tions on the carrier traveller or runner, and the above-
mentioned arms in rising are inclined by bevelled
surfaces coming in contact with these studs so as to
throw the hinged catches out of engagement, whilst
catches upon the arms engage with them. The carrier
traveller or runner and load can then be drawn up
into the warehouse.
On the descent of the empty carrier, which
takes place by gravity, the catches on the arms of
the lifting hook are automatically disengaged, and
the catches on the jib re-engage with the studs,
so as to hold the carrier, traveller, or runner in
position whilst the lifting hook is lowered into the
hold of the vessel.
An arrangement of temporary rope -way for loading
and unloading ships consists of a wire rope stretched
taut between the deck of the vessel to be dealt with,
and a crossbar, upon which a pulley is raised and
lowered by a winch. This pulley is connected by a
rope to a post, or other convenient point of attach-
ment, situated somewhat beyond the place where it
is desired to deposit the load, or to pick up the
latter.
The carrier receptacle is first loaded in the lower
position when the cargo of the vessel is being dis-
charged, then the end of the rope is raised by means
of the winch, and the carrier runs by gravity down
the rope, is emptied, and the end of the rope being
lowered, again returns by gravity. When the vessel
is taking in cargo, and the load would be consequently
running in the opposite direction, this operation is
reversed.
1 82 AERIAL OR WIRE ROPE-WAYS
Installations for Hoisting and Conveying
in America.
At the Tilly Foster Mines, in the State of New
York, U.S., a wire rope-way* arranged to both hoist
and convey loads, was employed for the removal of
some 300,000 cubic yards of rock, in order to convert
an old mine into an open pit, and uncover about
600,000 tons of ore. The excavation was about 450
feet in length by 300 feet in width, and the skip load
of material had to be lifted up directly at the place
where it might be filled. On the first erection of the
line chain, connected fall-rope carriers were used to
support the hoisting rope between the towers, and
the carriage consisted of a series of blocks, with 8 or
1 0 inch wheels to run on the main carrying rope, spaced
about every 50 feet, connected with ^-inch chains.
These heavy and cumbersome fall-rope carriers were
a source of considerable inconvenience. The hoisting
rope only required to be supported every 100 feet,
but with chain -connected carriers the chains themselves
must be supported so as to be out of the way of
obstructions below ; in fact the chains must not hang
lower than the skips, say 15 feet, thus bringing the
carriers 20 to 30 feet apart. The weight of the chains
and carriers was about 1 ton. The chains were found
to swing about and get entangled in the fall -block and
with each other, they limited the speed, gave rise to
an abnormal amount of wear in the cable, added to
the strain, and increased the power required in con-
veying the load fully 40 per cent. In spite of these
* A full description of this installation is given in a paper
read before the Canadian Mining Institute in 1898 by Mr Spencer
Miller, C.E.
ROPE-WAYS FOR HOISTING AND CONVEYING 183
drawbacks, however, each of the cable-ways was found
capable of taking out 10 per cent, more loads per day
than a derrick, whilst reaching out 300 feet against
only 100 feet in the case of the latter.
Improved fall-rope carriers were subsequently
introduced. An auxiliary rope, about I inch in dia-
meter, suspended above the main rope or cable, was
held in a parallel position to the main cable by passing
under wheels in the cable carriage, and had secured
upon it a series of buttons, whose diameter increased
with the distance from the head tower. Slots in the
head of the carriers, corresponding to the diameter of
the buttons, allowed each of the carriers in passing
down the incline to be stopped at its proper button,
the carriers having small wheels to roll upon the
auxiliary or button rope. The heavy chains were
thus dispensed with, and the fall-rope carriers spaced
by buttons, and weighing in all about 100 Ibs., took
the place of the chain-connected carriers which, with
the chain, weighed 2,000 Ibs., and caused an increased
strain on the anchorage of about 5 tons.
In another installation the button stop-rope carrier
was applied to a horizontal line of wire rope-way
of 855 feet span, which necessitated the provision of
means for drawing the fall-rope carrier out with the
carriage, as gravity could not be depended upon as
in the previous case. For this purpose a horn, pro-
vided upon the carriage, both lifted the carriers bodily
from the rope or cable so as to dispense with wheels
on which the carrier might run on the main rope
or cable, and also served to hold the carriers when
distributing them along the cable ; the carriers are
again picked up by the horn on its return journey
towards the engine or starting point. The buttons
on the button rope take the carriers from the horn
1 84 AERIAL OR WIRE ROPE-WAYS
and leave them spaced along the main cable or rope
at proper intervals for supporting the hoisting rope,
the buttons increasing in size in a direction receding
from the head tower, as also do the corresponding
slots in the head of the top of the carrier. A standard
pattern carriage and fall-rope carrier as used on above
line is shown in Fig. 138.
The engine for driving has double cylinders fitted
with reversible link motion. The drums are of large
diameter and of the friction type, one carrying the
hoisting rope, and the other turned with a curved
surface carrying the
endless rope, which
latter is taken round it
five or more times so
as to ensure sufficient
friction to secure im-
munity from slipping in
the opposite direction
to that in which the
FIG. 138.— Installation for Hoisting and drum is turning, the
Carrier!"^ Carriase and Fal1 R°Pe ends of the rope are
passed over the sheave
wheels on the towers, and made fast to the front and
rear wheels of the cable carriage. The hoisting drum
is independent of the other, and being of the same
diameter, winds at the same rate of speed, and keeps
the load at the same height if so desired ; it has also
a band brake by means of which the load can be
sustained. The reversing lever, and the friction and
brake levers, are all brought to a central position
so that the operator can work all of them without
moving. The load can be hoisted or lowered at any
point under the line of rope or cable.
Further improvements that have been made in
ROPE-WAYS FOR HOISTING AND CONVEYING 185
this installation consist, first, in the employment of an
aerial dump, shown in Fig. 139, whereby the act of
delivering the load from the skip at any point is per-
formed automatically by the moving of a lever by the
engineman, thus saving a man for releasing the load,
FIG. 139. — Installation for Hoisting and Conveying : Aerial Dump.
and also greatly reducing the time required for dump-
ing the load ; and secondly, in making the entire plant
movable, which latter improvement has practically
1 86 AERIAL OR WIRE ROPE-WAYS
transformed the cable-way or aerial rope-way into a
long distance travelling crane.
An installation of wire rope-way at one of the
iron-ore mines in the Lake Superior district is fitted
with a self-filling grab bucket, and two others are
used to excavate sand from the bed of a river and
deliver it to bins on dry land, where it is screened and
shipped to St Louis. One of these plants has made
as many as 33 trips in forty-four minutes, in actual
working the number is from 30 to 40 trips per hour,
or from 300 to 400 trips per day, the bucket having a
capacity of 1 J yards. The amount of material actu-
ally delivered is eighteen loads per day, averaging 18
yards per load, bringing the total up to 324 cubic
yards ; the labour required to deliver this amount of
material being one engineman, one fireman, and one
signalman.
An interesting type of wire rope-way for placer
mining was erected at Alder Gulch, Montana, U.S.
The objects of the installation were to excavate large
quantities of material at a low cost per yard ; to
deliver the material at a sufficient height so that a
gold-saving flume could be used of sufficient length
and grade to thoroughly extract all the finer gold
which escaped the original miners ; and finally, to
deliver the tailings at such an elevation that they
would dispose of themselves.
The installation comprised a central tower con-
taining a hopper, the bottom of which was 40 feet
above the bed rock, and the dimensions of which were
27 by 16 by 8 feet, sloping from each side to a central
channel 30 inches wide, which channel sloped back to
the head of the flume or the gold-saving sluice. The
A-shaped frame tail support, as originally constructed,
being light and portable, could be easily shifted about
ROPE-WAYS FOR HOISTING AND CONVEYING 1 87
the hopper as a centre ; subsequently, however, this
tail tower was mounted on wheels.
To dig the placer, a peculiar form of drag bucket
was employed, which was carried over the point where
the material was located, and then lowered to the
ground, where it automatically settled into a position
favourable for digging, the carriage being then run
forward, leaving the bucket on the ground. When
the direction of the ropes leading from the carriage
to the bucket was favourable, the hoisting line was
hauled in and the bucket dragged along the ground,
teeth provided upon its edge ploughing into and
cutting their way through the gravel, and the bucket
becoming completely filled, after which it was
hoisted, conveyed, and dumped automatically into
the hopper.
The hopper tower was built of 8 by 8 inch
timber, and at the top was placed an auxiliary
tower, or bonnet, which supported the main rope
or cable, and revolved to accommodate itself to the
position of the latter. This was effected without
disturbing the ropes leading from the head of
the tower down between guiding sheaves to the
engine.
A special form of engine was employed, having
10 by 12 inch cylinders, and drums 33 inches in
diameter, the operating levers being arranged at the
rear.
The main rope or cable was If inches in diameter,
and of crucible steel.
This line actually handled over 400 buckets in
ten hours, each bucket containing 1^ yards of material,
and in spite of the heavy cost of fuel and labour, the
actual cost of the material handled did not exceed
3 cents per cubic yard. The labour required con-
1 88 AERIAL OR WIRE ROPE-WAYS
sisted of a leverman, fireman, signalman, hopperman,
and rigger. When a hydraulic giant was employed
to wash the material on either side into a trench dug
by the bucket, there were also required a pipeman
and two assistants to loosen heavy boulders, and move
them out of the way.
Boulders up to 600 Ibs. weight could be easily
picked up by the bucket when loosened, but it was
found more desirable to keep them out of the hopper,
and confine the bucket work to the more gravelly
material which carried the gold. One man was also
employed in maintaining the dump and bed-rock
flumes.
A form of lifting and conveying wire rope-way,
known as a " Blondin," has been in use in the slate
quarries of Pennsylvania, U.S., since the year 1860,
having undergone but little alteration from that date.
It consists mainly of a rope or cable suspended on an
incline of about 25°. Upon this carrying rope is
mounted a cable carriage or traveller having a rising
and falling fall block, and a hoisting rope which per-
forms the double function of hoisting the load to the
carriage and conveying the latter up the inclined
rope-way.
Installations for Hoisting and Conveying
in Australia.
Fig. 140 is a view showing the general arrange-
ment of a complete installation of wire rope- way on
Bullivant's system for raising, lowering, and trans-
porting heavy loads, which is especially suitable for
use in building bridges, canal, railway, and other
excavations, dredging, working quarries, &c. The
general construction of the line is explained by the
ROPE-WAYS FOR HOISTING AND CONVEYING
189
letterpress upon the drawing. The carrier or running
head is more clearly shown in the enlarged view,
Fig. 141.
Rope - ways of this
type were used for the
erection of temporary and
permanent bridges over
the Richmond River at
Lismore, N.S.W., Aus-
tralia. The derricks or
masts supporting the
cables were sound iron-
bark piles 65 feet long
and 10 inches diameter
at the upper or small
ends. The lower ends
were rounded, and seated
in sockets cut in timber
sole plates, forming ball
and socket joints, and
allowing the derrick head
to be swung over the re-
quired distance, which did
not exceed 15 feet out of
the perpendicular. The
rope-way could be thus
operated over a lateral
distance of about 30 feet,
the change of area only
taking a few minutes in
which to adjust the guys.
There were two ad-
justable side guy ropes to each derrick, with suitable
gear for paying out and taking in the slack as the
derricks were swung over ; and safety devices for
AERIAL OR WIRE ROPE-WAYS
locking the guys in the required positions were pro-
vided. Two " fore-and-aft " guys were also supplied
as "preventers," this arrangement being found more
FIG. 141. — Wire Rope- Way for Hoisting and Conveying :
Carrier or Running Head.
satisfactory and reliable than the usual clips for pre-
venting any sliding of the derrick head on the main
cables.
The main and other ropes or cables were all of
ROPE-WAYS FOR HOISTING AND CONVEYING IQI
Bullivant's make : the first consisted of 4-inch, 6 by 17
specially selected mild steel wire rope having a
breaking strain of 45 tons. The guys, If -inch, 6 by
24 extra flexible steel wire crane ropes galvanised.
The hoisting tackle, 1^-inch, 6 by 24 extra flexible
steel wire crane rope. The traversing gear, an endless
1^-inch, 6 by 24 extra flexible steel wire rope.
The stress on the main cables or ropes \vas
regulated by the centre deflections. The general
loading rarely exceeded 3 tons, but at times the loads
went up to 5^ tons, which were handled with facility
and despatch.
The cable-way over the permanent bridge was
used for hoisting and setting steel plate girders of
5^ tons each.
Wire Rope-Ways for Coaling Vessels
at Sea.
Experiments in coaling vessels at sea have been
made for many years past, the subject being one of
especial interest in relation to ships of war. According
to Lieutenant C. E. Bell, R.N., in a paper read many
years ago before the Royal United Service Institution,
any satisfactory plan of coaling at sea must satisfy the
following three absolutely essential requirements :—
(1) Rapidity. (2) Safety. (3) Ability for the ships
engaged in the operation to proceed with the minimum
diminution of speed. Three further requirements of
no little importance being : — (4) Necessity of keeping
coal dry. (5) Minimum of labour to be employed.
(6) Little cost of material necessitated.
It is generally admitted by all authorities upon
the subject, says Lieutenant Bell, that coaling from
broadside at sea is impossible, except in very calm
192 AERIAL OR WIRE ROPE-WAYS
weather, and even then it is attended with great
risk to both men and material employed. The only
way by which the various difficulties and dangers
of coaling at sea can be overcome and the work
carried out successfully, with the least possible delay
and absence of danger to men and material, is by
coaling from bow to stern.
The following particulars are abridged from a
paper on " Coaling Vessels at Sea" by Spencer Miller,
read at the seventh general meeting of the Society of
Naval Architects and Marine Engineers held in
New York.
The plan suggested by Lieutenant Bell is shown
at A, Fig. 142. The collier is first taken in tow by
the warship ; an inclined and elevated cable attached
low down to the rear mast of the latter is rigged up
to the top of the foremast of the former, and a
truck or carriage is arranged to run on this cable, two
ropes being provided, one for hauling the truck and
bags of coal to the warship, and the other for hauling
the empty truck back to the collier. The hawsers
the inventor proposes to cross from the stern pipes
of the ship of war to the bow ports, hawse ports, or
other convenient places of the coal ship, and five bags
holding 220 Ibs. each are to be carried at a time.
The bags are to be hoisted by some arrangement,
not shown, from the deck of the collier to the sus-
pended cable, and there attached by a man stationed
in the foreyard for that purpose.
Critics in discussing the above pointed out, with
reason, that no means were provided for maintaining
a uniform tension on the elevated and suspended cable,
and that consequently if the vessels so rigged were
pitching ever so little either one of two things would
occur, and probably both, after a short time. By
COALING VESSELS AT SEA
193
the ships pitching towards each other, the coal bags
would be likely to be dropped into the sea, and by
pitching away from each other either the foremast of
the collier would be unshipped or the suspended cable
snapped.
A plan on a different principle to the foregoing was
13
194 AERIAL OR WIRE ROPE-WAYS
devised by Lieutenant R. G. O. Tupper. As shown
at B, Fig. 142, an endless rope is provided, starting from
the stern of the collier in tow of the warship, passing
over an elevated support on the foreyard, thence to
the rear mast of the warship, and thence to the fore-
part of the latter. Buckets of coal are secured to this
endless rope at close intervals, and the whole arrange-
ment is worked by a capstan, the coal being passed in
this manner from one ship to the other. The objec-
tion to Bell's plan obviously applies with equal force
to the above.
The plan invented and patented in 1893 by the
Hon. P. B. Low and illustrated at c, Fig 142, practically
only differs from Bell's plan in that a counterweight
is provided for maintaining a constant tension, and
consequently a constant deflection, on the suspended
cable regardless of the motion of the ships.
A test was made with this type of apparatus on
board the two U.S. cruisers, " San Francisco" and the
" Kearsarge." The distance from the shears of the
cruisers to the upright poles on the collier was about
235 feet, so that the distance between the vessels was
something less than 200 feet. The transporting cable
was secured to the deck of the " San Francisco," sup-
ported by a pair of shear poles at the stern, then run on
an incline to a gin block near the foremast of the
" Kearsarge," which played the part of the collier, at an
elevation of about 32 feet above the point of suspension
on the " San Francisco." This gave an air line inclina-
tion from the points of support of about 8° to the
horizontal. After the cable was rendered about the
gin block it was bent backwards, and on the end was
secured a counterweight of about 1,600 Ibs. The
bags of coal weighed nearly 200 Ibs., and the time
required to travel from the pole head on the collier to
COALING VESSELS AT SEA 195
the shear pole on the warship was about fourteen
seconds. The time occupied in hoisting and sending
over ten bags of coal was about twenty minutes, giving
the rate of from 2 to 2^ tons per hour. During the
trial the sea was calm and the apparatus worked well.
The Board of Naval Officers instructed to report on
the trial, however, were of the opinion that in rough
weather the apparatus would not be of any great value
in transferring coal from one vessel to another. Great
objections to this plan are : — Firstly, that in rough
weather the distance between the vessels would have
to be increased, the height of the gin block being also
correspondingly increased to maintain a proper inclina-
tion and attaining an impracticable elevation ; secondly,
to render the capacity of the apparatus of practical
service the loads would have to be far heavier, and to
admit of this the weight of counterweight would have
o o
also to be increased and would become a source of
danger.
A plan invented and patented by J. E. Walsh is
shown at D, Fig. 142. The cable is attached at one
end to the towing boat, inclines upward, and bends
over a pulley block near the head of the foremast,
thence bends under a pulley block carrying a counter-
weight. Overhead derricks are also shown in the
drawing for hoisting the load out of both hatches to
platforms on the masts, that on the mainmast being
somewhat higher than that on the foremast, an
auxiliary inclined cable being provided between the
masts to carry the coal forward.
The objections urged against Low's plan apply
equally in this case, indeed the carrying cable or rope
being bent so many times would demand the use of a
very large counterweight.
Two plans have been devised by S. Miller,
196 AERIAL OR WIRE ROPE-WAYS
A.S.N.A. & M.E., the first of which is illustrated
at E, Fig. 142. In the first arrangement shear poles
are provided on one vessel and blocks on the mast of
the other. An endless rope is employed, and a
movable sheave in the bight of the cable aft is held
taut by a line connecting it with a sea anchor or
towing cone dragged in the sea behind the vessel. It
will be seen that the vessel receiving the coal tows
the sea anchor as well as the collier, the latter merely
supporting the rope as it passes over. A carriage
gripped to the upper part, and provided with wheels
to roll on the lower part, serves to carry the bags of
coal over from the collier to the vessel being coaled.
An experimental trial of this arrangement was made
with a tug towing a sloop, and although the test took
place in a storm, the sloop shipping water over the
bow, and both boats rolling and pitching very badly,
the bags of coal were conveyed across the space
(100 feet) as though the sea was smooth, the sea
anchor serving to perfectly act as a compensator and
maintaining a constant tension on the endless convey-
ing cable. In practice the sea anchor would have to
be selected in accordance with the speed of towing,
the greater the speed the smaller the cone required.
The second arrangement is shown at F and G,
Fig. 142, and in Fig. 143, as fitted on the U.S.S.
" Marcellus." It is proposed, with this device, for the
warship to take the collier in tow, or the collier to tow
the warship, leaving the distance between the ships
about 300 feet. On the deck of the warship to receive
the coal a pair of shear poles secured by guys support
a sheave wheel and a chute to receive the load. A
special engine having two winding drums, shown more
clearly in the detail view G, Fig. 142, is located aft of
the foremast on the collier, and a steel cable f inch
COALING VESSELS AT SEA
I97
198 AERIAL OR WIRE ROPE-WAYS
diameter leads from one drum to the top of the fore-
mast, over a sheave, thence to the sheave of the
warship, back to another sheave on the top of the
foremast, thence to the other drum. The engine
imparts a reciprocating motion to the conveying rope,
paying out one part under tension, a carriage secured
to one of the parts passing to and from the warship,
its load clearing the intervening water. The carriage,
which conveys in bags a load of from 700 to 1,000 Ibs.,
is fitted with wheels which roll on the lower part of
the conveying cable or rope, and grip slightly but
sufficiently the upper part of it. A hook pivoted at
the bottom of the carriage and provided with a latch
holds the load, and when the carriage comes in con-
tact with a rubber buffer on the sheave block at the
warship this latch is pressed in releasing the hook and
its load. If the carriage strikes heavily at either
terminus the upper p;»rt of the cable slips through
the grip without damage. When the bags are
dropped the direction of the rope is reversed and the
carriage returned to the collier. During the transit
of the load an elevator car descends to the deck, bags
of coal suspended from a bale are placed on the
elevator, and it is again raised to the stops on the
guides where the pointed hook on the carriage finds
its way under the bale or hanger supporting the coal
bags, and the instant the load is hooked on, the
direction of the ropes is again reversed and the
carriage takes its load from the elevator, transfers it
to the warship, and drops it again into the chute.
The engine for operating the conveyor runs practi-
cally all the time in one direction, its speed being-
varied by the use of the throttle. The drum near the
foremast is provided with friction mechanism and
operating lever, and is capable of giving to the rope
COALING VESSELS AT SEA 1 99
a tension anywhere from 1,000 to 4,000 Ibs. The
other drum is provided with two dry metallic surfaces
in contact and is adjusted to slip under any strain
exceeding, say, 3,000 Ibs. When the engine is
running the tendency of both drums is to draw both
parts in one to the extent of 4,000 Ibs., and the other
to 3,000 Ibs. The effect consequently is that the
4,000-lbs. drum has a tendency to prevail and over-
haul the 3,000-lbs. resistance, and it is this resistance
that sustains the load during its transit. In this
manner, through the co-operation of the two drums,
the conveying distance between the two boats is
compensated for and a practically uniform tension
sustained during the transit of the load. On the
points of support on the two ships approaching each
other during the transit of the load, the drum pulling
4,000 Ibs. will take up the slack and the 3,000-lbs.
drum will temporarily cease slipping, or, at least, the
amount of slip will be greatly reduced. Should the
vessels pull apart, the 3,000-lbs. drum will simply slip
the faster. It is only necessary to see that the speed
of transit is in excess of double the speed at which
the two vessels come together. After the load is
dumped at the warship the operator releases the
friction lever on the 4,000-lbs. drum, thus reducing the
tension on the lower part to some point considerably
below 3,000 Ibs., whereupon the 3,000-lbs. drum acts
to haul the rope and returns the carriage to the
collier. The speed of conveying is about 1,000 feet
per minute, thus a load can be taken from the collier
and deposited in the warship in about twenty seconds.
Important features in the device are that the total
tension on the two parts of the rope never exceeds
about 8,000 Ibs., and that should the ships pull away
from each other and the tow-line part, the only
200 AERIAL OR WIRE ROPE-WAYS
effect will be to unwind the rope from one of the
drums, its end falling into the water, the other drum
then winding in the other end of the rope and recover-
ing the carriage attached to it. The drum used for
operating the conveyor also serves to wind up and
store the cable when the collier is not coaling at sea.
Fig. 143 shows the collier actually in the act of
coaling a warship.
Another system for coaling vessels at sea has
lately been invented by Engineer- Commander Met-
calfe, R.N., and a trial of the apparatus is reported to
have recently been made in connection with the cruiser
" Roxburgh," such weather conditions having been
chosen as to render the test a severe one. The results
of the trials, however, have not yet been made public.
An arrangement for coaling ships at sea, lately
devised by M'Dowall & Piper, includes a conveyor
which consists of an endless chain passing round
shafts and provided with buckets, an endless operat-
ing chain passing round a sprocket wheel on one
of these shafts and round a sprocket wheel on the
conveyor frame, a bracket secured to the latter, a
sprocket wheel on the bracket and about which the
operating chain passes, and means for imparting
motion to the operating chain.
CHAPTER VII
MISCELLANEOUS INFORMATION : To CALCULATE THE STRAIN ON
CARRYING ROPE — SPLICING AND SECURING WIRE ROPES —
ORDINARY ROPE ATTACHMENTS — PRESERVING WIRE ROPES —
GENERAL MATTERS.
/
To Calculate the Strains on Carrying Rope.-
The following method is given in an article on wire
rope-ways in the Revue Mecanique, Paris, by Messrs
Thiery and Cretin, Professors at 1'Ecole des Eaux et
Forets.
( 1 ) A cable or rope carried on two supports is only
subjected to its own weight. Referring to Fig. 144,
A B are the two fixed points supposedly at different
levels, c the length of the rope, I and h its horizontal
and vertical projections, a its angle of inclination, T
the tension exerted at the highest point A, /3 its angle
of inclination, t the tension at the lowest point B.
Admitting, according to general practice, that the
weight of the cable is evenly distributed over the
length c, although in reality it is distributed over the
arc A M B, let w be the weight of the rope per metre
run, and Wl be what it would be if it were distributed
according to the arc, the total weight remaining the
same.
Take any point c, x and y indicating the co-
ordinates of that point in relation with the axes
passing through A. The laws of equilibrium can be
applied to the portion A c of the rope, the lower part
c B being replaced by the tension c G exerted at c, the
value of which may be represented by 0. This is pro-
2O2
AERIAL OR WIRE ROPE-WAYS
jected according to the tangent of the curve, and
forms with the horizontal an angle y. The equations
of the projections on the axes of the co-ordinates
give-
0 sin y = T sin ft - Wj x arc A C.
0 cos y = T cos /3.
Dividing we have—
(DX
T cos a cos /3
FIG. 144. — Calculating Strains on Carrying Rope.
The equation of projection on the axis of x shows
the horizontal component at any point on the cable to
be constant and equal to T cos /3. This being so the
tension increases with the inclination of the tangent,
or this latter, in accordance with the last equation,
STRAINS ON CARRYING ROPE
203
diminishes with x, T is therefore the maximum ten-
sion. To determine the latter the entire rope must
be considered, and the sum of the moments of force
T, t, and wc be considered as nil as regards the point
B. Taking the moment of the tension t to equal zero,
then—
TxBD-wcxBK = 0,
or
from which
or
m_ <»
~ 2 sin 08^ a) '
o)C cos a
2 sin (/3 - a)
(1)
If the cord A B is horizontal, the two tensions at A
and B are equal and take, at these points, the maxi-
mum value.
FIG. 145. — Calculating Strains on Carrying Rope.
(2) Given a rope suspended from two supports and
carrying a number of loads n equal and at the same
distance from each other, Fig. 145. Let the value of
one of these loads be ^ e the horizontal distance between
them, and z the horizontal distance at point A. Taking
the moments of all the forces in respect to point E,
204
AERIAL OR WIRE ROPE-WAYS
and admitting that the sum be nil, we have, calling
Tj the tension at the point A, and ft its angle of
inclination —
from which—
*,=
wlc + 2n(rnl - ---^ — e ~ nz)
2 sin (ft -a)
?m( — 1 )
cos a
Expressing the sum of n - 1 in prime numbers, or
calling i the ratio -. , and k the ratio Z :
1 i
n / n(ti - 1 ) . 7 , ~]
we + 2fi(n - -^ ------ J-% — nk) cos a.
2 sin (ft - a)
The value of T1 will vary with the position of the
loads. The denominator for the preceding fraction
attains its maximum for k = 0. The value of ft in-
creasing, it would not appear that the maximum
tension T exists when the load is at A, although that
this is so will be seen on taking the form of the curve
into consideration. This being admitted, taking k = 0,
and as before calling T the maximum tension, and ft
its angle of inclination, then, if—
we have—
(2)
A cos a
sin ((3 — a)
(3) Intermediary supports. — Each carrying rope,
Fig. 146, is fixed at one of its extremities and stretched
at the other by a counterweight. On each post or
STRAINS ON CARRYING ROPE
205
standard the rope is supported on a greased metal
shoe, or by grooved wheels, and is capable of moving
longitudinally without appreciable friction, and the
tension is therefore approximately the same from both
directions on an intermediary support.
As regards the maximum tension of carrying rope.
Supposing the breaking strain Q of the rope to be
known, this will vary with Q and the coefficient of
safety, the latter being usually i . Taking the latter
the rope should not be subjected to a greater strain
than — . Let e be the distance between two sup-
o
FIG. 146. — Calculating Strains on Carrying Rope.
ports, i the ratio existing between e and the horizontal
projection of the upper span, the number of loads of
this span can be deduced, and by formula 2 the factor
A may be calculated, which may be termed the co-
efficient of load. Measure the angle /3 and find by
table the relation of - — r , or the factor of in-
sin (ft - a)
clination. Half the product of these two sums will
give the tension of T at the highest point, that is, the
maximum tension of the rope. Should this be found
to be less than -| , it may be advisable to augment it
o
to bring it to the limit value. If the counterweight
206
AERIAL OR WIRE ROPE-WAYS
be increased, so changing the angle ft, or the distance
between the loads be altered, fresh calculations must
be made.
The value of angle ft may be obtained in several
ways. By photography, a sensitive plate being placed
parallel to the vertical plane of the rope, the optical
axis of the objective being normal to this plane. Or,
as shown in Fig. 147, wherein A is the highest point
of the rope.
£ Tlori3oiitaZ
n "'^ Va - i ' ""
FIG. 147. — Calculating Strains on Carrying Rope.
Take an arc A D, and at D attach a plumb-line, the
bob of which hangs in a tube to prevent oscillation.
This plumb-line is graduated, as at i. If / be the
constant length, h be the height of the tube, and e
the value of one division of the graduations i, and say,
for example, that the division n is found to agree with
the upper end of the tube, the height D E will be equal
to (/ + h) + ne. The height B E being known, B D can
be deduced. A D is measured and the angle ft calcu-
lated by its sine.
STRAINS ON CARRYING ROPE
207
Table of Coefficients of Inclination.
Values of a.
Values of (/3-a) in Degrees.
'
2
3
4
5
6
7
8
9
10
1
57-3
28-7
19-1
H-3
11-5
9-6
8-2
7-3
6-4
5-8
2
57-3
28-7
19-1
14-3
11-5
9-6
8-2
7-2
64
5-8
3
57-2
28-6
19-1
14-3
11-5
9-6
8-2
7-2
6-4
5-8
4
57-2
28-6
19-1
14-3
11-4
9-5
8-2
7-2
6-4
5-7
5
57-1
28-5
19-0
14-3
11-4
9-5
8-2
7-2
6-4
5-7
6
57-1
28-5
19-0
14-3
11-4
9-5
8-2
7-1
6-4
5-7
7
57-0
28-4
i9-0
14-2
11-4
9-5
8-1
7-1
6-3
5-7
8
56-9
28-4
18-9
14-2
11-4
9-5
8-1
7-1
6-3
5-7
9
56-8
28-3
18-9
14-2
11-3
9-4
8-1
7-1
6-3
5-7
10
56-6
28-2
18-8
14-1
11-3
94
8-1
7-1
6-3
5-7
11
564
28-1
18-8
14-1
11-3
9-4
8-0
7-0
6-3
5-6
12
56-2
28-0
18-7
14-0
11-2
9-4
8-0
7-0
6-3
5-6
13
56-0
27-9
18-6
14-0
11-2
9-3
8-0
7-0
6-2
5-6
14
55-8
27-8
18-6
13-9
11-1
9-3
7-9
7-0
6-2
5-6
15
55-5
27-7
18-5
13-8
11-1
9-2
7-9
6-9
6-2
5-6
16
55-2
27-6
18-4
13-8
11-0
9-2
7-9
6-9
6-1
5-5
17
54-9
27-4
18-3
13-7
11-0
9-1
7-8
6-9
6-1
5-5
18
54-6
27-2
18-2
13-6
10-9
9-1
7-8
68
6-1
5-5
19
54-3
27-1
18-1
13-5
10-8
9-0
7-7
6-8
6-0
5-4
20
54-0
26-9
18-0
13-5
10-8
9-0
7-7
6-7
6-0
5-4
21
53-7
26-8
17-8
13-4
10-7
8-9
7-6
6-7
6-0
5-4
22
53-3
26-6
17-7
13-3
10-6
8-9
7-6
6-6
5-9
5-3
23
52-9
26-4
17-6
13-2
10-6
8-8
7-5
6-6
5-9
5-3
24
52-5
26-2
17-5
13-1
105
8-7
7-5
6-6
5-8
5-3
25
52-1
26-0
17-3
13-0
10-4
8-7
7-4
6-5
5-8
5-2
26
51-6
25-7
17-2
12-9
10-3
8-6
7-4
6-5
5-7
5-2
27
51-2
25-5
17-0
12-8
10-2
8-5
7-3
6-4
5-7
5-1
28
50-7
25-3
16-9
12-6 10-1
8-5
7-2
6-3
5-6
5-1
29
50-3
25-1
16-7
12-5 10-0
8-4
7-2
6-3
5-6
5-0
30
49-8
24-8
16-6
12-4
9-9
8-3
7-1
6-2
5-5
5-0
208
AERIAL OR WIRE ROPE-WAYS
Table of Coefficients of Inclination — Contd.
C3
*0
%.
Values of (/3 - a) in Degrees.
<D
'eS
11
12
13
14
15
16
17
18
19
20
1
5-2
4-8
4-4
4 1
3-9
3-7
3-5
3-3
3-1
2-9
2
5-2
4-8
4-4
4-1
3-9
3-6
3-4
3-2
3-1
2-9
3
5-2
4-8
4-4
41
3-9
3-6
3-4
3-2
3-1
2-9
4
5-2
4-8
.4-4
4-1
3-9
3-6
3-4
3-2
3-1
2-9
5
5-2
4-8
4-4
4-1
3-9
3-6
3-4
3-2
3-1
2-9
6
5-2
4-8
4-4
4-1
3-8
3-6
3-4
3-2
3-0
2-9
7
52
4-8
4-4
4-1
3-8
3-6
3-4
3-2
3-0
2-9
8
5-2
4-8
4-4
4-1
3-8
3-6
3-4
3-2
3-0
2-9
9
5-2
4-7
4-4
4-1
3-8
3-6
3-4
3-2
3-0
2-9
10
5-2
4-7
4-4
4-1
3-8
3-6
3-4
3-2
3-0
2-9
11
5-1
4-7
4-4
4-1
3-8
3-6
3-4
3-2
3-0
2-9
13
5-1
4.7
4-3
4-0
3-8
3-6
3-3
3-2
30
2-9
13
5-1
4-7
4-3
4-0
3-8
3-5
3-3
3-1
3-0
2-8
14
5-1
4-7
4-3
4-0
3-8
3-5
3-3
3-1
3-0
2-8
15
5-1
4-6
4-3
4-0
3-7
3-5
3-3
3-1
2-9
2-8
16
5-0
4-6
4-3
4-0
3-7
3-5
3-3
3-1
2-9
2-8
17
5-0
4-6
4-3
4-0
3-7
3-5
3-3
3-1
2-9
2-8
18
5-0
4-6
4-2
4-0
3-7
3-5
3-3
3-1
29
2-8
19
5-0
4-5
4-2
3-9
3-7
3-4
3-3
3-1
2-9
2-7
20
4-9
4-5
4-2
3-9
3-6
3-4
32
3-0
29
2-7
21
4-9
4-5
4-2
3-9
3-6
3-4
3-2
3-0
2-8
2-7
22
4-8
4-5
4-1
3-8
3-6
3-4
3-2
3-0
2-8 | 2-7
23
4-8
4-4
4-1
3-8
3-6
3-4
3-2
30
2-8
2-7
24
4-8
4-4
4-1
3-8
3-5
3-3
3-1
3-0
2-8
2*7
25
4-7
4-4
4-0
3-7
3-5
3-3
3-1
2-9
2-8
2-6
26
4-7
4-3
4-0
3-7
3-5
3-3
3-1
2-9
2-8
2-6
27
4-7
4-3
4-0
3-7
3-4
3-2
3-1
2-9
2-7
2-6
28
4-6
4-2
3-9
3-6
3-4
3-2 3-0
2-9 2-7
2-6
29
4-6
4-2
3-9
3-6
3-4
3-2 3-0
2-8
2-7
2-6
30
4-5
4-2
3-9
3-6
3-3
32
3-0
2-8
2-7
25
SPLICING WIRE ROPES 209
Splicing Wire Ropes.
The splicing or otherwise securing together of the
ends of wire ropes, and the fastening of rope attach-
ments to the ends of such ropes, forms an important
feature in their use in connection with aerial or wire
rope-ways.
To commence with the operation of splicing, a six-
strand wire rope is that which allows of the most
perfect and neatest splice being made, inasmuch as
the strands are then the exact size of the core of the
rope, for which they can be readily substituted when
the latter has been removed to admit, of the strands
taking its place.
A five-strand rope forms, however, a very strong
splice, because of the strands being somewhat larger
than the core of the rope, and consequently in
the finished splice the exterior strands gripping or
pressing very firmly upon the inserted strands, and
tending to prevent the splice from drawing. A draw-
back to this splice, however, is that the bending of
the rope round a pulley frequently causes the strands
to protrude.
When forming a splice every precaution should be
taken to see that no ends are left projecting, or no
thick parts formed in the rope.
The first thing to be done is to bring the two
extremities of the rope taut and overlapping some
20 feet by means of a block and fall. About 10
feet of each end must then have the strands opened
and the core or centre cut off closely, and the bunches
of strands brought opposite to each other as shown
in Fig. 148, so that the opposite strands may interlock
regularly with one another.
Next, unlay the strand marked a of one rope end,
14
210
AERIAL OR WIRE ROPE-WAYS
and follow up with the strand marked 1
of the other rope end, laying it tightly
into the groove left open by the un-
winding or unlaying of the strand a,
causing the twist of the strand to
correspond exactly with the lay of the
open groove, until the whole of strand
1, up to about 6 inches, has been laid
in, and strand a has become 20 feet
long. Then cut strand a off within
6 inches of the rope, leaving two short
ends, as shown in Fig. 149, which ends
should be temporarily
secured by tying.
Now unlay the
strand marked 4 of
the opposite rope
SPLICING WIRE ROPES 211
end, following it up with the strand marked f laid
into the open groove as above described, and treat
in an exactly similar manner ; following likewise
the same procedure with the strands marked b and
2, but stopping within 4 feet of the first set, then
with the strands marked e and 5, c and 3, and d
and 6, when all the strands will be laid into each
other's places with their respective ends passing each
other at points 4 feet apart as shown in Fig. 150.
Lastly, to secure and dispose of the ends without
increasing the diameter of the rope, these ends should
be well straightened and lapped with fine hemp siez-
ing, a marlinspike should be inserted through the
centre of the rope, and 6 inches of the core or centre
cut out, the end of 1 being then placed under a and
tucked into the space previously occupied by the core,
and a 6 -inch length of core being cut out on the other
side, the end of a should be inserted into its place in
the same way. The other ends should then be dis-
posed of in a similar manner, taking an end alter-
nately from one side and then from the other.
Finish off the splice by well closing the rope, and
removing any unevenness or irregularity by hammer-
ing with a wooden mallet.
Additional strength may be ensured by passing the
end of No. 1 strand over strand a, and strand b over
strand No. 1, by which a very tight grip is obtained,
and the splice rendered capable of withstanding very
severe strains.
Securing Wire Ropes in Sockets, &c.
As regards methods for securing the ends of wire
ropes together by means of sockets, and of fastening
them to various attachments in common use, nume-
rous plans have been devised, some of which have
212 AERIAL OR WIRE ROPE-WAYS
been briefly alluded to when describing certain par-
ticular installations, and the following are a few
amongst the many others.
R. S. Newall, as far back as 1840, provided for
securing the ends of wire ropes by passing each end
into and through a conical thimble, doubling back
the ends of the strands and pulling back the rope
until the doubled part fits the thimble, when by
pouring melted brass amongst the ends of the
strands they are prevented from being drawn out
of the thimble. The two ends having been thus
secured in their respective thimbles, the latter are
screwed together by means of a right and left
handed screwed connecting piece, and are fixed or
locked in place by means of pins. A hook or an
eye may be fastened to the rope in a like manner.
A socket for wire ropes which is fairly satisfactory
consists of a taper or conical cap made of iron or
steel and fitted with a soft metal lining, which cap is
placed round the rope end. The rope end is then
brought into proper position arid forcibly driven out-
wards against the lining within the socket, a taper
plug or wedge also made of soft metal similar to the
lining being inserted to hold the wire ends asunder.
A bolt is also fitted which is intended to carry the
load, or to connect another socket, and which passes
through a double eye. This device possesses the
advantage of admitting of the process of socketing
being easily and rapidly performed.
Another good form of socket consists essentially of
a taper or conical iron, steel, or other metal socket
piece, the internal diameter of the smaller end of
which is somewhat larger than the circumference or
girth of the rope to be secured in it. Taper or conical
wedge or locking pieces are placed round the end of
SPLICING WIRE ROPES 213
the rope, which wedges are of such dimensions that
when the rope is drawn tight into position in the
socket, and the wedge pieces jammed between the
inner face of the former and the rope, they will be at
a certain distance from the smaller end of the socket.
The result of this arrangement is that the more the
force exerted to draw the rope from the socket, the
tighter will the wedge or locking pieces become
jammed and tend to hold it in place therein. The
surfaces of the wedge or locking pieces next the rope
may be serrated or roughened, and sufficient clear-
ance should be provided between them to admit of
their tightening upon the rope as the latter becomes
compressed through the pressure exerted upon it.
In an arrangement somewhat resembling the above
the wedges are constructed in two parts, the one out-
side the other, the outer face of the inner part having
rounded projections adapted to fit into corresponding
recesses in the inner face of the outer part. The com-
ponent wires of the rope are bent over the end of the
inner part, and will be firmly gripped between the two
parts when the wedges become jammed in the tapered
casing or socket.
The following plans may also be mentioned : —
Wedge-shaped toothed clips, placed one on each
side of the rope, are surrounded by a ring, within
which is placed a bridle with shoulders to bear against
the ring, the strain upon the bridle tightening the
wedges on the rope.
Passing the wires through a cone, turning them
over, winding round the parallel layers, and fastening
the ends to the rope. This cone is then placed in a
socket and a ring or hook screwed in, the end of the
cone being protected by a leather disc.
Clamping the rope ends between grooved plates
214 AERIAL OR WIRE ROPE-WAYS
by screw bolts passed through the edges of the plates,
or by means of a single bolt longitudinally slotted to
receive the rope ends. In the first arrangement a
grooved tapering block is preferably inserted between
one of the plates and the ropes.
Baring the rope end for a short distance, and pass-
ing an internally tapered and externally screwed
ferrule over it. An expander being then driven into
the end of the rope, and a cap screwed on to the
ferrule.
Bleichert proposes to secure a shackle to the end
of a wire rope by fitting the end of the latter, previ-
ously tinned, into a conical bush, distending the ends
of the wires forming the rope, and filling the space
between them with a composition of hard tin. The
shackle is screwed on to the exterior of the bush.
To connect together the ends of wire ropes, the
adjacent ends of the ropes are tinned and placed in
conical bushes, the ends of the wires are then bent
apart, the whole warmed in red-hot pincers, and the
ends cast out solid with a composition of hard tin,
after which the bushes are screwed to a central con-
necting piece.
This is practically the same method of securing
the end of a wire rope in a socket as that devised
nearly sixty years ago by Newall, which has been
already described.
Ordinary Rope Attachments.
A, B, c, D, and E, Fig. 151, illustrate the ordinary
forms of wire rope attachments in most general use.
A shows an arrangement of clamps with capel. The
end of the rope, it will be seen, is merely bent round
a gimbal ring or eye, and then covered with the
ROPE ATTACHMENTS
215
clamps. B is a capel ; the eye is in this case spliced
in as shown, c is a socket with hoops or rings, which
latter are driven on hot to shrink and tighten when
cold. D is a riveted socket, and E is a conical socket.
In the case of the three latter arrangements the
Capel Wire Conductors without Rivets.
Capel with Rivets.
Oonical Socket without Rivets.
FIG. 151. — Ordinary Forms of Wire Rope Attachments.
a
end of the rope must be somewhat enlarged to
conical shape, which can be conveniently effected by
turning back the wires layer by layer, and binding
them down with copper wire. As the first layers will
be the longest, and the others successively shorter, the
desired conical shape will be ensured.
2l6 AERIAL OR WIRE ROPE-WAYS
In the conical socket E the rope is first passed
through the bore in the head, enlarged as above
described, and drawn back until the conical enlarge-
ment engages in the conical portion of the bore.
Preserving Wire Ropes.
An important point in connection with the work-
ing of aerial or wire rope-ways is the lubrication
and other means to be adopted for preventing pre-
mature decay of the wire ropes.
As regards the preservative treatment most suit-
able for running and other wire ropes it may be
summed up in a few words to consist essentially in a
sufficiently abundant lubrication with a suitable oil,
grease, or other medium, at frequent and regular
intervals.
A great portion of the wear of the rope is due to
the cutting action of the wires against one another,
and this action can only be reduced by a judicious
application of an oil capable of permeating the rope.
Tests have demonstrated that an oiled rope will
stand from two to five times more bends than the
same rope unoiled.
The best unguent to employ is a matter upon
which some difference of opinion exists. One autho-
rity states* that he has found from practical experience
on a wire rope- way, extending over a number of years,
the best lubricant to be black West Virginia oil fed
on to the rope by automatic lubricators, about 3
gallons per month being used in this case on a line
of about 2 miles in length. On first starting work-
ing the line in question Swedish tar mixed with boiled
* See pp.. 110, 111.
PRESERVING WIRE ROPES 2 1/
linseed oil was tried with inferior results in every
way.
Linseed oil by itself is also recommended.
The following have also been employed or recom-
mended for the preservation or prevention of the
premature decay of wire ropes : —
The application of a coating of a mixture composed
of 6 parts of tar, 2 parts of linseed oil, and 2 parts
of tallow, melted and mixed together, and applied to
the rope whilst hot.
A coating of a solution of caoutchouc in caout-
choucine.
Passing the strands and the rope after closing
through receptacles containing mica grease, glissanto-
line, &c., to protect the core and the strands from
corrosion.
Winding a zinc wire between the steel wires to
prevent rusting of the latter.
Depositing on the rope a coating of cadmium by
electrolysis in a bath of ammonium sulphate, or of
the double salt of cyanide of cadmium and cyanide
of potassium, the anodes being of rolled cadmium ; a
coating of zinc, &c., being sometimes first deposited
on the rope and afterwards a coating of cadmium, or
the operation reversed.
A number of machines have been devised for clean-
ing wire ropes and for lubricating them, and the use
of some efficient cleaning and lubricating machine in
connection with a running wire rope is very desirable,
as the practice of applying the fresh lubricant upon
the uncleaned rope, and over the previously applied
oil, is not only extremely wasteful, but, owing to the
possible defects in the rope being thus concealed from
view, is one fraught with much danger.
One type of apparatus designed for cleaning and
218 AERIAL OR WIRE ROPE-WAYS
lubricating wire ropes comprises circular or cylin-
drical wire or hair brushes keyed on axles carried in
a vertical frame, and two plain rollers which have
spur or toothed wheels attached to them gearing with
other spur or toothed wheels secured to the wire or
hair brushes. The bearings are made movable to
allow of the introduction of the rope between the
brushes, and screws for regulating the pressure of the
brushes, and rollers engaging the rope are also pro-
vided ; the frictional contact of the rollers against the
rope imparts the necessary rotary motion to the cir-
cular brushes. As soon as the rope has been satisfac-
torily cleaned the wire brushes are removed, and are
replaced by hair brushes, or the latter are replaced by
barrels or drums covered with spongy material and
kept supplied with lubricant from an oil reservoir,
box, or hopper, or the brushing and lubricating opera-
tions may be performed simultaneously instead of
separately.
Another pattern of wire-rope cleanser and lubri-
cator, and one which is said to give very good results,
is that known as the vacuum. This apparatus, which
is chiefly characterised by its extreme simplicity,
consists of a spherical oil-box constructed in halves,
and surmounted by a gallery or ring running through
small wheels or rollers upon a circular path or race
on the oil-box. This gallery or ring contains a series
of radially adjustable wire brushes, the points of
which are pressed in between the strands of the rope,
and the spherical oil-box is formed with axial holes
to admit of the passage of the rope, a hinge joint
being provided upon one side and a screw fastening
on the other.
When the device is placed in position on the wire
rope, the latter will pass axially through the spherical
PRESERVING WIRE ROPES 2 19
oil-box and brush gallery or ring, and when the oil-
box is secured, and the rope travels through it, the
gallery or ring will be caused to revolve, and all the
accumulations of dirt and gummy oil will be scraped
off and removed, falling down outside the box.
The outlets of the oil-box are provided with stuffing
boxes fitted with split indiarubber packing rings, and
the arrangement is such that a suitable amount of
oil will be allowed to pass away with the rope.
The oil can be inserted into the box, the two parts
or halves of which form a fluid tight joint when closed,
through apertures fitted with screw plugs.
GENERAL MATTERS.
B
Directions for Uncoiling Wire Ropes.
SMALL ropes or cables are delivered in coils wrapped
in canvas, heavy ropes or cables are coiled on a
reel covered with wooden
staves.
To uncoil a rope off a
reel the latter should be
mounted in bearings in a
frame A as shown in Fig.
152, and the rope wound off
carefully on to the drum,
great care being taken to
avoid the occurrence of a
kink as shown at B, Fig.
153, which is a serious
matter in a wire rope, and
likely to remain always a
weak place during the life
of the rope.
Coils of rope should
never be uncoiled by hand
FIGS. 152, 153, 154, and 155. in the manner indicated at
Methods of Uncoiling Wire Rope. c, Fig. 154; they should
be placed on a wheel as
shown at D, Fig. 155, so that the whole coil can be
turned during coiling off.
220
GENERAL MATTERS 221
To Remove a Kink from a Wire Rope.
In transporting wire ropes in mountainous dis-
tricts, more especially when such transportation has
to be effected upon the backs of mules,"* they are very
liable to get kinked.
To remove a short kink successfully it is recom-
mended to fasten two clamps to the rope, one on
either side of the kink, with just room to use a mallet
freely. Then by unbending the kink in the direction
in which it is formed, whilst at the same time twisting
the rope with the clamps into proper shape, and
setting down with a mallet, the worst kink can be
taken out so that it cannot be noticed. Trying to
pull or hammer out a kink will only make it worse,
and weaken the rope more than if it were left in.
Estimate for Wire Rope- Way.
The following particulars are recommended by
Mr Carrington to be sent when a definite estimate for
a wire rope -way is required : —
Length of line from end to end.
Does the line go straight from end to end ? If
not, state the number and degrees of angles.f
Approximate section of ground to be passed
over 1 J
The quantity to be carried per hour, and the char-
acter of material to be transported ?
* See p. 109.
t It is recommended in all cases where possible that the
rope-ways should run in a straight line from end to end. See
p. 14.
I If possible a detailed section should be sent, but in many
cases a simple pen and ink sketch giving the leading dimen-
sions is sufficient.
222 AERIAL OR WIRE ROPE-WAYS
Is steam or water power available, and if so, state
amount ?
Is timber available on the spot for the construction
of terminal frames and posts ? *
For the guidance of those getting out such parti-
culars, it may be stated that any divergence from the
straight line should be made in the form of an angle,
and not in a curve ; and where motive power is
available at the point where this divergence is made,
the angle can be constructed without additional cost.
Where possible it is preferred to place the driving
power at the delivering terminus of the rope-way, but
this is not essential.
The most convenient apportionment of the loads is
as follows : —
For a 50 ton line 100 Ibs. to 120 Ibs. load.
„ 100 „ 120 „ 170 „
„ 200 „ 170 „ 250 „
» 300 „ 400 „ 440 „
These loads are not absolutely necessary, but when
adopted will enable the cheapest form of rope-way to
be used.
Approximate Price List for Wire Rope- Ways
on the Carrington Endless-Rope System.
The following list will enable the reader to form an
idea of the cost of any rope -way he may contemplate
erecting, but as the price varies greatly according to
the ground passed over and the material to be trans-
ported, it must be borne in mind that the amounts
given are purely approximate.
* The above portions are recommended to be constructed
in timber, but where necessary can be supplied in iron or steel.
GENERAL MATTERS
223
50 Ton
per Ten
Hours
Line.
100 Ton
per Ten
Hours
Line.
200 Ton
per Ten
Hours
Line.
1. Rope, pulleys, and rolling stock
£
£
£
for a length not exceeding 1
mile, per mile -
310
460
580
'2. Driving and tightening gears
with shunt rails for a rope-way,
1 mile or less in length -
60
130
170
3. Rope, pulleys, and rolling stock
for a length not exceeding 3
miles, but over 1 mile, per mile
340
490
620
4. Driving and tightening gears
with shunt rails for a rope-way
not exceeding 3 miles in length,
but over 1 mile
120
250
300
5. Angles giving any degree of de-
viation, each -
25
35
45
6. Packing, &c., about -
20 to 30
30 to 40
40 to 50
To which must be added the cost of wood posts
and engine power. The former average about thirty
per mile, and on level ground are about 15 feet high,
costing from £4 to £5 each ; irregularities of level
will cause a corresponding variation in the heights of
the posts.
The amount of engine power necessary varies
under all circumstances. Reference to the descrip-
tions of lines at work will give a fair idea of the power
required for various services.
It must be understood that the wood frames for
carrying the terminal gears and shunt rails are not
included in the above prices. But otherwise these
prices would usually be found to be rather in excess of
a final estimate made on receipt of full particulars.
Rope-ways for lengths under half a mile should be
specially estimated for.
To illustrate the proper method of estimating from
224 AERIAL OR WIRE ROPE-WAYS
above prices, the following examples will be found
useful, viz. : —
1. Cost required for a rope- way three-quarters of a
mile long to carry 50 tons per ten hours with one
angle.
Rope, pulleys, and rolling stock as per No. 1, £310
per mile, or for three-quarters of a mile, £232. 10s.,
and terminal gear, &c., as per No. 2, £60, and with
curve as per No. 5, £25. Total cost, £317. 10s.
2. Cost required of a rope-way 2 miles long to
carry 100 tons per ten hours as per No. 3. Rope,
pulleys, and rolling stock will cost £980, and as per
No. 4, driving ge^ar, &c., will cost £250. Total,
£1,230.
Packing is only necessary for export.
The cost of several of the different installations
described in previous chapters has been also given,
which will assist in forming a rough estimate of the
probable outlay that would be required for the erec-
tion of a wire rope-way in various situations, and
to perform certain specific duties, arid the working
expenses of the lines which have been likewise added,
in several instances, will enable an idea to be gained
of the possible saving, in the cost of the transportation
of materials, that could be effected by the use of an
aerial or wire rope -way.
Horse-Power Necessary to Propel 1,000 Ibs.
at Various Speeds and up Various Grades
at Same Speeds.
(Consolidated Telpherage Company.)
The traction per 1,000 Ibs. assumed in this table
is 10 Ibs. On any but a very good rail the traction
will be more than this, and the power required by
GENERAL MATTERS
225
10
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OCOi— iCOOlt^OlOOCOOO"^O5
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226
AERIAL OR WIRE ROPE-WAYS
table should be correspondingly increased. If the
traction is just 10 Ibs., a car will roll down a one
per cent, grade without accelerating its velocity. In
fact an experiment of this kind would determine
approximately what the traction is.
Flexible Steel Wire Ropes (Bullivant).
1
FLEXIBLE STEEL WIRE ROPE,
6 Strands, each 12 Wires.
EXTRA FLEXIBLE STEEL
WIRE ROPE, 6 Strands,
each 24 Wires.
SPECIAL EXTRA FLEX-
IBLE STEEL WIRE
ROPE, 6 Strands,
each 37 V\ ires.
I
£
t
-^«-o
1
1
1
S
'« .
If Jl
B
la
•o'S
Is «
I
5
ti
*g>ll
!»
ll
l|
H Is
Q
J
it
*»«•&
s»i*
1!
C JH
H
i'l
o ®
n UM
H
11
.2
K
t*
«sll
E
H
1
1
E
m
Inches.
Lbe.
Inches.
Ton?.
Lbs.
Tons.
Lbs.
Tone.
Ins.
1
•63
6
If
•88
3J
—
—
1
if
1-06
H
4
1-55
5
—
—
1|
if
1-44
9
4
1-88
7^
2-0
8
14
ij
2-0
10)
51
2-68
9|
2-88
11
l|
2
2-44
12
7
3-78
13
4-0
14J
2
2J
3-37
131
9
4-75
16J
5-2
171
2i
2i
4-19
15
12
5-31
201
6-3
22"
2i
2*
5-25
161
15
6-12
24"
6-81
261
23
3
6-25
18"
18
8-0
281
8-81
32J
3
31
7-06
191
22
9-37
34
10-38
36J
3J
84
8-25
21"
26
10-75
39
11-9
43
31
3|
9-87
221
29
12-19
451
13-5
50
3|
4
11-25 24
33
13-62
51j
15-3
561
4
4i
12-35 251
36
15-69
59
17-12
65
4J
4J
13-44 27
39
17-75
65
19-0
701
41
*1
19-88
74
21-69
79
4f
5
22-5
821
24-38
88
5
GENERAL MATTERS
227
Table of Round Steel Wire Ropes for Mining,
Hauling, Winding, and Similar Purposes.
Showing the breaking strains obtained from different
qualities of Wire Eopes, the weight per fathom being the same
for all qualities (Bullivant).
Size
Circum-
ference.
Diameter.
"Crucible"
Steel.
Best Selected
Improved
"Crucible"
Steel.
Best Selected
"Mild
Plough "
Steel.
Best Selected
"Extra
Plough "
Steel.
Approxi-
mate
Weight
per Fathom.
B.S.
B.S.
B.S.
B.S.
Inches.
Inches.
Tons.
Tons.
Tons.
Tons.
Lbs.
H
1 3
3FS
4I
4}
5J
5i
If
i*
6^
6|
n
7J
2*
i|
9
Tfr
8J
8|
9i
101
3|
H
1
11
11|
12j
i4
4
21
1 1
TF
UJ
15
161
18
5J
2I
1 3
TF
17i
18J
20
221
6|
23
7
F
211
221
24f
27i
7*
3
.«
24j
26|
29
31f
9
31
i
29j
3I|
35
38
10J
3}
iTV
341
36|
40J
44J
13
3}
1A
39^
42
46
50f
l*i
4
i|
451
481
53
58
164
4i
if
52J
56
611
67
17}
4i
1A
574
61
67
73
20
4|
li
65
69
76
83
22
5
i«
72
76
83
92
25
The diameter of drums and sheaves should be about thirty times
the circumference of the rope.
For shaft winding at high speed one-tenth of the breaking strain
of a rope is sometimes taken as a fair working load. For inclines,
the proportion of load to breaking strain varies according to gradient
conditions, and friction should be allowed for.
228
AERIAL OR WIRE ROPE-WAYS
Breaking Strains of Steel Wire (Ryland).
S.W.G.
Annealed.
Bright.
Lbs.
Lbs.
0000000
13,611
20,310
000000
11,722
17,583
00000
10,159
15,243
0000
8,712
13,067
000
7,534
11,302
00
6,593
9,891
0
5,726
8,573
1
4,901
7,351
'2
4,127
6,221
3
3,458
5,187
4
2,930
4,395
5
2,447
3,672
6
2,007
3,011
7
1,668
2,530
8
1,393
2,091
9
1,130
1,694
10
893
1,339
11
734
1,099
12
590
884
13
461
691
14
349
523
15
284
424
16
223
334
17
170
256
18
128
188
19
87
130
20
72
106
INDEX
A BSORBER power, 173
J^\. Adam, Wybe, wire rope-
way, 1
Advantageous applications of
the endless-rope system, 7
Advantages and disadvantages
of electricity for driving aerial
rope-ways, 68, 69
of Hallidie clip or saddle,
26, 27
of use of friction grip or
coupling, 42, 43
of telpherage, 70-72
of wire rope-ways —
for coal mining, 2
for forming piers, 5, 6
for open-pit mining, 2, 3,
182
for placer mining, 2, 3
for removal of produce
from land, 3, 4, 128-
135
for unloading or loading
ships, 5, 6, 169, 170,
191
general, 1, 2
in factories, 4, 5
on beetroot farms, 3,
132
on sugar-cane estates, 3,
4, 128-135
Aerial dump, 185, 186
Aerial or wire rope- ways —
application of, 1-6
details of construction, 13-69
different systems of, 612
electrically driven, 70-99,
173-177
examples of installations of,
on the running or endless
rope system, 130-132
examples of installations of,
on the fixed carrying-rope
system, 133-177
miscellaneous information,
201-228
preserving wire ropes of,
216-219
splicing and securing wire
ropes for, 209-216
Africa, South, wire rope-ways
in, 168-171
Albert lay of wire rope, 20,
21
Alder Gulch, wire rope-way at,
186-187
Almeria, wire rope-way in, 136-
141
Alps, Italian, wire rope-way in,
166, 167
Alzon, wire rope-way at, 101-
103
America, use of endless - rope
system in, 8
229
230
INDEX
America, installation on telpher
system in, 174-177
installations for hoisting and
conveying in, 182-188
wire rope-ways in, 174-177,
182-188
Ampere, N.J., U.S., installation
on telpher system in, 174-177
Angle stations. See Power and
angle stations
Apparatus for cleaning and
lubricating wire ropes, 217, 219
Applications of endless - rope
system, advantageous, 7
of wire rope- ways, principal,
2-6
Apportionment of loads, most
convenient, 222
Approximate prices of wire rope
ways, 222-224
section of ground, 221
Arc parallel, blocking arrange-
ments for telpher line on,
181-183
Artificial manure works, wire
rope-way at, 125
Ascensive power of balloon,
working aerial way by, 67, 68
Attachments, ordinary rope, 214-
216
Australia —
installations for hoisting
and conveying, 188-191
wire rope-way on sugar
plantation in, 133-135
Automatic lubricator, use of, on
wire rope-way, 110, 217, 218
T)ADOVALLE, wire rope in
use on aerial way at, 20,
21
Bags of sugar, wire rope-way for
transport of, 131, 132
Bag, sugar, carrier, 62
Bale carrier, 61
Balloon, working aerial way by
means of, 67, 68
Barytes mine, wire rope- way at,
123, 124
Basket carrier receptacle, 59
Beauley. See Farley Forest
Bedlington. See Roe & Bed-
lington
Beer system, method of sup-
porting ropes in, 29
system, installation of wire
rope- way on, 141-146
Beetroot farms, advantages of
wire rope- ways on, 3, 132
farms, wire rope- ways on, 132
Belgium, wire rope- ways in, 141-
146
Bell, Lieut. C. E., on coaling
vessels at sea, 191-193
Best types of carrier trucks,
runners, or saddles, 35
method of supporting carry-
ing ropes at standards,
145, 146
Bins, storage, 135
Black West Virginia oil for
lubricating wire rope- way, 111
Blast furnaces, wire rope-ways
at, 141-146, 149-151
Bleicherfc, arrangement of, for
driving wire rope-way, 65, 66
claw-locking grip or coupling
of, 53-57
friction grip or coupling, 40
improvements in wire rope-
ways by, 9
knot or carrier collar of, 49,
50
INDEX
231
Bleichert, Otto, wire rope- way of,
136-141
securing wire rope to
shackle, method of, 214
wire rope-way, terminal of,
29, 30
Block arrangements for telpher
line, 75-87
electro-magnet or telpher
line, 83, 84
wires, method of mounting,
87, 88
Blondin, wire rope-way known
as the, 188
Boiled linseed oil, use of, for lubri-
cating wire rope-way, 110, 111
Boulders, removal of, in drag
buckets, 188
Boxes, carrier, for endless or run-
ning rope system, 22-27
Brake, arrangements of, for
telpher line, 95-97
gear, 109, 110, 136, 155,
156, 164
lever, preferable, 110
screw-down, disadvantages
of, 109, 110
wooden, 136
Brass foundry, installation on
telpher system at, 174-177
Brazil, wire rope-way in, 122,
123
Brickworks, wire rope-ways at,
174
Bridges, installation of wire rope-
ways for erecting, 189-191
British Government, gunpowder
cask carriers used by, 60, 61
Buckets, self -filling grab, 186
drag, 187
Building operations, temporary,
wire rope-way for, 100-106
Bullivant & Co. Ltd., wire rope
for aerial ways, 20, 21
wire rope-ways constructed
by, 104-106, 112-135, 146-
148, 153-173, 188-191
wire rope tables, 226-228
CADMIUM, use of, for pre-
\^s serving wire ropes, 217
Calculate strains on carry-
ing rope, to, 201-206
California Wire Works, rope
made at, 108
Canada, wire rope way in, 186
Cane, sugar, carrier, 61
sugar, wire rope-way for
transport of, 128-135
Cannon, carrier for transporting,
61
Caoutchouc, use of, for pre-
serving wire ropes, 217
Caoutchoucine, use of, for pre-
serving wire ropes, 217
Capacity of transport on endless-
rope system, 7-9
of transport on fixed-rope
system, 9
Cape de Verde Islands, wire
rope- way at, 112-116
Capel. /See Clamps
Cape Town, wire rope tramway
at, 168, 169
Carignone terminus of Monte
Penna rope way, 163
Carrier boxes or saddles for
running or endless rope system,
22-27
collars or knots, 46-50
for fall ropes, 183, 184
receptacles or vehicles, 57-63
232
INDEX
Carrier receptacles or vehicles.
See also Examples of Installa-
tions
to stop at any point on line,
56,57
trucks, runners, or saddles,
35-39
Carriers or trucks, telpher, 98,
99
Carrington, W. T. H., classifica-
tion of wire rope- ways by, 6
improvements in wire rope-
ways by, 8, 9
installations of wire rope-
ways designed by, price
of, 222-224
saddle for running - rope
system, 24
Carrying rope —
endless or running, examples
of system, 100-132
endless or running, methods
of supporting at stan-
dards, 7, 21, 22, 108,
145
fixed, examples of system,
133-177
fixed, methods of supporting
at standards, 104, 132,
146-148, 153-173
to calculate strains on, 201-
206
Cartage, combination of, with
wire rope tramways, 131
Caserta, wire rope- way at, 162-
166
Cask carriers, 60
Cement works, wire rope- ways
at, 122, 123, 151-158
Ceretti £ Tanfani friction coup-
ling, 43-46
Ceylon, wire rope-way in, 102
Chalk pits, wire rope-ways at,
135, 136
Charcoal, wire rope- ways for con-
veying, 149-151, 162-166
Cheapest method of working
wire rope tramways, 66, 67
Chemical works, wire rope-ways
at, 125
Chinese, use of rope- ways by, 1
Choice of system of wire rope-
way, care required in, 7
Circuit closer for telpher line,
88
Clamps with capel, 214-216
Claw-locking grips or couplings,
53-57
Cleaning, or cleansing wire ropes,
machines for, 217-219
Climbing up to wire rope-way,
method of, 110
Clip or saddle, the Hallidie, 25-27
Coal depot, wire rope-way at,
112-116
mine, wire rope- way at, 127,
128
mining, wire rope-way for, 3
wire rope tramways for
transport of, 104-106,
127-128, 158-162
Coaling steamer at sea, wire rope-
way for, 191-200
Coast of the Mediterranean, wire
rope- way at, 136-141
of South Africa, wire rope-
way as pier on, 169, 170
Coating of zinc, depositing on
wire ropes, 217
Coefficients of inclination, 207,
208
Collier, wire rope-way for coal-
ing steamer from, 191-200
Cologne. See Pohlig, J.
INDEX
233
Combination of cartage with wire
rope-ways, 131
Conical socket wire rope attach-
ment, 216
Consolidated telpherage system,
98,99
Contact maker. See Circuit closer
Controlling telpher train, method
of, 89-97
Convenient apportionment of
loads, 222
Conveying goods between vessels
and shore, wire rope-way for,
5, 112-117
hoisting and lowering, wire
rope-ways for, 13-15, 39,
40, 178-191
Coronel, Puerto del, power and
angle station at, 139
Corporation, Cape Town, wire
rope- way for, 168, 169
Cory Brothers •& Co., wire rope-
way of, 112-116
Cost of transport per ton mile on
endless rope system, 8, 9
of transport on fixed rope
system, 12
of wire rope-ways, prime
and working, 8, 9, 12, 101,
102, 111, 112, 116, HI,
146, 151, 158, 162, 166
Coupling or connecting truck to
hauling rope, 56
Couplings or grips —
claw-locking, 53, 57
for steep gradients, 41-46,
54-57
friction, 39-46
pawl-locking, 50-53
wedge-locking, 53
Cradle sack carrier, 59
sugar-cane carrier, 61
Crane, floating, wire rope-way to
carry goods from, to shore,
116, 117
worked by wire rope-way.
See Driving
Cranes, driving of, by wire rope-
ways, 5, 6, 112-118
Cretin. See Thiery
Cumberland, wire rope-way in,
123, 124
Curves, arrangements for round-
ing, 30, 34, 35, 222
Custom-house, wire rope-way at,
131, 132
Cyanide of potassium, preserving
wire ropes with, 217
DANGER of not cleaning
wire ropes before oiling,
217
Danzig Chronicles, description of
rope-way, 1
Decay of wire ropes, prevention
of, 216-219
Definite estimate of wire rope-
way, particulars required for,
221, 222
Demerara, wire rope- way in, 4,
128-132
Desirability of cleansing wire
ropes before lubricating, 217-
219
Details of construction, 13-69
Different systems of aerial or
wire rope- ways, 6-12
systems of aerial or wire
rope-ways, installations
on, 100-200
Directions for uncoiling wire
rope, 220
234
INDEX
Disadvantages of electricity as a
driving power, 68
Disc grip or coupling, 39-40
Disconnecting arrangement for
pawl grips, 51-53
Disengaging. See Disconnecting
Divergences from straight line
how they should be made, 30,
222
unit telpher carriage, 99
Double-wheeled truck or runner,
37
Drag bucket for placer mining,
187
Driving by electricity, 64, 69,
70-99
by gravity, 64, 66-67, 133-
135, 136, 147, 154, 179
by power of balloons, 67, 68
by steam, 64, 65, 106, 113,
117, 120, 127, 128, 132,
136, 140, 144, 147, 161,
184
by water, 64, 121, 128, 164,
drums, 64, 114, 138, 144,
155, 160, 164, 184
gear, 64-69,70-99, 113, 114,
138, 139, 142, 155, 156,
161, 164, 169, 179, 184,
196
Drop lubrication for wire rope-
way, 111
Drum, driving. See Driving
drums
Dump, aerial, 185, 186
Dumping device, 33, 34
Dye-works, wire rope-ways at, 5
EARTH, wire rope-ways to
remove, from trenches,
2,3
Earth deposits in river beds, wire
rope-way for handling, 3,
186
Eccentric. See Pawl - locking
grips or couplings
Electrically - driven wire rope-
ways, 70-99, 173, 177
Electric Company's Work,
telpher installation at, 174-
177
Electricity, use of, as a motive
power, on wire rope-ways, 68,
69, 70-99, 173-177
Electrolysis, deposition on wire
ropes of preservative coating
by, 217
Emborough, wire rope-way at,
119, 120
Endless or running rope system
of wire rope-ways, the, 7-9,
19-22, 100-132
examples of installations on,
100-132
method of supporting rope
at standards, 7, 21, 22,
108, 145
prices of, 222-224
wire ropes for, 19-22, 101,
135, 139, 142, 150, 159,
162, 190, 191
End of terminal of wire rope-
way, 29-35. See also Examples
of installations
England, wire rope-ways in, 104,
106,119,120,123-128,146-148,
158-162, 173-174
Erection of wire rope - ways,
choice of proper system, 7
Esperance - Longdoz Co., wire
rope-way of, 141-146
Estates, sugar, wire rope-ways
on, 128-135
INDEX
235
Estimate for wire rope- way —
particulars required for, 221 ,
222
to make approximate, 222-
224
Examples of installations of wire
rope-ways —
on the fixed carrying rope
system, 133-177
on the running or endless
rope system, 101-132
Expenses of wire rope -ways.
See Cost
FACTORIES, wire rope ways
at, 5, 125-128, 158-162,
174-177
Fall ropes for wire rope-way
arranged for hoisting and con-
veying, 38, 39, 178-200
Farley Forest, installation at,
146-148
Farm produce, wire rope ways
for removal of, 3, 4, 128-
135
Fernie -wire rope-way, wear of
rope through grips or couplings
on, 43
Finishing off splice, method of,
211
Five-strand wire rope, to splice,
209
Fixed carrying-rope system, 9-12,
examples of installations on,
133-177
methods of supporting at
standards, 10, 28, 29-145,
146
wire ropes or lines for, 27-
35, 133-177
Flexible rope table, 226
Floating crane, wire rope-way to
convey goods from, to shore,
116, 117
Fort Bath, wire rope-way at, 132
Fortifications, wire rope-way at,
167, 168
Forts. ' See Fortifications
Foster. See Tilly Foster
France, wire rope-way on run-
ning-rope system in, 100-103
wire rope-way on fixed rope
system in, 135, 136, 151-
158
Friction grips or couplings, 39-46
grips or couplings for steep
gradients, 41, 42
Fuel, wood, wire rope-way for
transport of, 106-112
coal, wire rope- way for trans-
port of, 112-116, 127,128,
158-162
Furnaces, Middlesbrough, in-
stallation at, 104
wire rope- ways at, 141-146,
149 151
GARRUCHA, wire rope- way
at, 136-141
Gaslight Co., wire rope-
way of, 158-162
works, wire rope- ways at,
158-162
General table of round wire ropes,
227
Germany, wire rope made from
special steel from, 108
Gibraltar, wire rope- way at, 167,
168
Giesen, wire rope- way at, 43
Glissantoline, use of, for preserv-
ing wire ropes, 217
236
INDEX
Glynde, telpher line of wire rope-
way at, 173, 174
Gold mining, use of wire rope-
ways for, 178-188
Goods carriers, 57-62
wire rope-way to convey,
between floating crane
and shore, 116, 117
wire rope-way to convey,
between vessel and ware-
house, 5, 112-118, 181
textile, carrier, receptacle
for, 51-60
wire rope-way at fortifica-
tions for transport of,
167, 168
Gourjon system of wire rope-
ways, 100-103
Governing arrangements for tel-
pher line, 89-97
Grab buckets, self -filling, 186
Granite quarries, wire rope-way
at, 119, 120
Gravity, working wire rope
tramways by power of, 11,
12, 66-68
Great Transylvanian wire rope-
way, the, 149-151
Grenoble, wire rope- ways at, 101,
151, 152
Grips or couplings —
claw-locking, 53-57
for steep gradients, 54-57
friction, 39-46
friction, for steep gradients,
41-46
pawl-locking, 50-53
wedge-locking. 53
Grooved driving drum, 64, 65
Guatemala, wire rope-ways in, 4,
128-132
Gunpowder cask carrier, 60
HALLIDIE clip or saddle,
25-27, 105
improvements by, in
wire rope-ways, 8
Hauet, A., system of wire rope
tramways of, 135, 136
Hilly country, advantages of
wire rope-ways in, 1-2
Hodgson, C., system of wire rope-
ways of, 7
special arrangement of rope-
way of, 34
Hoisting and conveying loads,
wire rope-ways for, 13-15, 39-
40, 178-191
Holland, wire rope tramway in,
132
Hong Kong, wire rope-way at,
171
Hopper tower for placer mining,
187
Horse-power to propel loads up
an incline, 224-226
Huddersfield, wire rope-way at,
127, 128
Hungary, wire rope-way in, 149-
151
IMPROVED system of tel-
pherage, 74-99
Inclination, table of co-
efficients of, 207, 208
Inclines, steepest practicable, for
endless-rope system, 7
steepest practicable, for fixed-
rope system, 9
India, wire rope- way in, 120-122
Information, miscellaneous, 200-
228
Installations of wire rope-way on
running-rope system, 100-132
INDEX
237
Installations of wire rope-way on
fixed-rope system, 133-177
Insulator for use on telpher line,
97,98
Introductory, 1-6
Iron ore mines, wire rope-ways
at, 136 141, 171-173
posts or standards, 13-19
Italian Alps, wire rope-way in,
166, 167
Italy, wire rope- ways in, 162-166
T ALLA, Mount, wire rope-
| way at, 151, 152
Jamaica, wire rope-ways
in, 4, 128-132
Japan, wire rope- way in, 171-172
Jenkin, Professor Fleeming, in-
vention of the telpher system
by, 70
experiments on telpher
system by, 174
Joints or splices of wire ropes,
142, 143, 204-211
Junction of three lines of wire
rope- ways, 130
Junctions for wire rope-way, tem-
porary, 30
Jundiahy, wire rope-way at, 122,
123
" T^EARSAGE," testing of
J_\^ coaling apparatus on,
194
Kinking of wire ropes during
transport, 109
during unwinding, 220
Kink, short, to remove from a
wire rope, 221
Knot, star, the, 46, 47
Knots or carrier collars, 46-50
LAKE SUPERIOR District,
wire rope- way in, 186
Lancashire, wire rope-
ways in, 5, 125
Land, removal of produce from,
by means of wire rope- way, 3,
4, 128-135
Lang lay of wire rope, so-called,
20, 21
Lead mines, wire rope-way at,
153-158
Leschen standards, 15-17
terminals, 30-33
dumping device, 33, 34
Lifting and conveying. See
Hoisting and conveying
Lineff, experiments of, with
telpher line, 174
Lines for fixed carrying rope
system, 27-35
for running or endless rope
system, 19-22
Linoleum works, wire rope-way
at, 128
Manufacturing Company.
See above
Linseed oil, boiled, use of, on
wire rope- ways, 110, 111
Liquid carrier, 60
Lismore, installation at, 189, 191
Loading stations, 27-35. See
also Examples of installations
vessels, wire rope-ways for,
5, 6, 112-118, 180, 181
Loads, convenient apportionment
of, 222
Locking grips or couplings —
claw, 53-57
INDEX
Locking knots or carrier collars
for, 46-50
pawl, 50-53
London, wire rope-way near, 125
wire rope- way in, 158-162
Lowering carrier receptacle,
carriage or truck for, 38, 39
Low, Hon. P. B., plan for coaling
vessels at sea, 194, 195
Lubricating wire ropes, 110-111,
216-219
wire ropes, machines for,
217-219
M
ACHLNES for cleaning
and lubricating wire
ropes, 217-219
Madras, wire rope- way in, 120-
123
Manure works, artificial, wire
rope- way at, 125
" Marcellus," test of coaling
apparatus on. 196-200
Martinique, wire rope-ways in,
4, 128-131
Mauritius, wire rope- ways in, 4,
131, 132
M 'Do wall &, Piper apparatus for
coaling ships at sea, 200
Mediterranean coast, wire rope-
way to, 136-141
Metcalf plan for coaling vessels
at sea, 200
Method of supporting carrying
rope at standards, best, 145,
146
of supporting fixed carrying
rope at standards, the,
104, 132, 146-148, 153-
173
Method of supporting running
ropes at standards, 7, 21, 22,
108, 145
of working wire rope-way,
the cheapest, 66, 67
Mexico, wire rope- way in, 106-
112
Mica grease, use of, for preserving
wire ropes, 217
Middlesbrough, wire rope-way
on fixed- rope system at, 104
Middlesex, wire rope-way in,
128
Miller, S., on coaling vessels at
sea, 192, 195-200
Mills, wire rope- ways at, 106-
112, 127, 128
Minerals, carrier receptacles for,
57-59
Mines, wire rope-ways at, 2, 3,
116-118, 123, 124, 136-141,
149-151, 153-158, 171, 182-
188
Minimum interval, devices for
securing on telpher lines, 76-
90
Miscellaneous information, 200-
228
Modified arrangement of endless-
rope system, 8, 9
Montana, wire rope- way in, 186-
188
Monte Penna, wire rope-way at,
162-166
Motive power for wire rope- ways,
6469, 70-99, 106, 113, 117,
120, 121, 128, 132-136, 140-
184. See also Driving
Mountainous districts, transport-
ing wire ropes in, 108, 109, 221
Mountain, Table, wire rope-way
up, 168, 169
INDEX
239
Mount Jalla, wire rope-way up,
151, 152
Movable junction for wire rope-
ways, 30
shunt for wire rope-ways,
128-131
Mules, transport of rope by, 108,
109, 201
NETHERLANDS Land
Enclosui e Company, wire
rope- way of, 132
Newall, R. S., method of, for
securing wire ropes in sockets,
212
Newcastle on-Tyne, wire rope-
way at, 125-127
New South Wales, installation
in, 189, 191
New York, State of, wire rope-
way in, 182-186
New Zealand, wire rope-ways in,
116-118
Nine Elms Works, wire rope-way
at, 158-162
Northumberland, wire rope-way
in, 104-106, 125-127
OBACH system, method of
supporting rope in, 29
installations on, 149-151
Oil, black West Virginia, for
lubricating purposes, 216, 217
boiled linseed, for lubricat-
ing purposes, 217
Open pit mining, wire rope- way
for, 2, 3, 178-191
Operations, temporary building,
wire rope- way for, 105-106,
120-122, 188-191
Ordinary form of saddle or
runner, 35
rope attachments, 214-216
Ore. See Iron ore mines, Mines,
Original system of telpherage,
72-74
advantages of telpherage,
70-72
Ortuella, wire rope in use on
wire rope-way at, 20, 21
Otto knot or carrier collar, 47 49
improvements in wire rope-
ways by, 9
See also Bleichert-Otto
Overburden, in open-pit mining,
wire rope- way for removal of,
2, 3, 182-188
PARALLEL arc system,
blocking arrangements for
telpher line on, 81-83
Paris, wire rope-way near, 135,
136
Particulars required for estimate
for wire rope-way, 221, 222
Passenger carriers, 62, 63
Passengers, wire rope-way for,
167, 168, 171, 177
Pawl-locking grips or couplings,
50-53
Pendar de Bedar, power station
at, 139
Pendulum arms for supporting
fixed carrying rope, 28, 29,
145, 146
Pennsylvania, wire rope- way in,
188
Piedmont, wire rope-way in, 166,
167
240
INDEX
Piers, advantages of wire rope-
ways as, 5, 6
installations of wire rope-
ways as, 112-118, 169, 170
Pinerolo, wire rope- way at, 166,
167
Piper. See M 'Do wall
Placer digging, wire rope-ways
for, 2, 3, 178-191
mining. See above
Plantations, beetroot, wire rope-
ways on, 3, 128, 129
sugar-cane, wire rope-ways
on, 3, 4, 128-135
Platform carrier, 61
Plomosos, wire rope- way at, 106-
112
Pohlig, J., wire rope- way con-
structed by, 141
Portable installation of wire
rope- way, 132
temporary junctions, 34
Porte de France cement works,
wire rope-way at, 151-152
Port Louis, wire rope-way at,
131-132
Posts or standards, 13-19
for fixed carrying rope, 13-
19, 28, 29
for running or endless rope,
7,19
Posts or standards —
See also Installations on
various systems, 100-191
Power and angle stations, 113,
114, 137, 139, 144
absorber, 173. See also
Brakes
See also Driving, Curves
Premature decay of wire ropes,
prevention of, 216-219
Preserving wire ropes. See above
Price list of wire rope-ways,
approximate, 222-224
Prime cost of wire rope-ways.
See Cost, Price list, &c.
Principal applications of wire
rope-ways, 2-6
Print works, wire rope-ways at,
5, 125
Produce carrier receptacle, 59
farm, removal of, by means
of wire rope-way, 3, 4,
128-135
land, removal of, from, 3, 4,
128-135
Propelling loads up an incline,
224-226
Proper system of wire rope-way,
choice of, 7
Puerto del Coronel, power and
angle station at, 139
Pulleys for driving endless wire
rope, 64-66
Pulleys for supporting endless
running rope, 21-24, 26, 111
Puncheons, wire rope-ways for
transport of, 131-132
Pyrenees, wire rope- way in, 153-
158
QUARRIES, slate, wire rope-
ways at, 188
stone, wire rope-ways at,
119-121
Quartz quarry, wire rope-way at,
119, 120
ECEPTACLES or vehicles,
carrier, 57-63
See also Installations on
different systems
INDEX
24I
Releasing pawl grip or coupling,
arrangement for, 51-53
Removal of earth from trenches,
wire rope- way for, 178-191
of deposits from river beds,
wire rope- way for, 3,
186
of overburden in open-pit
mining, wire rope-ways
for, 2, 3, 178-188
of produce from land, 3, 4,
128-135
Remove a kink from a wire rope,
to, 221
Revue Universelle des Mines,
description of Beer system, 142
Mecanique. See Thiery and
Cretin
Richmond river, installation on,
189-191
River beds, handling deposits in,
3, 186
Roe & Bedlington, friction grip
or coupling of, 42
saddle for running - rope
system of, 23, 24
Rope attachments, ordinary, 214-
216
fixed, carrying system, the,
9-12
fixed, carrying system, in-
stallations on, 133-177
running, or endless system,
the, 7-9
running, or endless system,
installations on, 100-132
Ropes, wire, for fixed carrying-
rope system, 27-35
wire, for running-rope sys-
tem, 22-27
wire, joints or splices of,
142-144, 209-214
16
Rope- way, temporary, for loading
and unloading vessels, 5, 181
temporary, for coaling
steamer at sea, 191-200
Round wire ropes, general table
of, 227
" Roxburgh," test of apparatus
for coaling at sea on, 200
Rum puncheons, wire rope-way
for transport of, 131, 132
Runners or saddles for fixed
carrying rope, 35-39
Running or endless rope system,
the, 7-9
installations on, 100-132
method of supporting ropes,
7, 21, 22, 108
wire ropes or lines for, 19-22
Ryland, table of breaking strains
of steel wire, 228
SACK carriers, 59
Saddles for running or end-
less rope system, 22-27
or runners for fixed-
rope system, 35-39
Saddle with gripping jaws, 25
Safety hoist for telpher line, 175
trucks or runners, 37-39
Sand, wire rope-way for digging
and conveying, 186
" San Francisco," testing coaling
apparatus on, 194
Santa Maria di Capua, wire
rope-way at, 162-166
Saw-mills, wire rope- way at, 146-
148, 162-166
Scotland, wire rope- way in, 146-
148
Screw-down brakes, inconveni-
ence of, 109, 110
242
INDEX
Section of ground, necessity of
accurate, 14, 221
Securing wire ropes, 211-214
Self -filling grab buckets, 186
Seraing furnaces, wire rope-way
at, 141-146
Serena de Bedar, wire rope-way
at, 136-141
Series system, blocking arrange-
ments for telpher line on, 76-78
Shackles. See Sockets, securing
wire ropes in
Sheaves, cutting down rims of,
during working, 111
or pulleys for endless or run-
ning rope, 21, 22
Ships, conveying coal, &c., to
and from, 5, 181
temporary rope- way for load-
ing and unloading, 181
wire rope-way for coaling, at
sea, 191-200
Shunt, travelling, for use with
wire rope-ways, 129
Signals used on wire rope-ways,
141, 166
Sinaloa, wire rope-way in, 106-
112
Single fixed -rope system with
one carrier, the, 10, 11
unit telpher carrier, 98, 99
Six-strand wire rope, to splice,
209-211
Slate quarries, wire rope-ways at,
188
Sling cask carrier, 60
sack carrier, 59
wood carrier, 61
Smith, J. Bucknall, on the manu-
facture of wire, 19
Sockets, securing wire-ropes in,
211-214
Somersetshire, wire rope-way in,
173, 174
South Africa, wire-rope tram-
ways in, 168-171
Spain, use of endless or running
rope system in, 8
installation of wire rope-way
in, 136-141
Spans, limit of, on endless -rope
system, 7
limit of, on fixed carrying-
rope system, 9
Sparking, to prevent excessive,
on telpher lines, 73
Special arrangements of wire
rope-ways, 178-200
arrangements of fixed carry-
ing ropes, 33-35
Speed of wire rope- ways, 10, 11,
43
of wire rope- ways, governing
arrangements for, 95-97,
109, 110, 136, 155, 156,
164
of wire rope- ways, governing
arrangements on telpher
lines, 95-97
See also Installations on dif-
ferent systems
Splices, giving way of, in wire
ropes, 110, 142, 143
Splicing wire ropes, method of,
209-211
Staines, wire rope- way at, 124,
128
Standards or posts for wire rope-
ways, 7, 13-19, 28, 29
See also Installations on dif-
ferent systems
Star knot, 46, 47
State of New York, wire rope-
way in, 182-186
INDEX
243
Stations, power and angle, 113,
114, 137, 139, 144
terminal, 29-33, 114-115,
120, 136, 159
Steam, driving by. See Driving
Steamers, wire rope- way for coal-
ing from collier, 191-200
Steel wire —
breaking strains of, 228
ropes or lines, 19-22, 27-35
ropes, flexible, table of, 226
ropes, round, general table
of, 227
Steep grades, saddles for, 22-27
gradients, claw locking grip
or coupling for, 53-57
Stone, wire rope- way for transport
of, 119-121. See also Iron ore
mines
Storage bins, 135
Stores, wire rope-way for trans-
port of, 167, 168
Straight line, rope-way should
run in, 14, 221
Strains of steel wire, breaking,
228
flexible steel wire ropes,
breaking, 226
general, of round wire ropes,
breaking, 227
on carrying rope, to calcu-
late, 201-206
St Girons, wire rope-way at, 153-
158
St Imier, wire rope -way at, 101
St Kitts, wire rope-ways at, 4,
128, 131
St Louis, despatch of sand to,
186
Sugar bag carrier, 62
beetroot, farms, wire rope-
ways on, 3, 132
Sugar cane carrier, 61
cane plantations, advantages
of wire rope-ways on, 3, 4
cane plantations, travelling
shunt for wire rope-way
on, 129
cane, wire rope-way for
transport of, 128-131,
133-135
usine or factory, wire rope
tramway for conveyance
of workmen to, 171
Superior district, Lake, wire
rope- way in, 186
Supporting endless or running
rope at standards, methods of,
7, 21, 22, 108, 145
fixed carrying-rope at stan-
dards, methods of, 10, 28,
29, 145, 146
sheaves or pulleys for end-
less or running rope, 21-
24, 26, 111
sheaves or pulleys for round-
ing curves, 22
Survey for line of wire rope-way,
173, 174
Sussex, wire rope- way in, 173,
174
Swedish tar, use of, for lubri-
cating wire rope- way, 110, 111,
216
System, endless or running rope,
the, 7-9, 19-22, 100-132
fixed carrying rope, the. 9-1 2,
28, 29, 133-177
telpher electrical, 70-99,
173-177
telpher original, 72-74
telpher improved, 74-99
Systems of wire rope-ways, dif-
ferent, 6-12
244
INDEX
TABLE of breaking strains
of steel wire, 228
of coefficients of inclina-
tion, 207, 208
general, of round wire
ropes, 227
of flexible steel wire ropes,
226
Mountain, wire rope-way
up, 168, 169
Tallow, use of, for lubricating
wire ropes, 217
Tanfani. See Ceretti and Tan-
fani
Tar, Swedish, use of, for lubricat-
ing wire ropes, 110, 111, 216
Telpher carrier, single unit, 98, 99
carrier, double unit, 99
lines of wire rope-way, 173-
177
Telpherage, 70-99, 224-228
Temporary building operations,
wire rope tramway for use at,
100-103, 104-106
junctions for wire rope- ways,
30
work, wire rope-ways for,
100-106
Terminals for wire rope-ways,
29-35
Textile goods, carrier receptacle
for, 59
goods, installation of wire
* rope-way for carrying, 5,
119
Thiery and Cretin on calcu-
lating strains on carrying rope,
201-206
Three lines of wire rope-ways,
junction of, 130
Tiel, wire rope- way at, 100,
101
Tilly Foster Mines, wire rope-
way at, 182-186
Timber or bale carrier, 61
wire rope-way for transport
of, 106-112,146-148, 162-
166
Trains, telpher, method of con-
trolling distance between, 89-
97
Transporting cannon, 61
wire ropes in mountainous
districts, 108, 109, 221
Transylvanian wire rope-way, the
great, 149451
Travelling shunt for use with
wire rope-way, 129
Trenches, wire rope-way for re-
moving earth from, 2, 3, 178-
191
Truck or runner —
best form of, 35
safety arrangements, 37-39
to couple to driving or haul-
ing rope, 39-57
with double wheels, 38
Trucks, runners, or saddles, 35-39
Tupper, St R. G. O., on coaling
vessels at sea, 194
Two parallel fixed-rope system,
arrangement of, with numerous
carriers, 10
parallel fixed -rope system,
with two carriers, 11, 12
Type of motive power for wire
rope-way, most suitable, 64
T TNCOILING wire rope,
directions for, 220
Uncoupling pawl grip,
arrangement, for, 51-
53
INDEX
245
Unguents, best types, for use on
wire rope- ways, 110, 111, 216-
219
United States, endless-rope sys-
tem in, 8
telpher system in, 174-
177
wire rope -ways in, 178-
188
Unloading stations, 104, 169,
170 See also Terminals
vessels, wire rope-ways for
loading, &c., 5, 181
Uprights. See Posts or Standards
Usines. See Sugar estates
VACUUM machine for cleans-
ing and lubricating wire
ropes, 218, 219
Vajdahiinyad, wire rope-way at,
149-151
Vehicles, carrier receptacles or,
57-63
See also Installations on
different systems
Vessels, wire ropo-way for con-
veying goods between, and
warehouse, 5, 6, 180, 181
wire rope-way for loading
and unloading, 112-118,
180, 181
wire rope- way for permit-
ting, to be coaled at sea,
191-200
Villa Reforma, span of wire
rope- way at, 139
Virginia oil, black West, use of,
for lubricating wire rope-ways,
216, 217
WALSH, J. E., plan for
coaling vessels at sea,
195
Warehouse, wire rope tramway
to convey goods between, and
floating crane, 116, 117
wire rope tramway to con-
vey goods between, and
ship or vessel, 5, 6, 180,
181
War Office, wire rope- ways con-
structed for, 167, 168
Wasteful application of lubri-
cants on wire rope- ways, 217
Water power, working wire rope-
ways by, 97, 121, 128, 164
works, wire rope-ways at,
104-106, 168, 169
Wear of ropes on wire rope-ways,
20, 21, 39, 216
Weston, telpher line of wire rope-
way at, 174
West Virginia oil, black, use of,
for lubricating wire rope- way,
111, 216, 217
Winding zinc wire in wire rope,
217
Wire rope —
Albert lay, when new, 20
Albert lay, after use on wire
rope- way, 20, 21
Lang lay, so-called, patent,
20
ways, to estimate for, 221,
222
ways, different systems of,
6-12
ways, for coaling vessels at
sea, 191-200
ways, installations of, 100-
200
directions for uncoiling, 220
246
INDEX
Wire ropes —
for fixed carrying - rope
system, 27-35
for running or endless rope
system, 19-22
ordinary attachments for,
214-216
securing, in sockets, &c.,
211-214
splicing, 209-211
to remove a kink from, 221
to preserve, 216, 217
table, general, of round, 227
table, of flexible, 226
Wire, steel, breaking strains of,
228
Wood carriers, 61
Wood fuel, wire rope- way for
transport of, 106-112
See also Timber
Wooden posts or standards, 13-19
Work, temporary, wire rope-way
for, 100-103, 104-106
Working wire rope- way, cheapest
method of, 66, 67
See also Cost
Workmen, number required on
wire rope-way. See Installa-
tions of wire rope- ways
wire rope-ways for convey-
ance of, 171
"V7ORKSHIRE, wire ropo-
X ways in, 127, 128
z
INC, coating of, to preserve
wire ropes, 217
wire winding in wire
ropes, 217
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CIVIL, MECHANICAL, ELECTRICAL &> MARINE ENGINEERING. 21
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PETROL AIR GAS. A Practical Handbook on the Installation
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22 CROSBY LOCKWOOD & SON'S CATALOGUE.
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PRODUCER GAS PRACTICE (AMERICAN) AND
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RECOIL OF GUNS WITH RECOIL CYLINDERS, THE
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CIVIL, MECHANICAL, ELECTRICAL & MARINE ENGINEERING. 23
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SAILOR'S SEA BOOK* A Rudimentary Treatise on Navigation.
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24 CROSBY LOCKWOOD &•» SON'S CATALOGUE.
STATICS, GRAPHIC AND ANALYTIC* In their Practical
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Bowstring, and Suspension Bridges, Braced Iron Arches and Piers, and
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STATIONARY ENGINE DRIVING. A Practical Manual
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STATIONARY ENGINES. A Practical Handbook of their
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STEAM: THE APPLICATION OF HIGHLY SUPER-
HEATED STEAM TO LOCOMOTIVES. Being a reprint from a
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STEAM ENGINE. A Practical Handbook compiled with especial
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Steam Power. By HERMAN HAEDER, C.E. Translated from the German,
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STEAM ENGINE. A Treatise on the Mathematical Theory of,
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STEAM ENGINE. For the Use of Beginners. By Dr. LARDNER.
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CIVIL, MECHANICAL, ELECTRICAL & MARINE ENGINEERING. 25
STEAM ENGINE, A Text-Book on the Steam Engine, with a
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STEAM ENGINEERING IN THEORY AND PRACTICE.
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HISTORICAL — STEAM AND ITS PROPERTIES— APPLIANCES FOR THE GENERATION OF STEAM
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STRAINS, HANDY; BOOK FOR THE CALCULATION
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STRAINS ON STRUCTURES OF IRONWORK. With
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SUBMARINE TELEGRAPHS* Their History, Construction,
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SUPERHEATED STEAM, THE APPLICATION OF, TO
LOCOMOTIVES. See STEAM.
26 CROSBY LOCKWOOD & SON'S CATALOGUE.
SURVEYING AS PRACTISED BY CIVIL ENGINEERS
AND SURVEYORS. Including the Setting-out of Works for Construc-
tion and Surveys Abroad, with many Examples taken from Actual
Practice. A Handbook for Use in the Field and the Office, intended also
as a Text-book for Students. By JOHN WHITELAW, Jun., A.M.Inst.C.E.,
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SURVEYING WITH THE CHAIN ONLY — SURVEYING WITH THE AID OF ANGULAR INSTRUMENTS-
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OUT — TACHEOMETRY OR STADIA SURVEYING — TUNNEL ALIGNMENT AND SETTING OUT — SURVEYS
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JUNGLE, DENSE FOREST, AND UNMAPPED OPEN COUNTKV — TRIGONOMETRICAL OR GEODETIC
SURVEYS.
"This work is written with admirable lucidity, and will certainly be found of distinct value both
to students and to those engaged in actual practice. "— The Builder.
SURVEYING, LAND AND ENGINEERING* For Students
and Practical Use. By T. BAKER, C.E. Twentieth Edition, by F. E.
DIXON, A.M.Inst.C.E. With Plates and Diagrams. Crown 8vo, cloth
SURVEYING, LAND AND MARINE, In Reference to tte
Preparation of Plans for Roads and Railways ; Canals, Rivers, Towns'
Water Supplies ; Docks and Harbours. With Description and Use of
Surveying Instruments. By W. DAVIS HASKOLL, C.E. Second Edition,
Revised, with Additions. Large Crown 8vo, cloth 95.
" This book must prove of great value to the student. We have no hesitation in recommending
it, feeling assured that it will more than repay a careful study." — Mechanical World.
SURVEYING, PRACTICAL* A Text-book for Students Pre-
paring for Examinations or for Survey Work in the Colonies. By
GEORGE W. USILL, A.M.Inst.C.E. Eighth Edition, thoroughly Revised
and Enlarged by ALEX. BEAZELEY, M.Inst.C.E. With 4 Lithographic
Plates and 360 Illustrations. Large crown 8vo, 7&. 6d. cloth ; or, on
thin paper, leather, gilt edges, rounded corners, for pocket use, I2S. 6d.
ORDINARY SURVEYING — SURVEYING INSTRUMENTS — TRIGONOMETRY REQUIRED IN SURVEYING
— CHAIN-SURVEYING — THEODOLITE SURVEYING— TRAVERSING — TOWN-SURVEYING — LEVELLING —
CONTOURING— SETTING OUT CURVES— OFFICE WORK— LAND QUANTITIES— COLONIAL LICENSING
REGULATIONS — HYPSOMETER TABLES — INTRODUCTION TO TABLES OF NATURAL SINES, ETC. —
NATURAL SINES AND Co-SiNEs — NATURAL TANGENTS AND CO-TANGENTS — NATURAL SECANTS
AND CO-SECANTS.
SURVEYING, TRIGONOMETRICAL. An Outline of the
Method of Conducting a Trigonometrical Survey. For the Formation of
Geographical and Topographical Maps and Plans, Military Recon-
naissance, Levelling, etc., with Useful Problems, Formulas and Tables.
By Lieut.-General FROME, R.E. Fourth Edition, Revised and partly
Re-written by Major-General Sir CHARLES WARREN, G.C.M.G., R.E.
With 19 Plates and 115 Woodcuts. Royal 8vo, cloth i6s.
SURVEYING WITH THE TACHEOMETER. A Practical
Manual for the Use of Civil and Military Engineers and Surveyors,
including two series of Tables specially computed for the Reduction of
Readings in Sexagesimal and in Centesimal Degrees. By NEIL
KENNEDY, M.Inst.C.E. With Diagrams and Plates. Second Edition.
Demy 8vo, cloth Net ios. 6d.
SURVEY PRACTICE. For Reference in Surveying, Levelling,
and Setting-out ; and in Route Surveys of Travellers by Land and Sea.
With Tables, Illustrations, and Records. By L. D:A. JACKSON,
A.M.InstC.E. Third Edition. 8vo, cloth 12s. 6d.
CIVIL, MECHANICAL, ELECTRICAL & MARINE ENGINEERING. 27
SURVEYOR'S FIELD BOOK FOR ENGINEERS AND
MINING SURVEYORS. Consisting of a Series of Tables, with Rules,
Explanations of Systems, and Use of Theodolite for Traverse Surveying
and Plotting the work with minute accuracy by means of Straight Edge
and Set Square only ; Levelling with the Theodolite, Setting-out Curves
with and without the Theodolite, Earthwork Tables, etc. By W. DAVIS
HASKOLL, C.E. With numerous Woodcuts. Fifth Edition, Enlarged.
Crown 8vo, cloth 125.
TECHNICAL TERMS, ENGLISH-FRENCH, FRENCH^
ENGLISH': A Pocket Glossary ; with Tables suitable for the Archi-
tectural, Engineering, Manufacturing, and Nautical Professions. By
JOHN JAMES FLETCHER. Fourth Edition, 200 pp. Waistcoat- pocket
size, limp leather is. 6d.
TECHNICAL TERMS, ENGLISttGERMAN, GERMAN-
ENGLISH: A Pocket Glossary suitable for the Engineering, Manu-
facturing, arid Mining Industries. Compiled by J. G. HORNER,
A.M.I.Mech.E., in collaboration with ALFRED SCHLOMANN, Editor of
"Illustrated Technical Dictionaries in Six Languages." Waistcoat-
pocket size ... [In preparation. Price about Net 2s. 6d.
TECHNICAL TERMS, ENGLISH-SPANISH, SPANISH-
ENGLISH: A Pocket Glossary suitable for the Engineering, Manufactur-
ing, and Mining Industries. By R. D. MONTEVERDE, B.A. (Madrid).
316 pp. Waistcoat-pocket size, limp leather Net. 2S. 6d.
TELEPHONES: THEIR CONSTRUCTION, INSTAL-
LATION, WIRING, OPERATION AND MAINTENANCE. A
Practical Reference Book and Guide for Electricians, \Viremen, Engi-
neers, Contractors, Architects, and others interested in Standard Tele-
phone Practice. By W. H. RADCLIFFE and H. C. GUSHING, JR.
180 pages. With 125 Illustrations. Fcap. 8vo, cloth. Net 4S. 6d.
TELEPHONES: FIELD TELEPHONES FOR ARMY
USE: INCLUDING AN ELEMENTARY COURSE IN ELECTRI-
CITY AND MAGNETISM. By Lieut. E. J. STEVENS, D.O., R.A.,
A.M.I.E.E., Instructor in Electricity, Ordnance College, Woolwich.
Crown 8vo, cloth. With Illustrations ... ... ... ... Net 2s.
BATTERIES — ELECTRICAL CIRCUITS — MAGNETISM — INDUCTION — MICROPHONES AND RE-
CEIVERS— PORTABLE AND FIELD TELEPHONE SETS — SELF-INDUCTION, INDUCTIVE CAPACITY, ETC.
TELEPHONY. See WIRELESS TELEPHONY and WIRELESS
TELEGRAPHY.
THREE PHASE TRANSMISSION. See ELECTRICAL TRANS-
MISSION OF ENERGY.
TOOLS FOR ENGINEERS AND WOODWORKERS.
Including Modern Instruments of Measurement. By JOSEPH HORNER,
A.M.Inst.M.E., Author of "Pattern Making," etc. Demy 8vo, with
456 Illustrations J\et 95.
GENERAL SURVEY OF TOOLS — TOOL ANGLES — CHISEL GROUP— CHISELS AND APPLIED FORMS
FOR WOODWORKERS — PLANES — HAND CHISELS AND APPLIED FORMS FOR METAL WORKING —
CHISEL-LIKE TOOLS FOR METAL TURNING, PLANING, ETC. — SHEARING ACTION AND SHEARING
TOOLS— EXAMPLES OF SCRAPING TOOLS— TOOLS— RELATING TO CHISELS AND SCRAPES— SAWS-
FILES— MILLING CUTTERS— BORING TOOLS FOR WOOD AND METAL — TAPS AND DIES — PERCUSSIVE
AND MOULDING TOOLS— PUNCHES, HAMMERS AND CAULKING TOOLS— MOULDING AND MODELLING
TOOLS — MISCELLANEOUS TOOLS — HARDENING, TEMPERING, GRINDING AND SHARPENING, ETC., ETC.
28 CROSBY LOCKWOOD & SON'S CATALOGUE.
TOOTHED GEARING* A Practical Handbook for Offices and
Workshops. By J. HORNER, A.M.I.M.E. Second Edition, with a New
Chapter on Recent Practice. With 184 Illustrations. Crown 8vo, cloth
6s.
TRAMWAYS: THEIR CONSTRUCTION AND WORK-
ING. Embracing a Comprehensive History of the System ; with an
exhaustive Analysis of the Various Modes of Traction, including Horse
Power, Steam, Cable Traction, Electric Traction, &c. ; a Description of
the Varieties of Rolling Stock ; and ample Details of Cost and Working
Expenses, New Edition, thoroughly revised, and Including the Progress
recently made in Tramway Construction, etc. By D. KINNEAR CLARK,
M.Inst.C.E. With 400 Illustrations. 8vo, 780 pp. buckram ... 285.
TRUSSES OF WOOD AND IRON. Practical Applications
of Science in Determining the Stresses, Breaking Weights, Safe Loads,
Scantlings, and Details of Construction. With Complete Working
Drawings. By W. GRIFFITHS, Surveyor. Oblong 8vo, cloth 45. 6d.
TUNNELLING* A Practical Treatise. By CHARLES PRELINI, C.E.
With additions by CHARLES S. HILL, C.E. With 150 Diagrams and
Illustrations. Royal 8vo, cloth Net i6s.
TUNNELLING, PRACTICAL, Explaining in detail Setting-out
the Works, Shaft- sinking, and Heading-driving, Ranging the Lines and
Levelling underground, Sub-Excavating, Timbering and the Construction
of the Brickwork of Tunnels. By F. W. SIMMS, M.Inst.C.E. Fourth
Edition, Revised and Further Extended, including the most recent (1895)
Examples of Sub-aqueous and other Tunnels, by D. KINNEAR CLARK,
M.Inst.C.E. With 34 Folding Plates. Imperial 8vo, cloth ... £2 2s.
TUNNEL SHAFTS. A Practical and Theoretical Essay on the
Construction of large Tunnel Shafts. By J. H. WATSON BUCK,
M.Inst.C.E., Resident Engineer, L. and N. W. R. With Folding Plates,
8vo, cloth I2s.
WAGES TABLES. At 54, 52, 50 and 48 Hours per Week. Show-
ing the Amounts of Wages from One quarter of an hour to Sixty-four
hours, in each case at Rates of Wages advancing by One Shilling from
4-y. to 55-y. per week. By THOS. GARBUTT, Accountant. Square Crown
8vo, half-bound , 6s.
WATER ENGINEERING. A Practical Treatise on the Measure-
ment, Storage, Conveyance, and Utilisation of Water for the Supply of
Towns, for Mill Power, and for other Purposes. By CHARLES SLAGG,
A. M.Inst.C.E. Second Edition. Crown 8vo, cloth 75. 6d.
WATER, FLOW OF. A New Theory of the Motion of Water
under Pressure and in Open Conduits and its practical Application. By
Louis SCHMEER, Civil and Irrigation Engineer. 234 pages, with Illus-
trations. Medium 8 vo, cloth [Just published. Net us. 6d.
WATER, POWER OF. As Applied to Drive Flour Mills and to
give Motion to Turbines and other Hydrostatic Engines. By JOSEPH
GLYNN, F.R.S., etc. New Edition. Illustrated. Crown 8vo, cloth 2s.
CIVIL, MECHANICAL, ELECTRICAL &> MARINE ENGINEERING. 29
WATER SUPPLY OF CITIES AND TOWNS, By
WILLIAM HUMBER, A.M.Inst.CE. and M. I nstM.E., Author of "Cast
and Wrought Iron Bridge Construction," etc., etc. Illustrated with 50
Double Plates, i Single Plate, Coloured Frontispiece, and upwards of
250 Woodcuts, and containing 400 pp. of Text. Imperial 4to, elegantly
and substantially half-bound in morocco Net £6 6s.
LIST OF CONTENTS:— I. HISTORICAL SKETCH OF SOME OF THE MEANS THAT HAVE
BEEN ADOPTED FOR THE SUPPLY OF WATER TO ClTIES AND TOWNS — II. WATER AND THE
FOREIGN MATTER USUALLY ASSOCIATED WITH IT. — III. RAINFALL AND EVAPORATION. — IV.
SPRINGS AND THE WATER-BEARING FORMATIONS OF VARIOUS DISTRICTS. — V. MEASUREMENT
AND ESTIMATION OF THE FLOW OF WATER. — VI. ON THE SELECTION OF THE SOURCE OF
SUPPLY. — VII. WELLS. — VIII. RESERVOIRS. — IX. THE PURIFICATION OF WATER. — X. PUMPS. —
XI. PUMPING MACHINERY. — XII. CONDUITS. — XIII. DISTRIBUTION OF WATER. — XIV. METERS,
SERVICE PIPES, AND HOUSE FITTINGS. — XV. THE LAW AND ECONOMY OF WATER WORKS. —
XVI. CONSTANT AND INTERMITTENT SUPPLY. — XVII. DESCRIPTION OF PLATES — APPENDICES,
GIVING TABLES OF RATES OF SUPPLY, VELOCITIES, ETC., ETC., TOGETHER WITH SPECIFICATIONS
OF SEVERAL WORKS ILLUSTRATED, AMONG WHICH WILL BE FOUND : ABERDEEN, BIDEFORD,
CANTERBURY, DUNDEE, HALIFAX, LAMBETH, ROTHERHAM, DUBLIN, AND OTHERS.
" The most systematic and valuable work upon water supply hitherto produced in English, or in
any other language. Mr. Humber's work is characterised almost throughout by an exhaustiveness
much more distinctive of French and German than of English technical treatises." — Engineer.
WATER SUPPLY OF TOWNS AND THE CON-
STRUCTION OF WATERWORKS, A Practical Treatise for the
Use of Engineers and Students of Engineering. By W. K. BURTON,
A.M.Inst.C.E., Consulting Engineer to the Tokyo Waterworks. Third
Edition, Revised. Edited by ALLAN GREENWELL, F.G.S., A.M.Inst.C.E.,
with numerous Plates and Illustrations. Super-royal 8vo, buckram. 255.
I. INTRODUCTORY. — II. DIFFERENT QUALITIES OF WATER. — III, QUANTITY OF WATER TO BE
PROVIDED. — IV. ON ASCERTAINING WHETHER A PROPOSED SOURCE OF SUPPLY is SUFFICIENT. — V.
ON ESTIMATING THE STORAGE CAPACITY REQUIRED TO BE PROVIDED. — VI. CLASSIFICATION OF
WATERWORKS. — VII. IMPOUNDING RESERVOIRS. — VIII. EARTHWORK DAMS. — IX. MASONRY
DAMS. — X. THE PURIFICATION OF WATER. — XI. SETTLING RESERVOIRS. — XII. SAND FILTRA-
TION.— XIII. PURIFICATION OF WATER BY ACTION OF IRON, SOFTENING OF WATER BY ACTION OF
LIME, NATURAL FILTRATION. — XIV. SERVICE OR CLEAN WATER RESERVOIRS— WATER TOWERS —
STAND PIPES.— XV. THE CONNECTION OF SETTLING RESERVOIRS, FILTER BEDS AND SERVICE
RESERVOIRS.— XVI. PUMPING MACHINERY. — XVII. FLOW OF WATER IN CONDUITS — PIPES AND
OPEN CHANNELS.— XVIII. DISTRIBUTION SYSTEMS.— XIX. SPECIAL PROVISIONS FOR THE EXTINC-
TION OF FIRES. — XX. PIPES FOR WATERWORKS. — XXI. PREVENTION OF WASTE OF WATER. —
XXII. VARIOUS APPLIANCES USED IN CONNECTION WITH WATERWORKS.
APPENDIX I. BY PROF. JOHN MILNE, F.R.S. — CONSIDERATIONS CONCERNING THE PROBABLE
EFFECTS OF EARTHQUAKES ON WATERWORKS AND THE SPECIAL PRECAUTIONS TO BE TAKEN IN
EARTHQUAKE COUNTRIES.
APPENDIX II. BY JOHN DE RIJKE, C.E.— ON SAND DUNES AND DUNE SANDS AS A SOURCE OF
WATER SUPPLY.
"We congratulate the author upon the practical commonsense shown in the preparation of this
work. . . . The plates and diagrams have evidently been prepared with great care, and cannot
fail to be of great assistance to the student." — Builder.
WATER SUPPLY, RURAL. A Practical Handbook on the
Supply of Water and Construction of Water Works for small Country
Districts. By ALLAN GREENWELL, A.M.Inst.C.E., and W. T. CURRY,
A.M.lnst.C.E., F.G.S. With Illustrations. Second Edition, Revised.
Crown 8vo, cloth ... ... ... ... ... ... ... 55.
" The volume contains valuable information upon all matters connected with water supply. . .
It is full of details on points which are continually before water-works engineers." — Nature.
WELLS AND WELL-SINKING* By J. G. SWINDELL, A.R.I.B. A.,
and G. R. BURNELL, C.E. Revised Edition. Crown 8vo, cloth as.
30 CROSBY LOCKWOOD &> SON'S CATALOGUE.
WIRELESS TELEGRAPHY: ITS THEORY AND
PRACTICE. A Handbook for the use of Electrical Engineers, Students,
and Operators. By JAMES ERSKINE-MURRAY, D.Sc., Fellow of the
Royal Society of Edinburgh, Member of the Institution of Electrical
Engineers. Second Edition, Revised and Enlarged. 370 pages, with
ver 150 Diagrams and Illustrations. Demy 8vo, cloth. Net IDS. 6d.
ADAPTATIONS OF THE ELECTRIC CURRENT TO TELEGRAPHY — EARLIER ATTEMPTS AT WIRE-
LESS TELEGRAPHY — APPARATUS USED IN THE PRODUCTION OF HIGH FREQUENCY CURRENTS —
DETECTION OF SHORT-LIVED CURRENTS OF HIGH FREQUENCY BY MEANS OF IMPERFECT
ELECTRICAL CONTACTS -DETECTION OF OSCILLATORY CURRENTS OF HIGH FREQUENCY BY
THEIR EFFECTS ON MAGNETISED IRON — THERMOMETRIC DETECTORS OF OSCILLATORY CURRENTS
OF HIGH FREQUENCY — ELECTROLYTIC DETECTORS — THE MARCONI SYSTEM — THE LODGE-
MUIRHEAD SYSTEM— THE FESSENDEN SYSTEM — THE HOZIER-BROWN SYSTEM — WIRELESS
TELEGRAPHY IN ALASKA — THE DE FOREST SYSTEM — THE POULSEN SYSTEM — THE TELEFUNKEN
SYSTEM — DIRECTED SYSTEMS— SOME POINTS IN THE THEORY OF JIGS AND JIGGERS — ON
THEORIES OF TRANSMISSION — WORLD- WAVE TELEGRAPHY — ADJUSTMENTS, ELECTRICAL
MEASUREMENTS AND FAULT TESTING — ON THE CALCULATION OF A SYNTONIC WIRELESS
TELEGRAPH STATION — TABLES AND NOTES.
". . . . A serious and meritorious contribution to the literature on this subject. The Author
brings to bear not only great practical knowledge, gained by experience in the operation of wireless
telegraph stations, but also a very sound knowledge of the principles and phenomena of physical
science. His work is thoroughly scientific in its treatment, shows much originality throughout, and
merits the close attention of all students of the subject." — Engineering.
WIRELESS TELEPHONES AND HOW THEY WORK.
By JAMES ERSKINE MURRAY, D.Sc., F.R.S.E., M.I.E.E., Lecturer on
Wireless Telegraphy and Telephony at the Northampton Institute,
London ; Fellow of the Physical Society of London ; Author of" Wire-
less Telegraphy," and Translator of Herr Ruhmer's "Wireless Tele-
phony." 76 pages. With Illustrations and Two Plates. Crown 8vo,
cloth \_Jitst published. Net is. 6d.
How WE HEAR — HISTORICAL— THE CONVERSION OF SOUND INTO ELECTRIC WAVES — WIRELESS
TRANSMISSION — THE PRODUCTION OF ALTERNATING CURRENTS OF HIGH FREQUENCY — How THE
ELECTRIC WAVES ARE RADIATED AND RECEIVED — THE RECEIVING INSTRUMENTS— DETECTORS —
ACHIEVEMENTS AND EXPECTATIONS —GLOSSARY OF TECHNICAL WORDS — INDEX.
WIRELESS TELEPHONY IN THEORY AND PRAC
TICE. By ERNST RUHMER. Translated from the German by
J. ERSKINE-MURRAY, D.Sc., M.I.E.E., etc. Author of "A Handbook
of Wireless Telegraphy." With numerous Illustrations. Demy 8vo,
cloth Net IGS. 6d.
" A very full descriptive account of the experimental work which has been carried out on Wireless
Telephony is to be tound in Professor Ruhmer's book. . , . The volume is profusely illustrated
by both photographs and drawings, and should prove a useful reference Work for those directly or
indirectly interested in the subject." — Nature.
"The explanations and discussions are all clear and simple, and the whole volume is a very
readable record of important and interesting work." — Engineering.
WORKSHOP PRACTICE* As applied to Marine, Land, and
Locomotive Engines, Floating Docks, Dredging Machines, Bridges,
Shipbuilding, etc. By J. G. WINTON. Fourth Edition, Illustrated.
Crown 8vo, cloth ... 35. 6d.
WORKS' MANAGER'S HANDBOOK, Comprising Modem
Rules, Tables, and Data. For Engineers, Millwrights, and Boiler
Makers ; Toolmakers, Machinists, and Metal Workers ; Iron and Brass
Founders, etc. By W. S. HUTTON, Civil and Mechanical Engineer,
Author of " The Practical Engineer's Handbook," Seventh Edition,
carefully Revised and Enlarged. Medium 8vo, strongly bound 155.
STATIONARY AND LOCOMOTIVE STEAM-ENGINES, GAS PRODUCERS, GAS-ENGINES, OIL-ENGINES,
ETC. — HYDRAULIC MEMORANDA: PIPES, PUMPS, WATER-POWER, ETC. — MILLWORK : SHAFTING,
GEARING, PULLEYS, ETC.— STEAM BOILERS, SAFETY VALVES, FACTORY CHIMNEYS, ETC.
— HEAT, WARMING, AND VENTILATION — MELTING, CUTTING, AND FINISHING METALS —
ALLOYS AND CASTING— WHEEL-CUTTING. SCREW-CUTTING, ETC.— STRENGTH AND WEIGHT OP-
MATERIALS—WORKSHOP DATA, ETC.
CIVIL, MECHANICAL, ELECTRICAL & MARINE ENGINEERING. 31
PUBLICATIONS OF THE
ENGINEERING STANDARDS COMMITTEE.
MESSRS. CROSBY LOCKWOOD and SON, having been appointed
OFFICIAL PUBLISHERS to the ENGINEERING STANDARDS
COMMITTEE, beg to invite attention to the List given below
of the Publications already issued by the Committee, and will be prepared
to supply copies thereof and of all subsequent Publications as issued.
The ENGINEERING STANDARDS COMMITTEE is the outcome of a
Committee appointed by the Institution of Civil Engineers at the instance
of Sir John Wolfe Barry, K.C.B., to inquire into the advisability of
Standardising Rolled Iron and Steel Sections.
The Committee as now constituted is supported by the Institution of Civil
Engineers, the Institution of Mechanical Engineers, the Institution of Naval
Architects, the Iron and Steel Institute, and the Institution of Electrical
Engineers ; and the value and importance of its labours — not only to the
Engineering profession, but to the country at large — has been emphatically
recognised by His Majesty's Government, who have made a liberal grant
from the Public Funds by way of contribution to the financial resources of
the Committee.
The Reports are Foolscap Folio, Sewed, except where otherwise stated.
Reports already published : —
1. BRITISH STANDARD SECTIONS (9 lists). (Included in No. 6).—
ANGLES, EQUAL AND UNEQUAL— BULB ANGLES, TEES AND PLATES — Z
AND T BARS— CHANNELS — BEAMS is. Net.
2. TRAMWAY RAILS AND FISH-PLATES 2is. Net.
3. REPORT ON THE INFLUENCE OF GAUGE LENGTH. By
Professor W. C. UN WIN, F.R.S 55. Net.
4. PROPERTIES OF STANDARD BEAMS. (Included in No. 6.)
Demy, 8vo, sewed ... .. ... ... ... is. Net.
5. STANDARD LOCOMOTIVES FOR INDIAN RAILWAYS.
Superseded.
6. PROPERTIES OF BRITISH STANDARD SECTIONS. Diagrams
and Definitions, Tables, and Formulae. Demy 8vo cloth 2S. 6d. Net.
7. TABLES OF BRITISH STANDARD COPPER CON-
DUCTORS 5S. Net.
8. TUBULAR TRAMWAY POLES 5s. Net.
g. BULL-HEADED RAILWAY RAILS 2 is. Net.
10. TABLES OF PIPE FLANGES 2s. 6d. Net.
11. FLAT-BOTTOMED RAILWAY RAILS .. 2is. Net.
12. SPECIFICATION FOR PORTLAND CEMENT ... 55. Net.
13. STRUCTURAL STEEL FOR SHIPBUILDING 55. Net.
14. STRUCTURAL STEEL FOR MARINE BOILERS ... 55. Net.
15. STRUCTURAL STEEL FOR BRIDGES AND GENERAL BUILD-
ING CONSTRUCTION 5s. Net.
16. SPECIFICATIONS AND TABLES FOR TELEGRAPH
MATERIALS 2is Net.
17. INTERIM REPORT ON ELECTRICAL MACHINERY
Superseded
19. REPORT ON TEMPERATURE EXPERIMENTS ON FIELD
COILS OF ELECTRICAL MACHINES IDS. 6d. Net.
[P.T.O.
32 CROSBY LOCKWOOD '&> SON'S CATALOGUE.
PUBLICATIONS OF THE ENGINEERING STANDARDS COMMITTEE—
20. BRITISH STANDARD SCREW THREADS ... 2s. 6d. Net.
21. BRITISH STANDARD PIPE THREADS ... 2s. 6d. Net.
22. REPORT ON EFFECT OF TEMPERATURE ON INSULATING
MATERIALS 5&- Net.
23. STANDARDS FOR TROLLEY GROOVE AND WIRE is. Net.
24. MATERIAL USED IN THE CONSTRUCTION OF RAILWAY
ROLLING STOCK ?is. Net.
25. ERRORS IN WORKMANSHIP, Based en Measurements carried out
for the Committee by the National Physical Laboratory ios. 6d. Net..
26. SECOND REPORT ON STANDARD LOCOMOTIVES FOR
INDIAN RAILWAYS Superseded.
27. STANDARD SYSTEMS OF LIMIT GAUGES FOR RUNNING
FITS 5S. Net.
28. NUTS, BOLT-HEADS, AND SPANNERS ... 2s. 6d. Net.
29. INGOT STEEL FORCINGS FOR MARINE PURPOSES. 55. Net.
30. INGOT STEEL CASTINGS FOR MARINE PURPOSES, ss. Net.
31. STEEL CONDUITS FOR ELECTRICAL WIRING ... ss. Net.
32. STEEL BARS (for use in Automatic Machines) 2S. 6d. Net.
33. CARBON FILAMENT GLOW LAMPS • $&. Net.
35. COPPER ALLOY BARS (for use in Automatic Machines) 2S. 6d. Net.
36. BRITISH STANDARDS FOR ELECTRICAL MACHINERY
2s. 6d. Net.
37. CONSUMERS' ELECTRIC SUPPLY METERS (Motor Type for
Continuous and Single- Phase Circuits) ... ... ... ... 55. Net.
38. BRITISH STANDARD SYSTEMS FOR LIMIT GAUGES FOR
SCREW THREADS 5s. Net.
39. COMBINED REPORTS ON SCREW THREADS (containing
Reports Nos. 20, 28, 38) js. 6d. Net.
40. CAST IRON SPIGOT AND SOCKET LOW PRESSURE HEAT-
ING PIPES 2s. 6d. Net.
41. CAST IRON SPIGOT AND SOCKET FLUE OR SMOKE
PIPES 2s. 6d. Net.
42. RECIPROCATING STEAM ENGINES FOR ELECTRICAL
PURPOSES ss. Net.
43- CHARCOAL IRON LAPWELDED BOILER TUBES 2s. 6d. Net.
44. CAST-IRON PIPES FOR HYDRAULIC POWER ... ss. Net.
45- STANDARD DIMENSIONS FOR THE THREADS OF SPARK-
ING PLUGS (FOR INTERNAL COMBUSTION ENGINES)
2S. 6d. Net.
46. KEYS AND KEYW AYS 2s.6d.yw/.
47. STEEL FISHPLATES FOR BULL-HEAD AND FLAT-BOTTOM
RAILWAY RAILS ios. 6d. Net.
48. WROUGHT IRON OF SMITHING QUALITY FOR SHIP.
BUILDING (Grade D) 2s.6d.JVfe/.
49. AMMETERS AND VOLTMETERS 5s. Net.
50. THIRD REPORT ON STANDARD LOCOMOTIVES FOR
INDIAN RAILWAYS. Incorporating Reports Nos. 5 and 26. 2 is. Net.
51. WROUGHT IRON FOR USE IN RAILWAY ROLLING STOCK.
" Best Yorkshire " and Grades A., B. and C IOS. 6d. Net.
London: Crosby Lockwood & Son,
7, STATIONERS' HALL COURT, LUDQATE HILL, E.G.
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BRADBUKY, AGNEW & CO., LD., PRINTERS, LONDON AND TONBRIDGE. (456.16.9.10)
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