Improvements in and relating to Electric Railways and Tramways.
Year: 1890

page_text: Date of Application, 25th Nov., 1890-Accepted, 7th Mar., 1891
COMPLETE SPECIFICATION.
Improvements in and relating to Electric Railways and Tramways.
We, MALONE WHELESS, Electrician, and SAMUEL EDWIN WHEATLEY,
Merchant, both citizens of the United States of America, and residing at
No. 1314, Thirtieth Street, N.W., in the City of Washington, District of Columbia,
United States of America, do hereby declare the nature of this invention, and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:-
The invention consists in an electric tramway conduit system; in magnetic
switches for such systems; in the peculiar arrangement of the armature
and the connections between the power line and working conductor sections
So as to make a larger break when the working conductor section is cut
out; in an improved cut-out on the tramway cars whereby a cut-out for
each of the line sections is dispensed with, said cut-out operating to break
the local circuit as soon as the latter has performed its function of closing the
working conductor section with the power line; in a novel construction of double
trolley in the combining of the switch and rheostat levers so that one moves the
other and so that by one movement the local circuit is closed and the rheostat
operated; in an auxiliary circuit closer adapted to close the battery circuit in case
a non-conductive obstruction should intervene between the car wheel and track, said
auxiliary circuit closer being adapted for use in case the ordinary circuit closer
should fail in its operation by reason of such obstruction; in an insulated brake
whereby the shunting of the current through the brake is avoided, and lastly, the
invention consists in a novel construction of conduits for the cable or wire of under-
ground electric tramways.
:
But that my invention may be fully understood, I will proceed to describe the
same in detail, reference being had to the accompanying drawings which form a
part of this Specification, in which drawings-
Figure 1 is a plan view of the system, a trap with the trap magnets being
shown in dotted lines at the left and a car. with local and motor circuits at the
right.
Figure 2 is a cross-section of an open conduit which is or may be used with the
system.
Figure 3 is a side view of my improved switch.
Figure 4 a detail section through one of the contacts.
Figure 5 is a plan view illustrating my improved switch in use.
Figure 6 represents a side view of the armature.
Figure 7 is a detail end view.
Figure 8 shows the device applied to a railway system.
Figure 9 is an elevation of my improved cut-out for tramway cars.
Figure 10 illustrates the application of the cut-out to the tramway system.
Figure 11 is a perspective view, partly in section, of the trolley.
Figure 12 is a transverse section on the plane indicated by the dotted lines in
Figure 11.
Figure 13 is a longitudinal section of part of the device at one of the brushes.
Figures 14 and 15 are detail views.
Figure 16 is a side view of the rheostat and edge view of the switch lever.
Figure 17 is a side view of the switch lever.
1 1
1 of the arrow Figure 17

page_text: Figure 21 is a section thereof.
Figure 22 is a perspective view of one of the brackets.
Figure 23 is a top view of a section of the conduit.
Figure 24 is a part end view thereof.
Figures 25 and 26 are underside views of the covering plates.
Figure 27 is a perspective view showing a modified construction of the conduit.
Figure 28 is a top view; Figures 29 and 30 are side and sectional views of the
insulator.
Figure 31 is a detail view showing the trolley line support.
Figure 32 is a top view of the yoke.
Referring now more particularly to Figures 1 and 2; the principal object obtained
under this part of the invention is the use of an open conduit in which is secured, on
insulated bearings, a bare conductor, not continuous through the conduit, but broken
at convenient places, as shown in the accompanying drawing.
These sections of the conductor under my invention can have no current from the
generator in them until the car comes on a section, and then the conductor in the
conduit can be vitalized or devitalized at the will of the person handling the car.
It is known that in practice open conduits for electric street railways carrying a
continuous conductor have proved inefficient, from the fact that where a long
bare conductor is exposed to water and mud, which will naturally accumulate
in a conduit, the exposed surface presented is so large that the consequent escape of
the current is so great from the conductor that the motor fails to get a sufficient
quantity of current to perform its function in the propulsion of the car.
It has been demonstrated by a practical working car under my supervision, that
if the conductor is segregated in lengths, say of ninety (90) feet, the conductor may
then be buried in water or mud, and the working of the car is not perceptibly
depreciated.
In this instance a current of five hundred (500) volts with a capacity of one
hundred and twenty (120) amperes at the generator, and the car calling for an
average of twenty-five (25) amperes, the loss in the current was found to be
exactly proportional to the difference between the resistance of the motor and the
resistance of the water under which the conductor was submerged. In other words,
the current takes the metallic route to the generator in preference to a route through
the ground.
In my present invention the above principle is made use of in the propulsion of
electric street railways.
It is easily understood that where a continuous line is used in a closed conduit,
the conductor must first be bare, so that the trolley from the car can lead the
current to the motor, and this fact of a continuous bare wire in the systems heretofore
in use will allow an escape of the current exactly proportional to the bare surface
of the conductor exposed to the mud and water in the conduit.
The escape of the current necessarily decreases with the exposed surface of the
conductor; and where a bare conductor of not too great length is used, the working
of the car is satisfactory in all respects, and the escape of current, even where
the conduit is filled up with water, does not seriously impair the efficiency of
the car.
Under conduit systems now in use, a continuous conductor is kept charged with
current from the generator, and all cars on the line are dependent for their supply
from this main and exposed conductor.
Under my system I dispense with a continuous conductor, and use instead
thereof a conductor made of separate sections. With these separate sections I use
an insulated cable which lies in the conduit and carries the current from the
generator.
From this cable the current is led into any desired section by the use of electro-
magnets vitalized at will from the car.

page_text: These magnets in the traps, as shown in the drawing, perform the function of
coupling a conductor section with the main line when the car is on that section, and
a distinctive feature of my system is the fact that but one section is used by the
car; although two or more cars can work on the same section.
It is noticed, therefore, that the segregated conductor used in my system is not
charged with the current, except for a very short distance; the current from the
generator being in the insulated cable lying on the conduit, and led from the
insulated cable to the conductor in the conduit when needed.
The letters, A, and B, indicate two lines of railroad track rails, the sections, a, a¹,
etc., of the former being insulated, the sections, b, b', etc., of the latter being
electrically connected together, forming one continuous line. The line, B, is con-
nected at intervals with a return wire. Passing along between these lines, A,
and B, is an open conduit, C. This conduit is made with its mouth, c, at least as
wide as, if not wider than, its inner part. Within this conduit is placed the power
line, D, which is covered or insulated. Also in the conduit is placed the trolley
line, E. This is an uncovered wire made in sections, e², c¹, etc., disconnected or
insulated from one another. These sections are placed upon a support, e', which is
properly insulated, as shown at e21, e21.
At suitable distances apart are arranged the traps, F. Each trap may be used
for two sections, the one before and after it, as exemplified in the present case. Or
a trap may be used for any desired number of sections. In a trap, F, is placed the
magnets, f, g, having the armatures, f', g', each having the insulated heads with
the forks, 2, 3, 92, 93. The magnets, f, are connected by a wire,f4, with sections, a,
and by a wire, f, with the line, B. The magnets, 9, are connected by a wire, g*,
with the section, a¹, and by a wire, g, to the line, B, or for convenience with the
wire, . The power line, D, is made with contact points, d, d', and the
sections, e², c', of the trolley line have contacts, e¹, e². These contacts are arranged
in pairs, d, e, and d', 2, in juxtaposition with the forks, f, f³, and g², g³, as
shown.
Upon the car, G, the pair of wheels, H, H', are to be insulated, and upon each
is secured the circular contact plates, h, h. Upon the car is placed a battery, I,
from which a wire, i, extends to one contact plate, h, and another wire,, to the
other contact plate, h', there being in one wire, say i', a switch, L. Upon the car
there is the usual motor, M, having one wire, m, extending to the contact plate, h',
and another wire, m³, connected to the trolley, N. This trolley projects under the
car and carries a wheel, n, which straddles the trolley wire, E.
In use as soon as the switch, L, is shut, the local circuit is closed and the current
passes from the battery, I, through the wire, i; plate, h; wheel, H; section, a ;
wire, magnets, f; wire, f; line, B; wheel, H'; plate, h; and wire, il, to
battery. As soon as this local current is turned on, the magnets, f, are vitalized
and draw down the armature, f'. As this is done, the forks, 2, 3, rest on the
contacts, d, and e¹; which turns on the power current through these contacts and
the forked head into the section, 2, of the trolley wire, E; through the trolley, N,
wire, m; motor, M; wire, m; plate, ¹; wheel, H'; line, B; and to the return
wire.
Referring now to Figures 3, 4 and 5, the switch is located at a break between
the power line and a section of the working conductor, the armature of the switch
spanning the break, and normally the break is maintained. As soon as the magnet
is vitalized the break is closed.
Prior to the present invention the "contacts" at this break have been made of
metal, and while actual practice has demonstrated the efficiency of the switch with
metal contacts, it has been found that under some circumstances, especially in wet or
damp weather, should there be any leakage as there is almost necessarily always,
as the "contacts" recede, the metal will fuse and stick.
It is to obviate this tendency that the present invention is devised, as continued
use has proven that with the present invention there is obtained an electro-
magnetic switch in which there is no fusing and therefore no sticking.

page_text: I am made aware that carbon contacts for an electro-magnetic switch are not
broadly new: My invention consists in applying them to a switch between a power
line and working conductor.
The letters, A, A, indicate the two magnets to which is connected the local
line, a and B, the magnet to which is connected the power line, b. The power
line, b, runs from the magnet, B, to the post /¹. To this post is secured a metallic
strip, C, preferably elastic. To the middle of this strip is fastened a carbon
contact, E. Located conveniently near is a post,, from which the wire, f, runs
to the trolley line. To this post is secured a strip, C', preferably elastic. To the
middle of this strip, C', is fastened a carbon contact, E'. The armature, G, has
connected to it by rods, g, g, the contact maker, h, the rods, g, g, being held in
guides, g', g'. This armature and contact maker are located so that the ends of the
latter are in juxtaposition with the contacts, E, E, and at these ends are fastened
the carbon contacts, H, H'. The contacts, E, and H, E', and H', being in pairs
opposite each other."
As soon as the magnets are vitalized and have drawn up the armature, the con-
tacts, E, H, and E, H', close, and the power line and trolley section are connected
together.
In Figure 5, I have shown the device applied in use. Instead of the switch
being located so that the power current first passes around the magnet and then
through the break, it is reversed, first passing through the break and then around
the magnet, but the action is the same; and in said figure, M, represents a car
having a battery, N; wires, n, n¹; switch, n²; motor, 0); rheostat, P; and
trolley, Q. R, is a working conductor or trolley line in insulated sections, .
From the sections runs the wire, b, around the magnet, B, and to the post, b,
whereto is secured the spring plate C¹, carrying the carbon contact, E.
thereto is the post, /, to which is secured the spring plate, C', carrying the carbon
contact, E, and the post, ¹, is connected with the main power line, Z. The contact
maker, h, is placed so that its carbon contacts H, H', are opposite the carbon con-
tacts, E, E. The wheels of the car are insulated, and the wires, n', n', are
electrically connected with them. From one line of rails, W, the wire, a, runs
around the magnets, A, A, and to the other line of rails, W
Near
When the switch, n², is closed, the battery current passing through the wheels,
the rails, W, and W, and the wire, a, vitalizes the magnets, A., A, drawing up the
armature and closing the break at the contacts, E, H, and E', H. The power
current then streams in from the power line, Z, through the contact maker, h;
wire, trolley line, R; trolley, Q; and to the motor.
With such a device as has been previously forecast there is absolutely no fusing
or sticking as this device has been used in all kinds of weather; and this fact is due
to the use of carbon contacts. It is a well-known electrical fact that in order to
obtain an arc between two carbon points it is necessary to "draw the arc
"that is,
the carbon points must first be contacted, the current turned on and then the carbon
separated, the arc being thus drawn. This is the principal on which the arc-lamps
are based, and in the present device the carbon contacts first come together and eo
instanti the circuit is closed, and they remain in contact as long as the current is
on.
The separation of the carbons only takes place after the current is off, hence
one of the essentials of arcing is absent, that is, the flow of current after the
separation of the carbons. The utilization of this electrical fact in an electro-
magnetic switch with carbon contacts is one of great and vital importance, as it
absolutely precludes any arcing or sparking, unless there should be any leakage.
Should there be any leakage it would not be sufficient to affect the carbon and
hence the latter would preserve its integrity.
With the use of carbon contacts on a switch where the current is broken before
the switch is opened there is therefore no injurious effect produced upon the
contacts.
This construction therefore produces a device certain in its action and free from
defects.

page_text: Referring now to Figures 6, 7 and 8, in which I have shown an arrangement of
armature and the device for connecting the power line with the working conductor
section, so as to make a larger break when the working conductor section is
cut out :
f
The letters, B, A, B, represent three magnets. To the magnets, B, and B', are
connected the local circuit, and to the magnet, A, the power line. From the
magnet, A, a wire, a, runs to a post, C, provided with the adjustable spring contact
plate, , and from the post, D. provided with a spring contact plate, d, runs a wire, e.
In juxtaposition to the magnets are placed the guide plates, F, F, through which
loosely pass the guide rods, f, f, carrying the armature, G. From the back of this
armature projects an arm,, which is pivoted at, h, to a bar H and is held by a
strip to whatever the device is secured to. This pivot, h, should be sufficiently
loose to allow proper play of the bar. The spring contact plates, c, and, d, project
in opposite directions, and the ends, 1, 2, of bar, H, are in line with the ends of
these plates, such ends being preferably curved.
Figure 8 shows the invention applied to a railway system. N, N', are two lines
of track rails; a, a, insulated sections of a bare working conductor; A', the main
power line, and the device already fully described is placed between the main power
line and the section of the working conductor. The car is represented by an axle
and pair of wheels. Upon it is placed a motor, O, and a battery, P, the former
connected with the axle and the trolley, T, the battery connected with the two
wheels. The lines of rails are connected by the local wires, n, n', with the
magnets, B, B'.
With such a construction where the magnets are vitalized by current passing
around them, the armature, G, is drawn up and turns the bar, H, on the pivot, h,
closing the same at the contact plates, c, and d, and the power current is turned on
to the working conductor section. This device is to be arranged vertically so that
gravity will draw the armature down and break the contact, but to assist gravity a
spring plate, I, may be placed under the end, ', of the bar, H.
When the battery or local circuit is closed, the current from the battery passes by
wire, p, through the wheel to the line, N, of rails, thence by wire, n, and the
magnets, B, B', thence by wire, n', to the line, N¹, of rails and by the car wheel and
wire, p', to battery. This vitalizes the magnets, B, B', drawing up the armature, G,
turning the bar, H, and closing the break. The power current then streams in
from the power line, A', through the wire, a¹, and the magnet, A, preserving
the contact of the bar, H, and into the trolley line, a', through the trolley, T, to
the motor.
Referring now to Figures 9 and 10, which illustrate my improved cut-out and its
application to my electric underground tramway system, and in as much as the
local line need only be used for vitalizing the magnets and connecting the working
conductor sections to the power line, as soon as this is done the local line should be
at once broken if practicable. To do this I provide a cut-out which is placed upon
the car.
A, indicates two magnets having the wires, a, and b, running to convenient
posts, a¹, and . The armature, C, has an insulated tongue, e, provided with the
wedge point, c. Just below the armature are two posts, d, and e, from which two
spring plates, D, and E, project toward each other and have the downwardly turned
ends, d', and e', spaced apart, the space between them being just below the point, c',
of the armature, C. This device is placed vertically, as shown in the drawing, so
that, normally, gravity will hold the armature, C, down, closing the space between
the spring plates D, and E, the weight of the armature tending somewhat to depress
the plates and ensuring contact.
From the post, a¹, a wire, n, runs to the motor, and from the post, ', a wire, o,
runs to one line of rails. To the posts, d, and e, the wires of the local circuit are
connected. When the local circuit is closed the power current passes through the
motor wire, n; post, al; wire, a; magnets, A; wire, b; post, 61; wire, o; to the

page_text: rails and ground. This vitalizes the magnets, A, drawing up the armature, C, and
breaking the local circuit.
In Figure 10 which illustrates the application of the cut-out to the tramway
system, N, NI, are the two lines of track rails on which is the car, O, having the
battery, P, and motor, Q, with line wires, p, p, and q, q', the "cut-out" being in
the battery circuit as shown. R, indicates the main power line, and, S, the electro-
magnetic switch, which, when closed, connects the main power line with the trolley
Ine, T. Engaging this line, T, is the trolley, t, the wire, a, from which passes
around the magnets. When the current is switched into the trolley line and then
to the motor, the "cut out is operated and the local circuit broken. In
Figure 10 the "cut out is shown placed before the motor instead of after, as
indicated in Figure 9. This is perhaps preferable; but the action is the same in
both cases.
The operation is as follows:
"
When the battery or local circuit is closed, the current passes to one line, N, of
rails through the wire, ", and the magnets, V, V, through wire, n', to line, N₁, of
rails and back to battery by wire, p'. This vitalizes the magnets, V, V, and the
bar, W, is drawn up. The power current then streams in from power line, R, and
magnet, V, preserving the contact of bar, W, through the trolley wire, T, trolley, t,
wire, a, magnets, A, wire, q; motor, Q; wire, q'; and to ground. This cuts out
the local line, as already stated, and at the same time the power line connection
with the trolley is preserved by the action of the magnet, V₁.
Referring now to Figures 11, 12 and 13, which illustrate my improved double
trolley:
A, and B, indicate two sections of a working conductor or trolley line
insulated at, a. The trolley is indicated by the letter C. There is a holder
consisting of a metallic plate, D, and an insulating plate, E, secured together
and having therethrough the holes, e, e', near the ends. In these holes are the
stems, f,, of the two brushes, F, F. These brushes are concavo-convex on
their working faces so as to fit over and bear snugly against the working con-
ductor. The stems, f, f, fit loosely in the holes, e, e', so that the brushes have
a free oscillating movement in the holder. The holder is secured to the forks, g, y¹,
of a tubular post, G. This post passes through a sleeve, H. This sleeve has
a bore large enough to receive the post, G, and a surrounding spring, I. This
spring bears at its lower end upon an annulus, h, of the sleeve, H, and at its
upper end upon the post, G. The sleeve, H, is secured to the car so that
there is a yielding connection between the post and the sleeve. Running from
the sleeves, ff, are the wires, k, k¹, which pass off to the motor.
This forms a double trolley, always preserving the current to the motor.
When the front brush reaches the break between two sections of the trolley
line, the current passes through the hind brush. By the time this brush reaches
the break, the front brush has come upon the front trolley line section and the
current is restored. With such a device a working conductor in sections can
be used without any break in the current to the motor. The shape and con-
nection of the brushes causes them to close and surely bear on the trolley line
unaffected by any movements of the car, as the stems readily turn in the holes
so as to allow for any twisting of the holder. The resilient connection of the
trolley allows for the easy working of the same.
Referring now to Figures 16, 17, and 18, which illustrate the combined switch
and rheostat levers :-
A, indicates the ordinary rheostat, the lever, a, of which projects as shown.
Secured close thereto is the local switch board, B. On this is fastened the
binding posts, b, b¹, Fig. 18, to which are secured the wires, C, D, of the local
circuit. To these posts are fastened the spring blades, E, E¹, with the insulator, e,
between them. Pivoted at, f to the switch board is the local switch lever, F,
Fig. 17. This lever has the arm, f', extending upwardly, and the arm, f,

page_text: extending downwardly. To this lever, F below its pivotal point is secured a
spring, G, at one end, g, the other end, y', being secured to the switch board.
The upper arm, f', of the lever, F, is in line between the two blades, E, E¹,
and is held between them by the spring, G. Two stops, k, and 1, are placed in
front of and back of the arm, f. The lower arm, f, is made of insulating
material where it is in the path of the rheostat lever.
As soon as the rheostat is operated to turn on the main current, the lever u is
withdrawn from against the switch lever, F, the arm of which latter is released,
so as to permit the spring, G, to throw the upper arm of said lever between the
blades, E, E', and the local circuit is closed, at that point as the main current is
turned on thus one movement closing both circuits.
In electric tramway systems in which a battery circuit having its source of
supply on the car is used, the current of this circuit passes from one of a pair of
car wheels into the line of rails on one side, and then through various devices and
onto the other line of rails, and up through the other car wheel of the pair and
back to battery. Now, in operating a car having this circuit, should the car be
stoppe so that one wheel, or both of the pair in circuit, should rest on some
obstruction, say a piece of dirt between the wheel and the rail, the circuit would be
broken and the current would not flow when the switch was closed.
Ordinarily a brush would keep the track clean. But should the dirt stick and
the brush not remove it, then the circuit would be broken.
To prevent this and to insure the completion of the circuit, I have devised the
auxiliary circuit closer shown in Figures 14, 15 and 19, in which-
A, indicates an ordinary car truck on the rails, B, B, and having the pair of
wheels, C, C, insulated from the axles to which the battery wires are connected,
and as shown the wires, n, n', of the battery, N, are connected with a switch, n²,.
running to the insulated wheels. From one line of rails, B, a wire, p, runs to the
magnets, P, in a trap, and from the magnets, P, another wire, p', runs to the other
line of rails, B. These magnets have the armature, p³, the movement of which
opens and closes the power line.
Extending downwardly is the operating handle, D, having the pawl d'engaging
the ratchet d. This handle is pivoted at d², to the timbers of the car. To the
lower end, d³, of the handle, D, is pivoted the end, e, of a rod, E, which passes
loosely through a hanger, el, and has at its other end the socket, e². Secured in this
socket,, are the diverg: nt arms, F, F. These arms extend outwardly and carry
at their outer ends the contacts, G, G. These contacts are somewhat crescent-
shaped, having the ends, g, g', the latter having preferably sharp edges. These
contacts are in the planes of the treads of the car wheels, and in the lines of rails.
The range of movement of these contacts is such that when the upper end of the
handle is thrown forward, the contacts are pressed back and their ends bear against
the wheels and the rails.
Should a car be stopped, and on attempting to start it, by closing the battery
circuit, the car should refuse to move, the operator, by moving the handle, D,
would place the contacts, G, G, between the wheels and the rails, spanning the
obstruction. If the obstruction should be a large mass of dirt too large for the
contact to span it, then the sharp end, g, would cut through and bear on the rail.
Referring now to Figures 20 and 21, wherein is illustrated my improved brake;
A, indicates the brake, and B, the wheel of the car, the brake having the
ordinary hanger, a. The brake consists of the shoe, C, the head, D, and an
interposed insulator, E. The parts are held together by bolts, c, passing through
them. In the head, D, these bolts are surrounded by insulating thimbles, c'.
This brake is designed to be used upon a system wherein the wheels are utilized
as a part of an electric circuit, and hence it is desirable that the current shall nit
be shunted through a brake.
Referring now to Figures 22 to 26 inclusive, which illustrate my improved
conduit for electric underground tramways:-
A, indicates a bracket having substantially a triangular shape, as shown. It.

page_text: consists of the bottom, a, and sides, a', a², and preferably has the web, a³. Rising
from the middle of the bottom is the standard, B, to the top of which is secured an
insulator, C, made of okonite or other insulating material. Secured to the top of
this insulator, C, is the cable rest, D, having the groove, d, on its top. Made with
the bracket, A, are the top plate supports, E, and F, located on each side of the
opening, a, of the bracket, and extending out each side of the bracket. The
plate, E, has the two holes, e, e. The plate, F, has the two recesses, and
the rebate,, on the outer edge.
In use these brackets are placed at convenient distances apart, say seven or eight
feet. Between them the walls of the conduit are made of wood, terra-cotta, or
brick-work, the walls coming against the webs, a³, and holding the brackets firmly
in place. At the tops these walls are spaced apart. On one side a cover plate, G,
is permanently secured in place by bolts, g, passing through holes in said plate and
the holes, e, of the plate, E. Between the edge, g, of this plate, G, and the top of
the wall of the conduit on the other side, there should be space enough to permit
free admission into the conduit for inspection, etc. In the grooves, d, is to be
placed the cable or wire. Along the top wall of the conduit opposite to the
plate, G, is placed the removable plate, H. This plate has the flange, h, which
fits the rebate, I, and may have a teat, h', fitting a recess, in the plate, F. This
flange, h, may be extended the whole length of the plate, H, and the top wall of
the conduit may be adapted to receive it. Between the inner edges of the cover
plates, G, and H, is the usual slot, I, coming directly over the cable.
If desired.
a hood, shown in dotted lines at, K, may be placed on the cable supporting standard
so as to prevent drip water from striking against the insulator.
The plate, H, is readily removable by simply lifting it out of place, its weight
keeping it down.
Referring now to Figures 27 to 32 inclusive, which illustrate a modification in
the construction of the underground conduit:
A, indicates a bracket cast in one piece. This bracket is elongated and has the
curved flange, a, the webs, a', a¹, on the sides; the lower projection, a²; the
Bearing plates, a³, a³, at each end of the projection; the supporting plates, at, at, at
the top between which is the opening, a', and the bosses, a, a, at the outside
provided with holes, a', a'. These brackets are put into place in the cross-ties at
suitable distances apart, there being a depression b, cut in the cross-tics, B, to
receive the projection, a², and the brackets are bolted through the plates, a³, a³, to
the ties. To the supporting plates, a³, a', are secured the ends, , of the cover
plates, C. These have the base flanges, c2, the upright webs, c³, and the top
flanges, e, there being a slot, c, between the tops of the cover plates. Bolts, D,
pass from the ends, c, of the plates, C, and are secured in the holes, a', of the
bosses, a, thus bracing the cover plates.
arm,
At suitable places along the track are placed boxes or traps, E, that are
separate and distinct from the brackets. These traps may have the inside curvature
adapted to that of the interior of the conduit. Secured in the trap to the outer
end, e, thereof by its upper end, f, is the working conductor support. This is an
F, which projects laterally into the conduit and has the lower end, f¹, rising
upward and screw-threaded. At this screw-threaded end, ¹, is secured an
insulator, G, preferably of glass. This insulator, G, has a neck, 9, and may be
provided with teats, G₁, in the neck. Clamped around this neck is the yoke, H,
having holes, 4, in which the teats, g', fit. This yoke has a hole, ', in the inside,
and in this hole, ', is held the stem, k, of the working conductor holder, K, the
stem being screw-threaded and held by a nut. The top of the holder, K,
has the concave, k³, and is in a line under the slot, c, between the tops of
the cover plates. In these concaves is suitably secured the working
conductor, L.
This construction produces a compact and strong device. The conduit will
resist any strain and the traps readily allow of easy access to the working conductor
supports.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. The combination of a continuous power line; a trolley line composed of
sections insulated from one another, a car having thereon a motor circuit in
electrical connection with the trolley line; a local circuit, part of which containing
the source of electricity is on the car, and a switch between the local and the trolley
line and power line, whereby when the local is closed, a section of the trolley line is
connected to the power line, as set forth.
2. A power line and a working conductor or trolley line normally disconnected
with each other, in combination with an electro magnetic switch located at the
break between the two lines, each line and the switch being provided with carbon
contacts, as set forth, and shown in Figures 3, 4 and 5.
3. The combination of a power line, a working conductor or trolley line in
sections, a local circuit, an electro-magnetic switch the magnets of which are
vitalized by the power line and local circuit, there being a break between the
power line and the working conductor, the switch being located at this break, and
said switch and the power line and working conductor being provided with carbon
contacts as set forth, and shown in Figures 3, 4 and 5.
4. The magnet, in combination with the armature, G; the bar, H, pivoted
thereto and also pivoted to a support, and the circuit provided with the contact
plates, c, d, the ends of the bar, H, being adjacent to the plates, as set forth, and
shown in Figures 6, 7 and 8.
5. The combination of a car, a local circuit, and part of a motor circuit thereon,
with a << cut-out on the car between the power circuit and local circuit, such cut-
out being controlled by the power circuit and controlling the local circuit, as set
forth, and shown in Figures 9 and 10.
6. A local circuit having a break, in combination with a power line provided
with a magnet, the armature of which normally closes the break in the local circuit,
in combination with electrical devices on a car, whereon is placed the local circuit,
part of the power line and the magnet and armature, as set forth, and shown in
Figures 9 and 10.
7. A trolley provided with a brush which is concavo-convex on its working face,
as set forth, and shown in Figures 11 to 15 inclusive.
8. The trolley composed of the holder having the holes, e, e¹, and the two
brushes, F, F', having stems, f, f', which are held loosely in said holes, as set forth,
and shown in Figures 11 to 15 inclusive.
9. The combination of the concavo-convex brushes, F, F', having the stems, f,'',
the holder consisting of the metallic plate, D, and the insulating plate, E, having
the holes, e, e¹, the stems, f, f¹, held loosely in said holes, the forked tubular
post, G, the stem, H, and the interposed spring, 1, as set forth, and shown in
Figures 11 to 15.
10. In an electric railway system in which a local circuit operates an electro-
magnetic switch in the main circuit, such local circuit having a break, in
combination with a switch lever at such break, provided with a spring which
normally holds the lever in the break, and the rheostat in the main circuit the lever
of which crosses the switch lever and thereby moves said switch lever against the
spring, as set forth, and shown in Figures 16 to 18 inclusive.
11. The combination of a car having insulated wheels, to which circuit wires are
connected, and the line of rails with an auxiliary contact located between the wheels
and the rails, as set forth, and shown in Figure 19.
12. The combination of a car having insulated wheels, to which circuit wires
are connected, and the line of rails with an auxiliary contact placed in the plane
of the treads of the wheels and of the lines of rails, as set forth, and shown in
Fio 19

page_text: I
-
13. The auxiliary contact device, consisting of the handle, D, the rod, E,
arms, F, F, and the contacts, G, G, as set forth, and shown in Fig. 19.
14. A car brake in combination with the brake beam, the rubbing part of the
brake being electrically insulated from the beam, as set forth, and shown in
Figures 20 and 21.
15. A car brake, consisting of the head and shoe and an interposed insulator, as
set forth, and shown in Figures 20 and 21.
16. The bracket, A, having the plates, E, and F, extending out each side of the
bracket, and the cable standard, B, as set forth, and shown in Figures 22 to 26
inclusive.
17. The bracket, A, having the cable standard, B, the insulator, C, and the
support, D, made with the groove, d, as set forth, and shown in Figures 22 to 26
inclusive.
18. The combination of the brackets, A, having the plates, E, and, F, with the
plates, G, and H, the former permanently secured, the other removably to the
brackets, as set forth, and shown in Figures 22 to 26 inclusive.
19. A conduit for underground electric railway systems, consisting of brackets
made with cable standards and spaced apart, the walls of the conduit running from
bracket to bracket and spaced apart at the top; cover plates spaced apart and
covering the space between the tops of the conduit walls, one of said cover plates
being permanently and the other removably secured to the brackets, as set forth,
and shown in Figures 22 to 26 inclusive.
20. In an electric railway system, the working conductor of which is under-
ground, the combination of an open slotted conduit supported upon brackets; a
working conductor in such conduit; supports for such conductor, and boxes
separate and distinct from the brackets and in which boxes the conductor supports
are secured, as set forth, and shown in Figures 27 to 32, inclusive.
21. As a supporter for working conductor of an electric railway system, the
arm, F, having means for fastening it at one end; the insulator, G, secured to the
other end of said arm; the yoke, H, around such insulator, and the holder, K,
secured to the insulator by the yoke, as set forth, and shown in Figures 27 to 32,
inclusive.
Dated this 25th day of November 1890.
JENSEN & SON,
77, Chancery Lane, London, W.C., Patent Agents.