Improvements in Depressible Rail Systems for Electrical Railways.
Year: 1898

page_text: Date of Application, 19th Mar., 1898
Complete Specification Left, 25th Oct., 1898--Accepted, 18th Mar., 1899
PROVISIONAL SPECIFICATION.
Improvements in Depressible Rail Systems for Electrical Railways.
+
We, WILLIAM GRUNOW, Junior, of No. 70, Broad Street, in the City of Bridge-
port, in the County of Fairfield, and State of Connecticut, Electrical Engineer,
and ZALMON GOODSELL, of No. 456, Water Street, in the City of Bridgeport, in
the County of Fairfield, and State of Connecticut, Merchant, both in the United
States of America, do hereby declare the nature of this invention to be as
follows:
This invention relates to electric railways, designed to carry the current in
safety and, to be adapted to switches, curves and cross-overs; to operate cars
on steam roads, elevated structures, bridges and on the streets by a continuous
electric depressible third rail laid between the track rails, and particularly to
those wherein a depressible rail is employed to make contact with the source of
supply, and it consists essentially in certain improvements upon the construction
of depressible rail systems, and the particular objects of this invention are to
simplify and cheapen the construction heretofore employed, and to provide a
simple and positive method of making contact, wherein a contact receptacle is
employed containing mercury, the depressible rail being movably supported
above the receptacles upon the upper portion of a reciprocating contact device,
adapted to be depressed into the mercury, which is provided with electrical
connections.
A further object of this invention is to provide a system which will be simple
and cheap in construction, and in which the action will be positive and effective,
and which can be applied to trolly and cable roads now in use at a small expendi-
ture of labor or money, and this system is also designed for use on steam roads,
and in this case the conduit is necessarily dispensed with, but the system is not
otherwise changed.
We may employ a modification of the construction herein before mentioned
consisting essentially of a depressible rail composed of insulated sections con-
nected by a support, which is mounted on springs, or similar devices, and directly
beneath each support is located a contact receptacle containing a feeder terminal
suitably connected with the source of electrical supply, and movably mounted
within the contact receptacle is a contact device, having electrical connection
with the extremity of each of the insulated sections of the depressible rail, and
this contact device, by suitable means, is caused to move with the depressible rail,
so that when the rail is depressed the contact device will be forced into contact
with the feeder terminal, thereby closing the electrical circuit and charging
the depressible rail, which is forced downwardly against the action of the sup-
porting means by suitable contact wheels or similar devices carried by the car
trucks.
In carrying our invention into practice, we preferably secure upon the cross
ties of an ordinary road-bed for street railways, segmental girders of cast iron
or steel, preferably provided with exterior outwardly directed ribs, and to the

page_text: free extremities of these girders is bolted or otherwise secured separate guard or
surface plates, which reach over or approach each other along their free edges t
form a slot, adapted to receive the contact device carried by the vehicle, and the
asphaltum or Belgian blocks are filled in between said girders and the track
rails in the usual manner, so that the surface or guard plates are flush with the
surface of the asphaltum or Belgian blocks.
Within the conduit thus formed are located, at predetermined intervals, suit-
able contact receptacles, connected with the source of electrical supply, or feeder
cable, and these contact receptacles or boxes are bolted, or otherwise secured upon
the cross ties which support the track rails and the girders, as before described.
The contact receptacles or boxes may be of any desired construction, and may
be formed of metal, vitrified brick or any other suitable material, and are prefer-
ably provided with a removable top or cover, having a central depending tubular
projection, and mounted above the top or cover, within said tubular projection,
is a movable sleeve carrying upon its upper end outwardly directed arms the
extremities of which are supported upon spiral or other springs, which rest upon
the top or cover of the contact receptacle, and said arms are retained in position
upon said springs by guide pins or rods, which pass through the arms, the springs
and the cover of the receptacle.
Within said sleeve, and insulated therefrom, is a contact pin or rod having a
removable head or nut, adapted to form contact with the electrical medium secured
in a saucer or receptacle upon the bottom of the contact receptacle, said electrical
medium having electrical connections with the source of electrical supply or
feeder cable.
The upper free end of the contact pin or rod, is bifurcated to receive the
depending rib of the depressible third rail, which is supported thereby.
It will be understood that a spring actuated collector shoe or wheels operates
upon said depressible third rail to force the same downwardly against the action
of the afore-mentioned springs, thereby projecting the head of the contact pin
into the electrical medium located upon the bottom of the contact receptacle:
that is to say, the current collector upon the vehicle moves along the upper surface
of the depressible third rail and forces the contact device downwardly into con-
tact with the electrical medium, such as mercury, retained in the saucer or other
receptacle upon the bottom of the contact receptacle or box, said medium having
electrical connection with the source of electrical supply, or the feeder cable,
thereby completing the electrical circuit and charging the depressible third rail.
We may however employ a modified form of the construction hereinbefore
described, which consists essentially of a shallov trench or continuous excavation
across which pass, or which is bridged by, the cross ties which support the track
rails, and this excavation or french may be formed before or after the cross ties
shall have been laid in position, and the trench or excavation should be provided
with suitable sewer connections whenever the same are necessary, or an under-
ground electrical conduit or cable conduit may be used, with but slight alteration.
Upon the cross ties are secured, at pre-determined intervals, by means of bolts
or otherwise, cast iron yokes, having upwardly directed inwardly curved arms or
members, from the inner central portion of which project strengthening ribs or
flanges, and the base of said yoke is bifurcated, or provided with depending
clamping sides, adapted to partially enclose the sides of the cross ties, and thereby
afford greater rigidity to the yokes, when the latter are secured in position upon
the cross ties.
We may, however, substitute for the ordinary wooden cross tie an iron beam
or spreader, the extremities of which are securely bolted to the track rails, and
which is provided, upon the intermediate portion thereof, with integral arms
forming a yoke of the construction before described, and over the free edges of
the yokes are secured slot rails or plates which extend outwardly over the yoke
and are attached at their inner ends or edges to the cross ties or the iron beams,
it being understood that said slot rails or plates are made in sections, and, when

page_text: secured in position, form one continuous conduit having a central slot or opening
to receive the current collector carried by the vehicle.
From the foregoing description, it will be obvious that this system does not
require any great expenditure of money, and that any of the present road-beds,
substantially ballasted, and using the overhead trolly wire, can be converted
into this system without the removal of the track ties.
The depressible third rail, which may be of any suitable cross section, is prefer-
ably divided into sections of suitable length, and the ends of these sections may
be cut obliquely or bevelled, to allow for the expansion and contraction thereof
without injury to the same, and also to permit the contact wheel or collector
before leaving one section of said rail to have entered upon the next, and these
sections are preferably separated from each other by insulation, so that only the
section under the vehicle and the one immediately ahead of it are charged, or
enlivened, the rail being normally dead.
The extremities of the rail sections are retained in position by U-shaped rail
supports, which are insulated from the rail, and the ends of the rail section are
secured within said support by bolts, provided with insulated bushings passing
through oblong slots in the support, to provide for the expansion and contraction
of the parts under atmospheric conditions.
The rail support is provided with two laterally projecting lugs or ears, one extend-
ing from each side thereof, adapted to rest upon spiral or other springs mounted in
spring compartment connected with the contact receptacle or boxes, as herein-
after more fully described, said lugs and springs being retained in position by
guide pins or bolts passing there through.
a
The contact receptacles or boxes employed with this construction are provided
with flanges or ribs at each end thereof, adapted to be bolted upon the cross ties
of the track, and between one of these flanges and the receptacle proper is formed
a transverse depression or compartment, before described as a spring compartment.
In case of very long sections of the depressible rail intermediate supporting
springs may be employed, consisting of a base adapted to be bolted to the cross
ties of the track, said base being provided with two vertical tubular projections
adapted to receive the springs employed, and upon said springs rest the rail
support, which is also provided with two tubular projections adapted to partially
enclose or telescope with the tubular projections upon the base, and through
said base, springs and support, pass guide bolts adapted to retain the parts in a
proper position, and to limit the upward movement of the support.
By means of the construction before described, the depressible rail can be
made to withstand any desired amount of pressure, by regulating the force of
the springs employed, and the rail will be retained and caused to move only in
vertical plane, and not be deflected under pressure.
The contact receptacle or box, employed in the last mentioned construction, is
preferably provided with a removable cover adapted to be secured in position by
screws or bolts, and in one side of the cover is formed a tubular projection within
which is mounted a stuffing box, and movably mounted within the stuffing box
is an iron armored insulating tube, carrying at the upper end thereof, a recessed
nut or spool, adapted to receive two segmental lugs upon one side of the rail
support before mentioned, whereby the tube is caused to move vertically by the
depression or elevation of the depressible rail.
Separate insulated conductors are connected at one extremity to the ends of
the sections of the depressible rail, on each side of the contact receptacles or
boxes, and the free extremities of the conductors are passed into said contact
receptacles or boxes through a tubular projection formed thereon, as. before
described, and are connected with the contact device, described hereafter.
The lower end of the said insulated tube is suitably connected to a bar-connec-
tim, which is provided with an opening or band, to receive the lower extremity
of said tube, and also with a tubular extension projecting at right angles to said
band, and adapted to receive an insulated bar, having a core of steel, and upon

page_text: the outer extremities of said bar are secured connectors or bands, to which are
connected flexible V-shaped contact plates, and to said bands are connected the
extremities of the insulated conductors, the opposite ends of which conductors
are connected with the extremities of the adjacent sections of the third rail, in
the manner before described.
The supply conductor or feeder cable passes into the contact receptacles or
boxes and is connected to the lower terminal, which consists of a flat plate of sheet
metal suitably stamped or formed, and mounted upon an insulated block secured
in the bottom of the contact receptacles or boxes, said terminal being so con-
structed or stamped as to form a central main or body portion, with which is
connected two laterally extending members or wings, the free ends of which
are adapted to be bent upwardly to form the V-shaped notches or troughs, adapted
to receive said V-shaped plates carried by the contact device, when the latter
are forced downwardly by the depression of the depressible third rail.
The supply conductor or feeder cable enters the contact receptacles or boxes,
and is suitably connected with the main or body portion of said bottom terminal
carrying said V-shaped wings.
The operation of this construction is as follows: The depressible rail sections
are forced downwardly by the current collector or contact wheels, thereby carry-
ing with it the vertically reciprocating contact device, which is movably mounted
within the tubular projection upon the cover of the contact box or receptacle,
the said contact device being provided with two V-shaped spring contact plates,
which move with the contact device, and when the latter is forced downwardly
said plates make contact with the V-shaped wings of the terminal upon the
bottom of the contact box or receptacle, and thereby close the circuit there
through, the said bottom terminal being connected with a source of electrical
supply.
The means for depressing the depressible third rail, so as to form contact with
the bottom terminal, and charge said rail, as before described, consists of two
constructions the former being adapted for use with street railways, and the latter
for steam roads, where a high rate of speed is obtained.
1
The first mentioned construction consists of a supporting frame, adapted to
be connected to the car truck, although insulated from it and in the bifurcated
forward portion of said frame are formed vertical slots, in which the extremities
of the axle of the contact wheel are movably mounted, said wheel revolving
between said bifurcated portions, and in the upper portion of said frame, above
the bifurcated part thereof, is mounted a bell-crank lever, the vertical arm of
which is connected with a pull rod, attached to a ratchet lever suitably mounted
upon the platform of the car, whereby the pressure exerted by the contact wheel
upon the depressible rail can be regulated as desired, and within said bifurcated
portion of the frame, and straddling said contact wheel, is a yoke, the ends of
which also receive the axle of the contact wheel, and from the head of said yoke
extends a guide rod, adapted to receive a spiral spring and a sliding sleeve resting
upon said spring, and provided with laterally extending arms or trunnions, upon
which the horizontal arm of said bell-crank lever bear, to depress the contact
wheel when desired, said sleeve being retained in position upon said guide rod
by an adjusting nut, which is also adapted to regulate the force of said spring.
The depressing means employed for use in steam roads consists essentially of
a rectangular frame adapted to be secured to the car truck, and in each end of
said frame is pivotally mounted a U-shaped yoke, in the middle portion of which
is mounted a contact wheel, and the free extremities of said yokes are pivotally
connected by a transverse pin or rod, which also passes through the head of a
guide rod, carrying a spring and a sleeve, which rests upon said spring. Said
sleeve being retained in position upon said guide rod by means of an adjusting
nut, and said sleeve is also provided with lateral arms or trunions upon which
bears the horizontal arm of a bell-crank lever, which bell-crank lever is pivotally
mounted in an extension of said frame, the vertical arm of said bell-crank lever

page_text: having connected therewith a pull rod, the rod being in turn connected with a
ratchet lever mounted upon a platform of the cars, as before described, whereby
the force exerted upon the depressible rail by said contact wheels may be regu-
lated.
The operation of this invention may be briefly described as follows:
The current passes from the generator or power station through the supply
conductor or feeder cable to the bottom terminal in each one of the contact
receptacles or boxes, the insulated sections of the depressible third rail are
supported and maintained in an elevated position normally out of contact by the
spring actuated Ų-shaped supports before described, the extremities of said
insulated sections being connected with a vertically reciprocating contact device
mounted in a tubular portion of the cover of the contact receptacle or box, and
when the contact wheel or wheels carried by the car-truck pass over the sections
of the depressible third rail, the latter are depressed and the contact device carried
thereby is forced into contact with the bottom terminal within the contact recep-
tacle, thereby closing the circuit there through and charging the two adjacent
sections of the third rail simultaneously.
By this construction it will be seen that both the section under the car and
that section preceding the same will be charged simultaneously thereby per-
mitting the attainment of a high rate of speed by the vehicle.
We do not desire to confine ourselves to the specific construction, combination
and arrangement of parts herein set forth and described and we therefore reserve
the right to make all such changes in and modifications of the same as may be
found necessary in working out the invention and carrying the same into actual
practice.
. 1
1111
1
1
1000
Improvements in Depressible Rail Systems for Electrical Railways.
We, WILLIAM GRUNOW, Jr., of No. 70, Broad Street, Bridgeport, Connecticut,
Electrical Engineer, and ZALMON GOODSELL, of No. 456, Water Street, Bridgeport,
Connecticut, Merchant, both of the 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 ascertained, in and by the following statement: -
This invention relates to electrical railways, and particularly to that class in
which a depressible third rail is employed to close the circuit with a working
conductor, and some of the objects of the invention are, to provide a cheap,
simple and positively operating system of this character, which can be applied
to frolly or cable roads now in use at a small expenditure of labor and money,
and one which is particularly applicable for use on steam roads, elevated struc-
tures, bridges and on the streets.
In this system a depressible third rail is employed composed of insulated.
sections which are mounted upon depressible devices, and directly beneath, or
adjacent to, the third rail are located contact receptacles, containing a feeder
terminal connected with a supply conductor or feeder cable suitably connected
with the source of electrical supply, and movably connected with or mounted in

page_text: the contact receptacle is a contact. device, having electrical connection with the
extremity of each of the insulated sections of the depressible rail, said contact
device being caused to move with the rail, so that when the rail is depressed,
the contact device will close the circuit through the feeder terminal thereby
charging the depressible rail.
The feeder terminal may consist of a mechanical or liquid medium device, and
the circuit will be closed by the depression of the third rail, which carries the
contact device, in the manner before described, and with those and other objects
in view, the invention consists substantially in the construction, combination
and arrangement of parts hereinafter more fully described in the specification
and illustrated in the accompanying drawings, in which;
Fig. 1, is a cross section of the road bead showing parts of the construction in
clevation;
Fig. 2, is a central longitudinal section of the road-bed;
Fig. 3, is a side elevation, partly in section, of the depressible rail and contact
receptacle, showing the same in position, a portion of the rail support being
broken away;
Fig. 4, is a plan view of the construction shown in Fig. 3;
Fig. 5, is a cross section of the depressible rail and its support, taken on
line of Fig. 4, looking in the direction of the arrow A;
Fig. 6, is a similar section on line y-y of Fig. 4, looking in the direction of
arrow B, showing the insulated conductor connected to the rail;
Fig. 7, is a horizontal section of the contact receptacle, showing the feeder
terminal in the bottom thereof;
Fig. 8, is a vertical longitudinal section of the contact receptacle, parts being
shown in elevation ;
Fig. 9, is a vertical cross-section of the contact receptacle, parts being shown
in elevation;
Fig. 10, is a plan and edge view respectively of the feeder terminal;
Fig. 11, shows detailed views of a portion of the contact device;
Fig. 12, shows detailed views of the tube and bar connection;
Fig. 13, illustrates detailed views of the connector;
Fig. 14, is a longitudinal section of the insulator tube;
Fig. 15, illustrates detailed views of the insulated bar;
Fig. 16, is a side elevation, partly in section, of the collector or contact wheel
and the support, and the operating means for the same;
Fig. 17, is an end view, partly in section and partly in elevation, of the collector
or contact wheel;
Fig. 18, is a detailed view of the scraper;
Figs. 19 and 20, are plan and elevation views respectively of the intermediate
spring support for the depressible rail;
Fig. 21, is a side elevation, partially broken away, of a modified form of
construction shown in Fig. 3, adapted particularly for use on steam roads;
Fig. 22, is a top plan view of the same;
Fig. 23, is a cross-section of the depressible rail, taken on lines - of Fig. 22,
looking in the direction of arrow C;
Fig. 24, is a similar view taken on line -w of Fig. 22 looking in the direc-
tion of the arrow D;
Fig. 25, is a side elevation, partly in section, of a modified form of the collector
or contact wheel, and support;
Fig. 26, is a top plan view of the same;
Fig. 27, is an end view thereof;
Fig. 28, is an end elevation of a modified form of intermediate spring support
for the depressible rail;
Fig. 29, is a top plan view of the same;
Fig. 30, is a vertical section taken through a modified form of a contact recep-

page_text: tacle, wherein an electrical medium is employed instead of the terminal before
described and illustrated;
Fig. 31, is a side elevation of this contact receptacle secured in position upon
the track ties, a portion thereof being broken away, and showing the depressible
rail mounted above the receptacle in operative position;
Fig. 32, is a top plan view of the depressible rail and contact receptacle;
Fig. 33, is a vertical section of a street rail-road bed showing this form of
contact receptacle and the depressible rail in section, and also the manner of
enclosing the same by guard plates, and;
Fig. 34, is a plan view of the form of contact receptacle without the cover,
showing a continuous supply conductor or feeder cable running through the
same and the manner of connection with the electrical medium or the receptacle
containing the electrical medium.
Similar characters of reference designate like parts throughout the several
views.
Referring to the drawings, and particularly to the construction shown in Figs. 1
and 2 thereof, the numeral 1 indicates a continuous excavation or trench formed
before or after the cross-beams or ties 2 are laid in position, and the trench may
have a bottom of broken stone or gravel, as shown in Fig. 1, over which may
be placed a layer of concrete, brick-tiling or similar material 3, which may
surround, or in which may be imbeded, the cross-beams or ties 2, and the con-
crete may be brought around the lower portions of the track rails 4, and, if
desired, the concrete or similar material may form the foundation for the
Belgian blocks, or asphaltum as the demand may require; and the exposed por-
tions of the cross-beams or ties 2, may be coated with preservative paint.
I may, however, dispense with the cross-beams or ties, and employ metal beams
or spreaders, the extremities of which are bolted, or otherwise secured to the
track rails, thereby affording rigidity and uniform parallelism for the same,
said beams or spreaders being provided, upon the middle portion thereof with
integral upwardly extending inwardly curved arms or members, forming a yoke
to receive the depressible third rail, and over this yoke are secured the slot rails
to form the complete conduit or trough for the third rail; and by means of this
construction, it will be seen that the track rails and depressible third rail will
always retain a uniform parallelism notwithstanding the variations in temperature
to which they may be subjected.
The trench or subway, above described, should be provided with suitable
sewer connections whenever necessary, as for instance, at the foot of grades, and
occasionally on levels, and it may be of any preferred form or construction, or a
cable, or underground electrical conduit, may be used with but slight alteration.
Upon the cross-beams or ties 2, are secured, at pre-determined intervals by
means of bolts or otherwise, cast iron yokes 4, having upwardly directly curved
arms or members 5, from the central portion of which project segmental ribs 6,
and the base 7, is preferably slightly wider than the cross-beams or ties to which
it is secured by bolts or spikes 10, and is provided with depending segmental
flanges 9, adapted to partially enclose the sides of the cross-beams or ties, and
afford greater rigidity to the yokes 4, as shown in Figs. and 2 of the drawing.
The yokes 4, serve to support slot rails 11, having attaching flanges 8, by
means of which they are secured in position upon the cross-beams or ties 2, and
the yokes 4, by bolts or spikes 12, and those slot rails are made to conform to
the exterior formation of the yokes 4, and are provided along the free edge
thereof with a depending engaging rib 13, adapted to overlap the free edge of
the yokes 4, as shown, and by means of this construction, they are retained in
the proper position and allignment throughout the varying conditions of the
seasons.
From the foregoing, it will be seen, that this system does not require any great
expenditure of labor or money, and that any of the present road-beds substantially

page_text: ballasted and using the overhead trolly wire, can be converted into this system
without the removal of the tracks or ties.
The depressible rail 14, which may be of any suitable cross-section, is prefer-
ably divided into sections of suitable length, and the end of these sections may
be cut obliquely, as shown at 15, Fig. 4, to allow for the expansion and contrac-
tion thereof without injury to the same, also to permit the collector or contact
wheel before leaving one section to have entered upon the next, and these sections
are preferably separated from each other by insulation 16, Fig. 4, so that only
the section under the car and the one immediately ahead of the same are charged
or enlivened, the third rail being normally dead.
The ends of the rail sections are retained in position by the U-shaped rail
support 17, which is separated from the rail-sections by suitable insulation 18,
and the ends of the rail-sections are secured in position within the support by
bolts 19, provided with insulated bushings 20, Fig. 3, passing through slots 21,
formed in the support to provide for the expansion and contraction of the parts,
and by this means the sections constitute practically one continuous depressible
rail.
09
The rail support is provided with two laterally extending lugs or ears
with depending tubular portions 23, the lugs being adapted to rest upon spiral
or other springs 24, mounted in the spring compartment 25, of the contact
receptacle 26, and this compartment extends entirely across one end of the contact
receptacles having a central opening 27, in the bottom thereof, as shown in
Figs. 7 and 8, for the escape of moisture; and also openings 28, through which
the guide-bolts or pins 29, pass, and these bolts or pins extend through the
springs 24, and the lugs 22, upon the rail-support 17, and are secured in position
by means of suitable nuts, which also serve to increase the tension of the springs
24, if desirable.
The depressible rail may be provided, in the case of very long sections, with
intermediate supporting springs 31, Figs. 19 and 20, mounted on a base 32, suit-
ably secured to the cross beams or ties, and upon these springs, rests the rail
supports 33, provided with laterally extending appertured lugs 34, the support 33,
being separated from the depressible rail 14, by insulation 35, said springs and
support being held in position by means of bolts or pins 36, provided with
securing nuts 37, as clearly shown in Figs. 19 and 20, of the drawings.
By means of the construction before described, the depressible rail can be
made to withstand any desired amount of pressure, and the rail will be retained
and caused to move, only in a vertical plane, and will not be deflected under
pressure.
The contact receptacle 26, Figs. 3, 4, and 9, of any suitable material, is prefer-
ably provided with flanges 38, which rests upon the cross-beams or ties between
which the contact receptacles are supported, and these flanges are secured in
position upon the cross beams or ties by bolts or spikes 39, and the contact recep-
tacle is provided with a cover 40, secured thereto by screws or bolts, within a
depression 42, in the upper portion of the receptacle, and in one side of the
cover 40 is formed or secured a tubular portion 43, in which is mounted a stuffing
box 44, and movably mounted within the tubular portion 43 and within the
stuffing box 44, is an iron armored insulating tube 45, Figs. 3, 8, 9, and 14,
carrying at the upper end thereof a recessed nut 46, adapted to receive the seg-
mental lugs 47, upon the rail support 17, Figures 3 and 4, whereby the tube 45
is caused to move vertically by the depression or elevation of the depressible
rail.
Separate insulated conductors 48, are connected at one extremity to the ends
of the sections of the depressible rails 14, on each side of the contact receptacle 26,
as shown at 49, Fig. 6, the free extremities of the conductors 48, are passed into
the contact receptacles 26, through the tube 45, which is afterwards sealed with
an asphalt compound, as well as the recess about the cover 40 of the contact
receptacles 26, thus securing a water-tight enclosure.

page_text: The contact receptacle 26, is provided at one side thereof, beyond the edge 40,
with a vertical tubular projection 50, Figs. 4 and 9, through which the lead
covered feeder cable or supply conductor 51 enters the contact receptacle 26,
and the orifice of the projection 50, is then filled with asphalt compound, thus
securing a water tight connection, and the extremity of the supply conductor
of feeder cable 51 is then suitably attached to the lower terminal 52, Figs. 7, 8,
9 and 10, secured by screws or other means upon the insulating block 53, attached
by bolts or screws upon the central elevated portion 54, of the bottom of the
receptacle 26, and the lower terminal 52, is preferably formed or stamped from
sheet metal, as shown in Fig 7 and 10, having a central body portion 55, through
which the attaching screws or bolts pass to secure it in position, and from which
project lateral parallel wings or members 56, the extremities whereof are bent
upwardly or V-shaped, as shown in Figs. 8 and 9.
To the lower end of the insulated tube 45 is suitably connected the tube or
bar-connection 57, Figs. 8, 9, and 12, which is provided with an opening 58,
to receive the lower end of the insulated tube 45, and be retained thereon prefer-
ably by screw thread connections therewith, and also with a tubular extension 59,
projecting at right angles to the main portion of the connection, and adapted
to receive an insulated bar 60, Figs. 8, 9 and 15, having a core consisting of a
steel rod to stiffen the same, and upon the extremities of this bar 60, are suitably
secured connectors 61, Figs. 8, 9, and 13, each having an opening 62 therein,
whereby it may be secured on the extremity on the bar 60, and these con-
nectors 61, are provided with ears, or clamps 62, adapted to receive the extremities
of the insulated conductors 48 and the outer extremities thereof are connected
with the ends of the rail section 14, as before described, and to the pointed edges
of the connectors 61 are suitably secured spring contact plates 63, Figs. 8, 9,
and 11, preferably of the construction shown, which are adapted to enter and
contact with the "V-shaped wings of the lower terminal 52, when the rail is
depressed.
From the foregoing description it would be understood that the supply con-
ductor or feeder cable 51, enters the contact receptacles 26, through the tubular
projection 50, and the extremity thereof is connected with the lower terminal 52,
having V-shaped wings 56, and the insulated conductors 48 are connected at
their ends to the rail sections 14, and the free ends pass through the insulated
tube 45, and are connected with the connectors 61, carrying the spring contact
plates 63, so that when the rail is depressed the insulator tube is carried down-
wardly therewith, and contact plates 03 are forced into contact with the V-shaped
members of the lower terminal, 52, thus closing the circuit and charging both
depressible rail sections simultaneously; also the depressing collector or contact
wheel when approaching a contact receptacle will charge the succeeding rail
section before it has entered upon it, thus preventing any arcing within the
contact receptacle, as well as at the ends of the rail sections.
Each contact receptacle may be opened for inspection without disturbing the
rail section, and each rail section, rail support or spring can be replaced without
interfering with the contact receptacle, the whole being constructed so that each
function may be independent of the other.
The depressing means or collector carried by the car for operating the depressible
rail, consists substantially of a supporting frame 65 of cast steel or suitable
material adapted to be attached to the car-truck, although insulated from it, and
in the bifurcated portion of the frame is formed a vertical slot 66; in which the
extremities of the axle 67, of the contact wheel 68, are movably mounted, being
secured in position therein by a nut or pin, and in the upper portion of the
frame 65, is pivotally mounted a bell-crank lever 69, to the vertical arm of which
is connected one end of the pull-rod 70. the free end of said rod being connected
to a ratchet lever 71, suitably mounted upon the platform of the car, whereby
the pressure exerted by the collector, or contact wheel 68, upon the depressible
rail can be regulated as desired, and the axle of the contact wheel is journalled

page_text: in bearings formed in the bifurcated arm 72, within which the wheel revolves,
and from the upper central portion of said arm projects a vertical guide rod 73,
carrying an adjusting nut 74, to regulate the force of the spring 75, mounted
on the guide rod 75, and held in position therein by a guide sleeve 76, having
oppositely directed trunions 77, which enter openings in the extremities of the
bifurcated arm 78, of the bell-crank lever 69.
Projecting from the supporting frame 65, is a scraper arm 79, the free end
of which is provided with a recess adapted to receive the scraper 81, suitably
secured therein and insulated from the scraper arm as shown in Fig. 18, and
this scraper is adapted to clear the slot in advance of the contact wheel 68 and
to protect the contact wheel from injury, and this scraper, which is detachable
from the arm 79, also serves as a guide to the wheel, relieving the sides from
strain and wear.
The sides of the contact wheel, which are preferably recessed as shown in
Fig. 17, are covered with insulating plates 82, which are protected from injury
and wear from steel guard plates 83.
Two separate contact wheels or collectors should be employed to a car, one to
each truck, and in the case of one truck then a contact wheel should be mounted
close to each motor; they should be directly connected and operated simultaneously,
The present cars, trucks, controllers and motors, may be employed in connec
tion with this system without change, and all parts pertaining to this system
can be readily obtained in the open market, except the contact receptacles and
the contact wheels or collectors.
In Figs. 21 to 29, is illustrated a modified form of the construction herein-
before described and shown, particularly adapted for use on steam roads, and
the construction shown in Figs. 21 to 24, is the same as that heretofore described
and illustrated in Figs. 3 to 6, with the exception that the spring compart-
ment 25, of the contact receptacles 26, is dispensed with, and the cross-beams or
ties are brought close to the contact receptacles, and the rail supports has
depending tubular projections 85 extending laterally therefrom, which enclose
the upper portions of the tubular receptacles 86, projecting upwardly from a
base plate upon the flange 87, of the contact receptacles 88, and these tubular
receptacles 86, are provided with an interior tubular extension 89, in which are
secured guide rods 90, adapted to connect and retain in position the tubular
projections 85, and the tubular receptacles 86, by means of the adjusting nuts 91
upon the screw threaded ends thereof, and around these rods 90 are the springs 92,
supporting the depressible rail 93, and by means of this construction, the springs
will be protected from snow and ice, and no lateral movement of the depressible
rail will be occasioned under pressure.
The contact receptacles 88 are of the same construction as that heretofore
described, with the exception above stated, and it will not be necessary to describe
the same further than to say that the feeder cable or supply conductor 94, is
led into the contact receptacle at one side thereof through a suitable plug or
bushing, as shown in Fig. 22.
The intermediate spring supports for the depressible rail shown in Figs. 28
and 29, consists of a base 95, to be bolted or spiked to the cross beams or ties.
from which projects two tubular receptacles 96, through which pass guide rods 97,
and the rail support 98, insulated from the rail, is provided with depending
tubular projections 99, adapted to rest on the springs about the rods 97, and to
be retained in position by the adjusting nuts 101, upon said rods 97, as before
described.
The depressing means or collector for the modified form of construction above
described consists substantially of a rectangular or other frame 102, of cast steel,
or other suitable material, having vertically extending ears or lugs 103, con-
nected by a transverse shaft 104, on which is mounted a bell-crank lever 105,
the vertical arm thereof being connected to one end of the pull-rod (not shown)
the free ends of said rod being pivotally connected with a ratchet lever (not

page_text: shown), before described, and yokes 106 are pivotally mounted in the ends of
the frame 102, having contact wheels 107, mounted therein about midway of
the length thereof and the free ends of said yokes are pivotally connected by
a transverse rod 109, adapted to move in the longitudinal slots 110, in said ends.
Upon the rod 109 is mounted a guide rod 111, carrying a spring 112, held in
position thereon by a sliding sleeve 113, provided with laterally extending
trunions 114, which enter openings in the bifurcated horizontal arm 115 of the
ball-crank lever 105, and the sleeve 113 is prevented from disengagement with
said guide rod 114, by an adjusting nut 116, so that when the ratchet lever 107
is operated the contact wheels will be forced upon the depressible rail, as herein-
before explained and illustrated.
This system may be applied to existing roads, having substantially ballasted
road-beds, it being understood that the subway electric or cable conduits may
be quickly converted into this system with but slight alteration.
In Figs. 30 to 34 inclusive is illustrated a modification of the construction
herein before described and illustrated wherein an electrical medium, such as
mercury, is employed as a terminal, and is provided with electrical connections
with the source of electrical supply, and the construction is slightly different
from that heretofore described and shown.
In this modified form of construction, I preferably employ contact receptacles
or boxes C, of any desired construction, and which may be formed of metal or
other suitable substance, and these receptacles or boxes C, are preferably con-
structed with a flange or extension B, through which are formed holes or open-
ings 1), adapted to receive screws or bolts to secure the receptacles in the desired
position upon the track ties E, as shown in Figs. 30 and 31, of the drawings, and
these receptacles or boxes are also provided with tops or covers C', preferably
secured thereto by means of bolts or screws G, and, if necessary, in practice,
packing may be employed between the top of the receptacle and the covers, to
exclude moisture from the interior of the receptacles.
The tops or covers C of the receptacles or boxes C, are preferably provided with
central depending tubular portions 1, having formed thereon annular shoulders
111, adapted to receive a stuffing box C, provided with an annular outwardly
directed flange C, which engages or rests upon the shoulder 1', of the tubular
portion of the top or cover C₁ of the receptacle to limit the downward movement
of the stuffing box C, and the object of this stuffing box is to exclude moisture
from the interior of the contact receptacle or box C.
Within the stuffing box C is located a metallic sleeve S, the upper portion of
which is provided with oppositely directed arms S, the extremities of which
rests upon spiral springs X, mounted upon the upper surface of the top or
cover C of the contact receptacles or box C, and these arms are secured in perma-
nent position upon the springs X by means of adjusting screws or bolts Y,
which serve to limit the upward thrust of the springs and also to secure the
alignment of the depressible rail.
Within the sleeve S is secured an insulating sleeve or bushing S", which
surrounds the contact device T and insulates the same from the adjacent por-
tions of the contact receptacle or box, and to the lower end of the contact device
or rod T is connected an enlarged head or knob t, adapted to firmly hold the
insulating sleeve S" and the outer metallic S₁ together, and at the same time
to afford a greater surface for contact with the mercury M, retained in the
receptacle M, mounted, by means of bolts or screws, upon an insulating block M¹¹,
secured to the bottom of the contact receptacle or box C.
The upper portion of the contact device or rod T is bifurcated or recessed to
admit the base of the depressible rail R, which is secured therein by means of
bolts or screws, and it will be understood that this depressible rail R may be
of any desired construction and that the same is supported and maintained in an
elevated position by means of the springs X, and the elevation of this rail can
be determined by means of the adjusting bolts or screws Y, and the resistance

page_text: to the downward pressure of the rail R can be determined by the strength of the
springs employed, and also these springs X can be enclosed within a hood or
similar device to protect them against the effects of water, snow and ice.
The depressible rail R may be used in independent sections, or it can be built
and connected as one continuous rail divided into sections, each of which may
be insulated from the other, and this rail may, if desired, he surrounded by a
creosoted wood, or other suitable insulating material, with the exception of its
upper surface which must remain unobstructed to afford contact.
The contact receptacles or boxes herein described are preferably placed at pre-
determined distances apart and suitably secured upon the track ties.
The receptacles M', for the mercury, or other suitable electrical medium, as
shown in Figs. 30 and 31 is preferably provided at opposite sides with clamps h
to receive and hold the extremities of the supply conductor or feeder cable F,
which connect each of the contact receptacles or boxes C, and transmits the
generated current from box to box, and this feeder cable may be enclosed in
iron piping P, to prevent the same from injury by moisture or otherwise, as
shown in Fig. 31.
In Fig. 34 I have shown how the feeder cable or supply conductor F, may be
run through from box to box in an unbroken length or piece.
A finger for connector K, of steel or iron, with a clamp screw K¹, is secured
to the feeder cable F and extends over into the mercury M, Figs. 33 and 34.
The operation of this last modified form of construction will be understood
when taken in connection with the accompanying drawing and the following
explanation thereof.
This modified form of construction is particularly adapted to be operated in
connection with trolly wheels or collectors, but it is obvious that the same may
be employed with any suitable collector, but when the aforesaid trolly wheels
are employed the rail will be forced downwardly thereby, thus pressing the
contact device T into the mercury M and making contact with one circuit of the
generated current and transmitting it to the depressible rail R, the return
current being in the tracks.
For street railway purposes, or at steam railroad crossing, the depressible rail,
with their contact receptacles or boxes, are preferably enclosed in a slotted
duct, Fig. 33, consisting of a sub-structure of ribbed cast iron steel girders E, E
having flanges which rest on, and are secured to track ties, and to the upper
flanges of the girders E, E, are secured separate guard or conduit plates Ell of
wrought iron or steel, which reach over the depressible rail, and form a slot
above the same, or the depressible third rail can be constructed so as to be on a
level with the street inside the slot.
I do not desire to confine myself to the construction combination and arrange-
ment of parts herein shown and described, and I reserve the right to make al
changes in and modifications of the same as come within the scope of my invention.
Having now particularly described and ascertained the nature of our inven-
tion, and in what manner the same is to be performed, we declare that what
we claim is:-
1. A subway consisting of a conduit, beams extending across the conduit, yokes
upon the beams, provided with curved arms, and slot rails enclosing the yoke
and provided with an attaching flange along one edge thereof and having an
engaging rib along the free edge thereof to overlap the extremity of the yoke
arms and form a slot.
2. A subway consisting of a conduit, beams bridging the conduit, yokes
secured upon the beams and provided with clamping jaws extending downwardly
upon each side of the beams, and having curved upwardly extending arms and
slot rails enclosing the yokes and provided with an attaching flange along one
edge thereof to be connected to said beams and having an engaging rib along

page_text: the free edge of the same to overlap the extremities of the yoke arms and form
a slot.
3-In an electric railway system contact receptacles, a feeder cable passing
into the receptacles, a supporting connection or joint overlapping the end por-
tions of the service conductor, provided with means to close the circuit and
charge the service conductor.
4 In an electric-railway system contact receptacles, a feeder cable passing into
said receptacles, provided with a terminal, a supporting connection or joint over-
lapping the end portion of the service conductor and means carried by said joint
to close the circuit through the terminal and charge the service conductor.
5 In an electric-railway system, contact receptacles, a feeder cable passing into
said receptacles, provided with a terminal, a depressible supporting connection
or joint overlapping the end portions of the service conductor and means carried
by the joint to close the circuit through said terminal and charge the service
conductor.
6-In an electric-railway system contact receptacles, a feeder cable passing into
said receptacles provided with a terminal, a depressible supporting connection or
joint, overlapping the end portions of the service conductor, mounted above said
receptacles and means carried by said joint to close the circuit through said
terminal and charge the service conductor.
7 In an electric-railway system contact receptacles, a feeder cable passing into
said receptacles and provided with a terminal, a supporting connection or joint
for the end portions of the service conductor, mounted between springs adjacent
to receptacles and a separate contact device carried by said joint to charge the
said conductor through said terminal.
8-In an electric-railway system contact receptacles, a feeder cable passing
into said receptacles and provided with a terminal, a supporting connection or
joint for the end portions of the sectional service conductor, provided with lateral
lugs, springs supporting said lugs, and a separate contact device carried by said
joint adapted to contact with said terminal and charge the service conductor.
9 In an electric railway system contact receptacles, a feeder cable passing
into said receptacles and having a feeder terminal, a support provided with lateral
lugs mounted above the receptacles, springs supporting said lugs, a service con-
ductor upon the support and a contact device carried by lugs upon the support
to charge the service conductor when the rail is depressed.
10 In an electric-railway system contact receptacles, provided with spring
compartments and with a tubular projection, a feeder cable passing into the
receptacle and having a terminal, a supporting connection or joint for the ends
of the sections of the service conductor having laterally extending lugs, springs
in said spring compartment and supporting said lugs, guides for the lugs and
springs, a sleeve movably mounted in said projection and supported by lugs on
the support, a service conductor upon the support, a contact carried by the sleeve
and electrical connection between the contact and the service conductor.
11 In an electric-railway contact receptacles, having a tubular projection, a
feeder cable passing into the receptacles and having a feeder terminal, a support
carrying a service conductor, a sleeve movably mounted within the tubular pro-
jection and having a recessed nut engaged by lugs on the support, a contact
carried by the sleeve and connections between the same and the service conductor.
12 In an electric-railway system contact receptacles, a sheet metal feeder
terminal, provided with V-shaped lateral wings or members, secured upon a
insulating block in said receptacles, a feeder cable passing into the receptacles
and connected to said terminal, a depressible support adjacent to the receptacles
a service conductor upon said support a sleeve movably mounted in said recepta-
cles and connected with said support, spring contact plates carried by said sleeve
and electrical connections between the same and the service conductor.
13 In an electric railway system, contact receptacles provided with a terminal
having V-shaped members, a feeder cable passing into said receptacle and having

page_text: connection with said terminal, a depressible support mounted adjacent to the
receptacle, a sleeve carried by said support, and provided with spring contact
plates adapted to contact with said members of the terminal when the support
is depressed, a sectional service conductor upon the support, and separate electri-
cal connections between each section of said conductor and said contact plates
to simultaneously change both sections.
14 In an electric-railway system, contact receptacles provided with tubular
receptacles, a depressible U-shaped support mounted adjacent to the receptacles
and having depending tubular projections adapted to enter said receptacles,
springs within said receptacles and extending into the projections, guide bolts
passing through the base of the receptacles, the springs and the support and
limiting the movement of the latter, a feeder cable passing into said receptacles,
and having a terminal, a service conductor upon said support and a contact
device carried by the support and having electrical connections with the service
conductor.
15 A support for electrical service conductors consisting of a base, a U-shaped
support having laterally extending lugs, springs between the base and the lugs
and guide pins or bolts extending through the base, springs and lugs and limit-
ing the movement of the latter.
16-A support for electrical service conductors consisting of a base provided
with tubular receptacles, a U-shaped support having depending tubular projec-
tions adapted to enter said receptacles, springs within the receptacles and extend-
ing into the projections and guide pins or bolts passing through the base, springs
and support.
17 A depressing device consisting of a frame adapted to be secured to the
car truck, one or more arms, movably mounted within the frame, wheel or wheels
journaled in the arm or arms, a guide rod connected with the arm or arms, a
spring supported sleeve movably mounted on a guide rod and having outwardly
directed trunions, a bell-crank lever pivoted in the upper portion of the frame
and having a bifurcated lower arm adapted to rest upon said trunions and means
for actuating the upper arm of the bell-crank lever to depress said wheels or
wheels.
18 A depressing device consisting of a frame, having a bifurcated portion
provided with vertical slots a scraper, a bifurcated arm having a guard rod, a
wheel journaled in the bifurcated arm and having the axles thereof engaging
said vertical slot, a bell-crank lever pivoted to the frame, a spring supported
sleeve movably mounted upon said guides rod and provided with trunions upon
which the lower arm of the bell-crank lever bears and means for actuating the
upper arm of the bell-crank lever to depress said wheel.
19-A depressing device consisting of the rectangular frame having vertical
apertured ears, a bell-crank lever journaled in said cars, bifurcated arms, or
yokes, pivoted in each end of said frame and pivotally connected at their free
ends, a guide rod mounted upon the pivotal connection of said arms, a spring
supported sleeve movably mounted upon said guide rod and provided with
trunions upon which the lower arm of the bell-crank lever bears, means for
actuating the upper arm of the bell-crank lever and wheels carried by said
yoke.
20 A depressing device consis ing of a fram adapted to be connected to a
car or truck, a current collecting device movably mounted within said frame,
a guide rod carried by said current collecting device, a spring supported sleeve
movably mounted upon said guide rod and having outwardly directed trunions,
a bell-crank lever pivoted in the upper portion of said frame and provided with
a bifurcated arm adapted to engage said trunions and means for operating the
upper arm of the bell-crank lever to depress the current collecting device.
21-An electric contact system consisting of contact receptacles having a
tubular projection formed in the cover, thereof and being provided with a mer-
cury receiver, connections between the receiver and source of electrical supply,

page_text: a sleeve movably mounted in said tubular projections and having outwardly
directed arms, means for supporting said arms, a contact device carried by said
sleeve and a depressible rail connected with the contact device and adapted to
be charged when depressed.
22 An electric contact system consisting of contact receptacles having a
tubular projection formed in the cover thereof and being provided with a mer-
cury receiver, connections between the receiver and source of electrical supply,
a sleeve movably mounted in said tubular projection and having outwardly
directed arms, springs supporting said arms, a contact device carried by said
sleeve and a depressible rail connected with the contact device.
23 An electrical contact system consisting of contact receptacles having an
integral tubular projection formed in the cover thereof and being provided with
a mercury receiver, connections between the receiver and the source of electrical
supply, a sleeve movably mounted in said tubular projection and having out-
wardly directed arms, springs supporting said arms, an insulated contact device
carried by said sleeve and having a bifurcated upper portion and a depressible
rail mounted in said bifurcated upper portion.
24 An electrical contact system consisting of contact receptacles having a
tubular projection formed in the cover thereof and being provided with a mer-
cury receiver, connections between the receiver and source of electrical supply, a
sleeve movably mounted in said tubular projection and having outwardly directed
arms, springs supporting said arms an insulated contact device carried by said
sleeve and having a bifurcated upper portion and an enlarged lower extremity
adapted to contact with said mercury and a depressible rail mounted in said
bifurcated portion.
25 An electrical contact system consisting of contact receptacles, having a
tubular projection formed in the cover thereof and being provided with a mer-
cury receiver, connections between the mercury receiver and electrical supply, a
sleeve mounted in said tubular projection and having outwardly directed arms,
an insulated contact device carried by said sleeve and having a bifurcated upper
portion and a removable lower portion adapted to contact with the mercury
and to retain the parts in position and a depressible rail mounted in said bifurcated
portion.
26 In an electrical contact system the combination with parallel segmental
plates having exterior curved ribs and upper and lower horizontal attaching
Hanges, and curved guard plates secured to the upper horizontal flanges, of
contact receptacles located within said plates and having a tubular projection
formed in the cover thereof and being provided with a mercury receiver, connec-
tions between the receiver and source of electrical supply, a sleeve mounted in
said projection and having outwardly projecting arms; springs supporting said
arms, a contact device carried by said sleeve, a depressible rail connected with
the contact device and means adapted to travel between said guard plates and
be guarded thereby to depress said rail.
Dated this 25th day of October 1898.
W. P. THOMPSON & Co.,
322, High Holborn, London, W.C.,
Patent Agents for the Applicants.