Improvements in or relating to Electric Railways on the Sectional Conductor System.
Year: 1897

page_text: Date of Application, 19th Jan., 1897-Accepted, 6th Mar., 1897
COMPLETE SPECIFICATION.
Improvements in or relating to Electric Railways on the Sectional
Conductor System.
I, JAMES FRANCIS MCLAUGHLIN 1742 Diamond Street, of Philadelphia, State of
Pennsylvania, United States of America, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement :-
In the railway shown in the Specification of one of my former Patents No. 15686
of 1895 the current for driving the motors on the car is collected from a sectional
conductor, buried in the road bed, and having an exposed contact face flush with the
said road bed. The sections of this sectional conductor are successively cut into and
out of circuit with a main or supply conductor, by means of switches buried in the
road bed, there being a switch for each section of the sectional conductor, and electro-
magnets carried by each car for operating the switches. This necessitates special
mechanism for shifting the magnets to compensate for curves and to permit the
operating of the switches, in proper order, when the car is run in the reversed
direction.
It is the object of the present invention to provide means whereby the sections of
the sectional conductor are cut into and out of circuit, in proper sequence, whether.
the car be running in one direction or the other, without using a separate switch for
each section of the sectional conductor, or switch operating magnets upon the car.
The present invention consists of a railway having multiple switches, each controlling
a group of successive sections of the sectional conductor, and operated by an electro-
magnet included in a circuit having stationary terminals in the road bed and movable
terminals on the car, adapted to complete the circuit to the switch operating magnet at
suitable intervals as the car moves along the track. The system is so constructed and
timed that the sections of the sectional conductor are cut into and out of circuit,
seriatum as the car moves over them, and no more than two successive sections will
be in circuit at any time.
The invention also consists in certain improvements in the electrical and mechanical
devices which enter into the construction of the system.
All this is fully set forth in the following description which is directed to the
accompanying drawings forming part of this specification, and in which,
Figure 1 is a diagram illustrating one form of the improved system of electric
railways;"
Fig. 2 is a diagram illustrating another form thereof;
Figs. 3 and 4 are a plan and side elevation respectively, of the contact-shoe-
supporting and controlling mechanism;
Fig. 5 is a detail elevation of a portion of said mechanism.
Fig. 6 is a diagrammatic view illustrating one form of the improved system of
electric railways and also showing the motor car circuit;
Fig. 7 is a plan view, partly in diagram of a single track railroad illustrating one
form of the invention ;
Fig. 8 is a similar plan view, partly in diagram of a double track road illustrating
one form of the invention;
Fig. 9 is a plan view of a multiple switch forming part of the invention;
Fig. 10, is a side elevation partly in section of the same;
Fig. 11 is a cross section of the line x-x of Fig. 10

page_text: Fig. 12 is a partly diagrammatic view of a modified form of switch operating
devices adapted to the system illustrated in Fig. 2 ;
Fig. 13 is a cross section through the road bed; and cutting a man-hole containing
a multiple switch;
Fig. 14 is a section of the road bed at a point intermediate between the ends of
the two adjacent sections of the sectional conductor, and the filling-in material of the
road bed being removed;
Figures 15 and 16, are a side and end elevation respectively of a contact device on
the car for establishing the multiple-switch operating circuit.
Figs. 17 and 18 are side elevation and plan, respectively, of another form of
contact device, and
Fig. 19 is a section partly in elevation, of a surface plug included in the multiple
switch circuit.
Referring to the drawings and more particularly to Figs. 1, 2, 6, 7 and 8, there is
shown a track 1, midway between the rails of which is a sectional conductor composed
of rails 2, supported, as shown in Figs. 7 and 8, upon stringers 3, laid upon the
cross-ties 4, to which the track rails are spiked. The adjacent ends of the sections 2,
are separated by insulating material 5, as indicated in Fig. 6.
The rails 1, are connected in multiple arc to one terminal of a generator 6, the
other terminal of which is connected to a conductor 7, which latter constitutes the
main or supply conductor of the system. This conductor is encased in a sealed
conduit 8, of any suitable form laid upon the ties 4, between the track rails as shown
in Fig. 7, or between two tracks, as shown in Figure 8.
One form of conduit for the conductor 7, is shown in Figures 8, 13 and 14, and
consists of two strips 9, 9, placed one on the other and having the meeting faces
hollowed out to receive the conductor 7, together with its insulating wrapping. The
strips 9, may be of wood, or terra cotta or other suitable material, and when, the
road bed is finished the conduit 8, with the enclosed conductor 7, is completely
covered by the usual filling-in-material and surface layer.
Adjacent to or between the tracks and located at intervals along the road way, are
multiple switches, one of which is shown in detail in Figures 9, 10 and 11. These
switches are arranged to couple a number of sections 2, in succession, to the main
conductor 7, the construction being such that a section is cut out of circuit just as
the next succeeding one is cut into the circuit. In order to prevent any interruption
of the motor circuit, each car is provided with a trolley 10, (see Fig. 6) having
contacts so arranged that the space between the adjacent ends of two sections 2, will
be bridged by this trolley, the same as in the structure shown in my aforesaid Letters
Patent.
The multiple switch is connected to and controls a number or group, of successive
sections, and in the structure shown in Figure 9, the switch is assumed to control
eleven successive sections, but it will be understood that this number may be larger
or smaller, according to circumstances.
Before explaining the manner in which the switch operates to cut the sections 2,
into and out of circuit with the conductor 7, I will first describe its structure, as
shown in Figures 9, 10 and 11.
Upon a base plate, 11, are erected a standard 12, and two posts, 13, 13, sup-
porting a disc 14, of slate or some other suitable insulating material. On top this
disc 14 and arranged in a circular series near its outer edge are a number of
binding posts 15, each receiving a conductor 16, coming from a section 2, of the
sectional conductor, (see Figs. 1, 2, 6, 7, and 8). Concentric with the series of
binding posts 15, is a circular series of segmental contact plates or blocks 17, each
block being connected to a lateral extension 15' of the corresponding binding post 15,
by a fuse strip 18.
The centre portion of the disc 14 is removed to form a circular opening 19
through which extends the upper end of an upright shaft 20, which is central to
the circular series of contact blocks 17. The shaft 20 is stepped at its lower end
and journalled near its upper end in a standard 21, erected on the base plate 11

page_text: and at the upper end the shaft carries a laterally extending arm 22, terminating
in a rectangular frame 23, in which is mounted a brush 24 made up of a number
of conducting blocks. The arm 22, is of such length that the brush 24, will ride
over and make contact with the blocks 17, and the said brush is long enough to
bridge the intervals between the plates, so that the circuit will not be broken as
the brush is moved from plate to plate in the manner hereinafter described. The
conducting blocks are pressed against and into good electrical contact with the
plates by means of spring fingers 25, joined at one end and there secured to a
lateral extension 26 of the frame 23. The switch arm 22 is keyed or otherwise
fixed to the shaft 20, to move therewith and current is conveyed to this arm by
means of brushes 27 supported by the disc 14 and bearing upon a collector ring,
on the shaft, in electrical connection with or forming part of the arm 22.
brushes 27 are in electrical connection with the main conductor 7 by means of a
branch conductor 7¹ shown in Figures 1, 2, 6, 7, and 8.
The
The standard 12, has its upper end bent over at right angles to the upright
portion thereof, and to this overhanging portion of the standard there is secured
a downwardly projecting electro-magnet 28 of the horse-shoe type. Between the
two coils of this magnet and arranged under the yoke piece thereof, is a sliding
rod 29 having an extended bearing in a box 30, fixed to the under side of the
yoke piece. The rod 29 is squared for a portion of its length, as shown and the
bearing is similarly shaped so that the rod cannot turn. Outside the box the rod
is formed into a frame or yoke 31, beyond which it terminates in a fixed pawl 32,
and carries a longer pivotted pawl 33 in opposition to and in a plane above the fixed
pawl. The pawl 32 is arranged to engage the teeth of a ratchet wheel 34, fixed on
the shaft 20 and the pawl 33 is arranged to engage the teeth of another ratchet
wheel 35 also fixed on the shaft 20 above the ratchet wheel 34 but having its teeth
projecting in the contrary direction.
Now, if the rod 29 is moved forward, the pawl 33, which as before stated, is longer
than the pawl 32 will engage a tooth of the ratchet wheel 35 and cause the shaft 20 to
be rotated a distance equal to the length of the ratchet tooth. The parts are so
proportioned that when this has been accomplished the pawl 32 will then engage a
tooth on the ratchet wheel 34 and since the teeth on this ratchet wheel are in opposi-
tion to those of the ratchet wheel 35 further movement of the rod 29 and of the shaft 20
is prevented, The pawl 33 therefore may be called the operating pawl and the
pawl 32 the stop or back pawl.
When the rod 29 is drawn backward both pawls are removed from engagement with
the ratchet wheels and the pawl 33 will be in a position to engage the next succeeding
tooth of the ratchet wheel 35 when the rod 29 is again moved forward. The pawl 33
is maintained in operative relation to the teeth of the ratchet wheel 35 by means of a
spring indicated in Figure 6, by the single line 36. The rod 29 is operated by means
of a lever which I will call an armature lever; one arm 37 of this lever is bifurcated
at the upper end and enters the frame or yoke 31 where it embraces an anti-friction
roller 38 journalled in said frame. The other arm 39 of the armature lever carries an
armature 40 in inductive relation to the poles of the magnet 28. This lever is fast
upon a rock shaft 41 which in turn is journalled at its ends in two bearings 42 secured
to the base plate 11.
It will be seen that when the magnet 28 is energized the armature 40 is
attracted moving the armature lever in a direction to force the pawls 32 and 33
into engagement with the ratchet wheels thereby causing the shaft 20 to rotate
a distance equal to the length of a tooth. This movement of the shaft is sufficient
to cause the brush 24 on the arm 22 to pass from one contact plate or block 17
to the next succeeding one. When the magnet is de-energized the weight of the
armature 40 is sufficient to return the armature lever and pawl arm 29 to the first
position but of course a spring can be used for this purpose instead of depending
upon gravity. One means I use for coupling the magnet 28 to a source of current
supply at the proper intervals is illustrated diagrammatically in Figure 1 and in
the following description of this part of the invention special reference is had mainly
:

page_text: to Fig. 1 though the devices employed are in part shown in other ngures of the
drawing.
In the system shown in Figure 1 there are two inter-connected multiple
switches A, B, such as shown in Figure 9, both controlling the same group or
series of sections 2 but so arranged as to cut the sections into and out of circuit 5
in opposite order.
Buried in the road bed but with the upper ends exposed, are pairs of plugs 43
located on each side of and about midway between the adjacent ends of the conductor
sections 2. All the plugs 43 on one side of the group of conductor sections 2 con-
trolled by two interconnected multiple switches are coupled together in series by
conductors 43' and those on the other side are also coupled together in series by other
conductors 43¹. One series of plugs is connected by a conductor 44 to one terminal
of the magnet 28 of the switch A and the other series of plugs is connected by a
conductor 45 to one terminal of the magnet 28 of the switch B.
The switch arın 22 of the switch A is connected to the main 7 by a branch
conductor 71, and to the switch arm of the switch B by another branch conductor 7".
It will be observed that these two switches A and B as shown in Figure 1 have
only four contact plates 17 that is one idle or open-circuit plate and three active
plates connected by conductors 16 to the respective conductor sections 2, but it will
be understood that this is only illustrative and for the purpose of simplifying the
drawing and that a much larger number of contact plates may be used, in which
case a correspondingly larger group of sections 2 will be controlled by the
switches A, B.
The idle contact plates are designed by the letter a and the active contact plates
by the letters b, c and d. The contact plates b of both switches are connected by
branch conductors 16, to the same section 2, and the contact plates c and d are
likewise connected to the succeeding sections 2 in proper order.
Each car carries two contact shoes 46, 47 on opposite sides of the collecting
trolley 10, (see Fig. 6). One of these contact shoes is in line with one series of
plugs 43 and the other shoe is in line with the other series of plugs, and each shoe is
so mounted that it may be lowered until close enough to the road bed to make contact
with its series of plugs 43 or it may be elevated so as to ride over the same, out of
contact therewith. The mounting however is so constructed that when one shoe is
lowered the other is elevated and therefore only one shoe at a time can make contact
with the plugs in the road bed. The mechanism used for effecting this movement
of the contact shoes is described hereinafter with reference to Figures 3, 4 and 5,
and other figures of the drawing.
Both shoes 46, 47 are connected by conductors 48 to the same pole of a battery 49
or other source of electric energy carried by the motor car and this battery has its
other pole grounded through a car wheel 49¹. The magnets 28 of the two switches A
and B have a common ground connection through a conductor 44¹.
When a shoe is lowered so as to make contact with its series of plugs, the circuit
is completed every time the shoe passes over a plug from the battery 49 by the
car-wheels 491, and ground to one of the magnets 28 thence through the
conductors 44 or 45 to one of the plugs 43 and by the shoe 46 or 47 and conductor 48
back to the battery.
Now supposing that it is the shoe 46 that is lowered and that the car is travelling
toward the right in Figure 1 then the shoe 46 will have made contact with the first
of its series of plugs 43 and the switch arm of the switch A will have moved
from the idle plate a on which it normally rests to the first contact b. The firs
section 2 of the sectional conductor will therefore be coupled to the main 7 by th
switch A. As soon as the shoe 46 reaches the second plug 43 of its series th
switch arm will be moved to the contact plate e cutting in the second section 2 an
cutting out the first section. The third section 2 is cut in in like manner an
finally when the shoe 46 makes contact with the last of this group of plugs 43 th
switch arm of switch A is moved onto the idle plate and remains there until anothe
car passes.

page_text: 5
it the direction of travel of the car be toward the left in Fig. 1, the shoe 47 is
lowered and the shoe 46 elevated. This will cause the switch B to be operated in like
manner as was switch A, but in such direction as to couple the sections 2 to the
main 7 in reverse order.
In Fig. 2, the two switches A, B, are replaced by a single switch such as has
already been described with reference to Figs. 9, 10 and 11 but having two sets of
pawls 32 33 each set carried by a rod 29 and there are two magnets 23 for
independently actuating the sets of pawls.
This structure is indicated in Fig. 12 from which it will be seen that the actuating
pawl 33 on one rod 29 is in operative relation to the ratchet wheel 35 while the
other actuating pawl 33 is in operative relation to the ratchet wheel 34.
this it is evident that, when one magnet 28 is energized the switch arm will he
From
rotated in one direction and couple the sections 2, in succession, to the main 7,
and when the other magnet 28, is energised the direction of rotation of the switch
5 arm and the order in which the sections 2, are coupled to the main 7 are reversed.
The operation of this switch is the same as that of the two interconnected
switches shown in Figure 1, as will be at once apparent, and therefore need not be
set forth herein.
In order to maintain the motor circuit as the car passes from group to group of
conductor sections 2, the terminal plugs 43, of contiguous groups are brought
into close relation and the circuits thereof, overlap, as indicated in Figures 1 and 2,
so that the last section 2, of a group is not cut out of circuit, until after the first
section 2, of the next succeeding circuit is cut into circuit.
Referring again to Figure 13, the multiple switch is there shown in a man hole
and enclosed in a cylindrical casing 50, provided with a removable cover 51, secured
to the casing by fastening devices 52, of any suitable design. The multiple switch
and its casing are contained in a box 53, the cover of which, as well as the cover of the
casing, may, if desired, be transparent so that the interior may be seen at once, after
the man hole cover 54 is removed. The casing 50 rests upon a bracket 55, in the
man-hole which latter may be located either at one side of the track in a single
track road, or between the tracks, in a double track road. The casing 50, has flanged
openings 56, for the passage of the conductors 7' and 16, and the box 53, is perforated
for the passage of terra-cotta or other conduits 57, in which the various conductors
are laid and which are buried beneath the surface of the road bed.
In order that the sectional conductor 2, may be kept in alignment with the rails 1, the.
stringers 3, rest in chairs 58, connected by tie rods 59, to the rails.
there is shown a pair of plugs 43, and in Figure 19, one of these plugs is shown in
In Figure 14,
greater detail. I will now describe the construction of the plugs, referring more
especially to Figure 19. The plug consists essentially of a shank 60, expanded at
one end into a head 61, centrally in which is a threaded socket receiving a
screw-pin 62, formed on a contact block 63, which latter constitutes the wearing end
of the plug, and which may be removed when worn, and renewed at will.
the threaded socket formed in the head 61, are a number of smaller sockets 64, and in
Around
the contact block 63, is a notch 65, which, can be brought coincident with one of the
sockets 64, in which position the block 63, is held by a locking pin 66. Since the
hotch 65, may not always exactly coincide with a socket 64, when the block 63, is
crewed tightly in place, I counter-sink the head 61, around the threaded socket
herein, and in the space 67, thus formed, I place a spring washer 68, which will, in
uch case, maintain the contact block 63, in good electrical contact with the head 61.
The upper edge of the contact block 63, is rounded off, as shown, so as not to present
ny sharp angles to the contact shoes 46, 47, and two small holes 69, drilled in the
op of the contact block 63, are provided for the application of a tool for screwing up
r unscrewing the said block. Secured to the lower end of the shank 60, is a
onnector 70, having two diametrically opposite receiving sockets for the ends of
e conductors 43'. One pair of plugs 43, in each group will each have a
onnector 70, provided with a third socket for the reception of the terminals of the
onductors 44, or 45, as the case may be.

page_text: Each complete plug 43, is contained within a case 71, filled with some suitable
insulating material, as indicated, and this case 71, has two openings for the passage
of the conductors 431, and in some cases, three openings when the conductors 4+ or
45 is also connected to the plug.
The casing 71, may be a separate casing, as indicated in Figure 19, or it may be
-cast in one piece with one of the chairs 58, supporting the stringers 3, in which case
the entire casting would be formed as indicated in Figure 14.
I hang the shoes 46, 47, from the car truck frame, because this frame maintains
a practically constant relation to the road bed, and 1 may so construct the mounting
for these shoes that they will have a slight up and down play, and in some instances
a very limited lateral swing that will allow them to adapt themselves to any irregu-
larities in the placing of the plugs.
One form of mounting for these shoes is shown in Figures 15 and 16. To the
underside of a cross beam 72, of the car-truck is secured a casting of the shape shown,
and constituting the frame 73, supporting a shoe 46, or 47, it being understood that
there are two of these frames and two shoes on each car. Journalled, each at one end
in suitable bearings in this frame, are two parallel arms 74, 75, carrying at their
other ends an upright bar or rod 76. Piyotted to the lower end of this bar 76, is a
small yoke piece 77 arranged to swing around its pivot in the plane of the travel of
the car but limited in its movement by fingers 78, which engage the bar 76. To the
lower end of this yoke 77, the contact shoe is pivotted so as to swing in a plane at
right angles to that of the said yoke 77, and the extent of the swing of this shoe is
limited by ears 79, formed on each side thereof and engaging the yoke 77. The
-contact shoe is provided with a removable wearing face 80, which may be renewed
when worn.
The upper end of the bar 76, enters a guiding socket 81, and passes
upward through the same and above the beam 72, and is urged downward by a
spring 82; this downward movement is limited by a stop 83, on the bar, engaging a
fixed portion of the frame 73. The conductor 48, coming from the battery 49, is
connected to the bar 76, and a continuation of the conductor passes to the contact
shoe, to which it is electrically connected as shown. With this arrangement, it will
be seen, the contact shoe, will immediately adapt itself to each plug as it passes over
it and will therefore make good electrical contact therewith.
In Figures 17, and 18, I have shown another form of mounting for the shoe, and
in this case the two arms 74, 75, have their journalled ends arranged oppositely in the
frame 73, while their other ends are connected to each other and to the bar or rod 76,
by the same pivot pin. The contact shoe is also pivotally connected to the bar 76, by
the same pivot pin that connects the arm 74 and 75, thereto, and in this structure the
shoe rocks in the direction of the line of travel only. The conductor 48, coming from
the battery, is in this structure, connected directly to the frame 73, and another
conductor 48¹ connects the bar 76, to the contact shoe.
The means for controlling the shoes 46, 47 is shown in Figures 3, 4 and 5 to which
reference is now had. In these figures the mechanism, shown in Figure 15 or
Figure 17, for supporting and guiding the bar 76, is omitted, but it will be under-
stood that such mechanism may be used. The bar 76, extends above the cross
beam 76, and terminates in a head 84, having in it a lateral extending pin 85.
The heads on the two bars 76, extend in opposite directions, as shown in Figure 5,
and between these bars there is a rock shaft 86 supported on bearing blocks 87, on the
crossbeam 72.
On this rock-shaft are two oppositely projecting fingers 88, 88 one arranged to
engage the pin 85, on one bar 76, and the other arranged to engage the pin 85, on
the other bar.
When the shaft 86, is rocked, one of the fingers 88, will lift one of the bars 76,
while the other finger 88, will be lowered, allowing. the corresponding bar 76 to
drop, either by gravity or under the action of the spring 82, when the latter is
employed.
On the rock shaft 86, are two arms 89, each connected by a rod 90, to an arm 91,
on the lower end of an upright shaft 92, passing upward through a controller box 93,

page_text: 5
and having at its upper end a handle 94, by which it is manipulated. There are two
controller boxes, one at each end of the car, and the arrangement is such that the
motor-man can manipulate the mechanism, to lower the proper shoe, from either end
of the car.
In the Figures 3 and 4, the motor casings 95, and gear casings 96, are illustrated
in diagram.
The circuit connections on the car, are illustrated diagrammatically in Figure 6
are the same as those of any ordinary motor car, receiving current from an exterior
source. The trolley 10 is connected, by a conductor 97 through switches 98 98 at
each end of the car and safety fuse 99 to the usual controller box 93 (one at each end
of the car), from whence the circuit may be completed to the motor or motors 100,
and through these, by a conductor 101, to the car wheels and track, returning by the
latter to the generator 6. The motor is protected, as usual by a lightning arrester 102,
connected to ground, by a conductor 103, connected to the car wheels. In a multiple
arc branch 104, of the main circuit on the car, is included the usual pilot lamps 105 105
and one or more clusters 106 the said branch circuit 104, including the usual fuse
strip 107, and switch 108.
It will he seen that by the present invention I reduce the number of underground
switches to a minimum since I need only use one or two to an ordinary city block or
square, while the plugs in the road-bed are practically unnoticeable.
While I have described the switch magnet circuit as fed by a battery on the car,
of course, feed it from a branch of the motor circuit.
may,
[*
In Figures 6, 7 and 8, the circuit connections as shown, are such that the car can
be run in one direction only and both shoes 46, 47 must be in contact with both.
series of plugs 43, at the same time. However, I prefer the system shown in
Figures 1 and 2, and am by no means confined to the systems illustrated in the said
Figures 6, 7 and 8.
Having now particularly described and ascertained the nature of my said.
invention and in what manner the same is to be performed I declare that what.
I claim is
1. In an electric railway, the combination with a main conductor and a sectional
working conductor, of multiple switches, each arranged to couple a group of
successive sections of the working conductor in proper sequence to the main conductor,
and means for operating the switches by the passage of a car over the groups of
sections controlled by said switches, substantially as described.
2. In an electric railway, the combination with a main conductor and a sectional
working conductor, of multiple switches, each arranged to couple a group of successive.
sections of the working conductor in proper sequence to the main conductor, and
means for operating each switch, comprising a normally open electric circuit including
electro-magnetic switch actuating mechanism, and a normally-open circuit on a car,
including a source of current and arranged to be momentarily coupled to the switch.
actuating circuit to intermittently form one close circuit, substantially as described.
3. In an electric railway, the combination with a main conductor and a sectional
working conductor, of multiple switches, each arranged to couple a group of successive
sections of the working conductor in proper sequence to the main conductor, and
means for so operating each switch, comprising a normally open electric circuit.
including electro-magnetic switch actuating mechanism and having multiple terminals..
along the roadway, and a normally open circuit on a car, including a source of
current and having a terminal arranged to make contact successively with the
terminals along the roadway to close the circuit from the source of current on the
car to the switch-actuating mechanism, substantially as described.
4. In an electric railway, the combination with a main conductor and a sectional
working conductor, of multiple switches each arranged to couple a group of successive
sections of the working conductor in proper sequence to the main conductor, two.
switch-actuating mechanisms for each group of conductor sections, two normally-open
electric circuits for each group of sections and each circuit controlling one of the

page_text: switch actuating mechanisms, and a normally open circuit on a car, including a
source of current and arranged to be coupled with either of the switch-controlling
circuits, substantially as described.
5. In an electric railway, the combination with two series of exposed circuit
terminals in the line of travel of the cars, two contact shoes on each car, in line with
the exposed circuit terminals and mounted to be moved vertically, and means for
moving one shoe into position to make contact with one series of circuit terminals
and the other shoe into a position where it will be out of contact with the other series
of circuit terminals, substantially as described.
6. In an electric railway, the combination with two series of exposed circuit
terminals, of two travelling shoes, each in line with a series of circuit terminals and
mounted for vertical movement, and a system of links and levers arranged to lift
either shoe to a position where it will be out of contact with its series of circuit
terminals while at the same time the other shoe is lowered into a position to make
contact with its series of circuit terminal substantially as described.
7. In an electric railway, the combination with a main conductor and a sectional
working conductor, of a multiple switch having a series of contact blocks connected
each to a section of a group of sections of the working conductor and a switch arm
connected to the main conductor and arranged for successive contact with the contact
blocks, an electro-magnetic actuating mechanism for the switch, and an electric
circuit controlling the said switch-actuating mechanism, substantially as described.
8. In an electric railway, the combination with a main conductor and a sectional
working conductor, of a switch consisting of a circular series of contact plates each
connected to a section of a group of working conductor sections a switch arm
connected to the main conductor and arranged to make successive contact with the
contact plates a pawl and ratchet mechanism for moving the switch arm and an
electro-magnet and connections between the armature of the same and the pawl
mechanism for actuating the switch arm when the magnet is energized substantially
as described.
9. In an electric railway the combination with a main conductor and a sectional
working conductor of a switch consisting of a circular series of contact plates each
connected to a section of a group of working conductor sections a switch arm
connected to the main conductor and arranged to make successive contact with the
contact plates two pawl and ratchet mechanisms for moving the switch arm in opposite
directions and an electro-magnet for each pawl mechanism and connections between
the magnet armature and the respective pawl mechanism for actuating the switch arm
each time a magnet is energized substantially as described.
10. In an electric railway the combination with a car and exposed contacts in the
road bed in the line of travel of the car of a contact shoe carried by the car and a
mounting for the shoe comprising a vertically moving bar or rod and a universal-
joint connection between the sloe and the lower end of the rod substantially as
described.
11. In an electric railway an exposed circuit terminal consisting of a plug in the
road bed composed of a body portion a removable contact face and locking mechanism
for holding the latter against accidental removal substantially as described.
12. In an electric railway an exposed circuit terminal consisting of a plug in the
road bed composed of a body portion a removable contact face locking mechanism for
holding the latter against accidental removal and a spring-washer interposed between
the removable contact face and the body portion substantially as described.
1097
BOULT & WADE,
Agents for the Applicant.