Improvements in Electric Railways on the Conduit System.
Year: 1896

page_text: Date of Application, 1st May, 1896-Accepted, 11th July, 1896
COMPLETE SPECIFICATION.
[Communicated from abroad by JOHN HENRY MUNSON, Inventor and Electrician,
933 Riscoe Street, WILLIAM FRANK ROBERTS, Promoter, 933 Riscoe
Street, JOHN ALSTON, Manufacturer, 212 Randolph Street, JAMES REID,
Pork Packer, 617 Englewood Avenue, and ALEXANDER S. REID, Book-
keeper, 617 Eglewood Avenue, all of Chicago, Illinois, United States of
America.]
Improvements in Electric Railways on the Conduit System.
I, WALLACE FAIRWEATHER, C.E., of The International Patent Offices,
62 Saint Vincent Street, in the City of Glasgow, Chartered Patent Agent, do
hereby declare the nature of this invention and in what manner the same is to be
performed, as communicated to me, to be particularly described and ascertained
in and by the following statement:-
This invention relates to underground conduits for electric railroad or street
railway systems, and the object of the invention is to provide a simple, reliable and
durable underground conduit and means for, conveying electricity to the cars.
A further object of the invention is to provide a conduit of this class which will
be comparatively shallow and which may be kept clean and in good order at a very
small expense; and further to provide a conduit wherein the electric contact or
supply parts will be thoroughly durable and thoroughly protected while at the
same time they are dead except at moments when a car is passing.
A further object of the invention is to provide a conduit which may be laid
or placed in position at a cost very little in excess of the cost of the ordinary
track.
A further and most important object of the invention is to provide a conduit.
which will be practically if not wholly independent of the influences of the
atmosphere or moisture.
To these ends the invention consists generally in a railway conduit of the form,
construction, arrangement and combination of parts, all as hereinafter described and
pointed out in the claims.
The invention will be more readily understood by reference to the accompanying
drawings forming part of this specification, and in which:
Figure 1 is a vertical longitudinal section of the track and conduit embodying
the invention.
Figure 2 is a plan view thereof, a portion being shown in section on the line -
of Figure 1.
Figure 3 is an enlarged transverse section taken through a pair of lateral
extensions of the conduit.
Figure 4 is an enlarged vertical transverse view of a section of the road-bed
showing one of the transverse yokes.
Figure 5 is an enlarged section of a modified form of lateral extensions, and
shows also a modified form of the switch.
Figure 6 is a horizontal section thereof.
Figure 7 is a perspective view of the block or thimble containing the contact
Singers.
Figure 8 is a vertical section thereof.
.
Figure 9 is a perspective view showing the inner metallic part of the contact
device within the thimble.

page_text: Figure 10 is an end view of the thimble showing the key ways or slots to admit
the keys or lugs upon the part shown in Fig. 9.
Figure 11 is an enlarged perspective view of the electrical connection employed
between the supply wire and the contact block.
Figure 12 is a vertical elevation of the contact shoe, a portion there being broken
away.
Figure 13 is a plan section of the shoe showing the insulated point about tenter
between opposite contact or switch devices.
Figure 14 is a vertical section on the line y-y of Fig. 12.
Figure 15 is a vertical sectional view showing a track and conduit of a further
modified form, electro-magnetic instead of mechanical circuit-closing devices being
used in connection therewith.
Figure 16 is an enlarged transverse section showing the conduit, opposite switch
boxes, and, the car carrying the attracting and repelling magnets by which the
circuit closers are actuated.
Figure 17 is a similar view showing the modified construction of the conduit
proper.
Figure 18 is a plan view of one of the switch devices with the cover of the box
removed.
As shown in the drawings, 2 represents the opposite rails of the track, which
rest upon the cross-ties 3, the whole being practically the same as ordinary tracking.
In many instances it is preferred that all parts of the conduit should lie within the
rails and above the tier, as shown in Figures 1, 2 and 3, though it is obvious that
the cunduit proper may be made deeper where it is desired or required. This
conduit is made up of the sections 4 and 5. The parts 4 may be of sheet metal or
cast iron pipe, preferably circular in cross section and having the slots 6 at the top.
These sections extend within and are joined to the adjacent or substantially abutting
ends of the transverse sections or parts 5 of the conduit. The transverse or lateral
parts comprise castings in several pieces and their construction is shown best in
Figs. 2 and 3 of the drawings. These sections 5 are duplicates of one another and
the lower and upper edges at the inner ends approach quite closely together. Each
is a recessed or hollow box having the street or surface plate 10 and also the heel
plate 11. Within this is a cylindrical recess 12 of sufficient size to receive the
entire contact device and its insulating parte. At the inner end this recess is
enlarged to form the recess or lateral chamber 13 into which the contact device
protrudes. This space is opened by the removal of the top plate 10. The plate 11
has the end part 14 which closes the end of the chamber 12 and prevents the contact
device from pushing outwardly. The electrical connection is made within the
insulating lining of the chamber or recess 12. At high and dry points along the
road fewer precautions need be taken to prevent the detrimental effects of moisture,
while in all other places it is necessary to employ one of the constructions shown in
the detail drawings. The contact devices or arms project laterally and horizontally
into the conduit from the lateral and enclosing parts 5, and as shown, pairs of
opposite contacts are placed along the conduit at intervals convenient for the use
of a long collector or contact shoe 16, shown best in Figs. 12, 13 and 14, carried
by arms or rods 17, depending from the car 18. This shoe or collector is provided
with metal strips 19 and 20 upon its opposite sides, the same being insulated from
one another and connected respectively with the supply and return terminals of the
electrical apparatus of the ear 18.
The particular construction and the operation of this shoe will be more fully
described hereinafter.
In order that the best contact or connection between the arms and the shoe may
be insured, it is necessary to so arrange the contact arms or devices that the same
will yield slightly when struck by the shoe, opposite arms being spread apart by
the same. Further, though it is not wholly essential to my invention, it is preferred
that the outward movement of the contact wheel shall serve to connect the same
with the source of electricity, a mechanical closer being especially good in street

page_text: railway conduits. For railroads an electro-magnetic switch is employed in connec
tion with each contact wheel. The contact wheels are live contacts only while in
engagement with the shoe.
Referring to Figure 3 within the recess 12, is a lining 21 of rubber, fibre or
other suitable insulating material, preferably so arranged that that part beneath
the plate 11 may be readily removed to permit access to the binding post or block
within it. Within the inner end of this part 21 is the metal cylinder or barrel 22
which carries the slidable arm or stem or plunger 23. The end of the barrel 22 is
closed by the screw plug 24 through which the arm 23 operates, a water-tight
connection being secured by the small stuffing box 25 wherever necessary. The
stem 23 is prevented from turning by a key or feather thereon, held in a groove in
the part 22. Within the barrel 22, the stem has a shoulder 27 against which a
coiled spring 28 operates to force and return the arm towards the conduit proper.
The part 23 is hut a sleeve or tube within which the short conductor rod 29 is
insulated by a suitable filling. On the inner end of the rod 29 is the yoke 31
carrying the contact wheel 32. Both are insulated from the sleeve 23. 33 repre-
sents a cleaning or scraper spring pressing against the periphery of the wheel and
serving to keep the same bright and clean. The outer end 34 of the part 29
projects beyond the surrounding sleeve 23 and when the arm is forced outwardly,
by the entrance of the shoe between opposite contact wheels, this point which is
connected directly with the contact wheel is forced between the contact springs 35,
secured upon the metal binding post or block 36 whereto the conductor wire 15 is
connected. At such times therefore a direct connection is made between the
supply wire and the contact shoe moving within the conduit, or on the other hand
from the shoe to the return or ground wire. The binding block or end post 36 has
means whereby a short bared section of the conductor wire 15, may be fastened
thereto. To make up for the roughness of the interior of the casting 5 and secure
the contact devices firmly in place therein, the parts are placed in position, a
plastic but quick setting insulating material is poured around the metal parts of the
contact device.
The contact devices are duplicated on opposite sides of the conduit and are connected
with independent wires 15-15 with a view to using one as a return wire and thus
accomplishing a considerable saving of power. The particular construction of the
contact shoe or collector is shown in Figs. 12, 13 and 14. The long metal contact
plates 19 and 20 are secured by suitable means to the sides of the middle part 16
and are insulated therefrom and from one another. The middle part is considerably
longer than the contact plates or strips and terminates in sharp wedge-like ends 41
projecting beyond the plates and strengthened by the upper and lower parts of the
shoe. These ends being insulated or of insulating material remain between the
contact wheels long enough to prevent sparking between the same, or between
the contact springs. That the lower part 42 projects is not essential, but the
top 43 of the shoe is much wider than the lower portion, so far overhanging the
same as to form a complete water-shed for the contact plate. The top of the shoe
is round so that all dirt and dust will shake from same. It will be noted that the
contact plates 19 and 20 are much wider than the faces of the contact wheels
within the conduit, so that the shoe has a free vertical movement of several inches
and will not be withdrawn from the contact wheels by the lifting of the car or
through any irregularities in the levels of the rails and the conduit. The upper
ends of the arms or rods 17, are hinged to the car-body or truck to permit the shoe
to follow the contact slot freely without binding therein. To prevent unnecessary
movement or swing of the shoe, cushions or springs 43 on opposite sides of the
arms 17 are provided in the brackets 46.
As the transverse or lateral parts 5 do not necessarily meet at their inner ends,
convenient openings are provided between them for the drain connections 48 leading
to the drain pipe 49 as shown in Figures 1 and 3.
In all forms of the conduit the shoe is readily removable from the conduit, after
taking up the surface plates and disconnecting the shoe from the car.

page_text: Thus far the description has been confined to what may be termed the simple
and cheaper form of the conduit. The preferred construction thereof is shown in
detail in Figs. 4 to 11 inclusive. In this construction of the conduit the cross-ties
are dispensed with and longitudinal sleepers 60 beneath the rails_support a series
of lateral or transverse extensions, similar to those before described, and each being
in the form of a metal yoke adapted to support the slot rails forming the top of the
contact, and also preferably supporting the rails of the track.
The yokes or lateral extensions are of two forms, as shown in Figures 4 and 5.
That in Figure 4 illustrates an intermediate yoke, the office of which is to support
simply. The other yokes which are fewer in number, are provided with interior
openings or recesses to contain the various parts of the contact devices. Referring
again to Figure 4, the outer ends 61 of this intermediate yoke rest upon the
sleepers 60, the upper surfaces form rail chairs 62, for the rails 2. At the inner
or middle part of the yoke are the vertical webs 63, and the fulcrum lugs 64, all
connected with the outer ends by webs or bars of the lightest possible construction
consistent with strength. One-half of the yoke only is shown in full lines, the
other half is a duplicate. The webs 63 conform to the shape of the sides of the
lower part of the conduit, which is of concrete. At the top of the web 63 is a
horizontal seat 65 for the base of the slot rail 66, and the said base part is confined
between this seat and the lower surface of the lug 64. The knuckle 67 of the
lug 64 engages the side of the rail 66 and the rail is drawn into place against it by
a bolt 68 passing through the rail and through the lug 64.
At the middle, the yoke is preferably provided with a wide flange, or base 70
and a depending web 69, both of which being embedded in the concrete serve to
fix and support the middle of the yoke. Fulcrum lugs 6+ are provided upon the
sides of the larger yokes shown in Fig. 5, and the slot rails which are made in
sections abut against the sides of these yokes. The yokes shown in Fig. 5 are
arranged at distances varying from 15 to 30 feet along the track, and the contact
devices therein are bridged by a travelling shoe or collector of slightly greater
length, as before described.
In Figs. 5 and 6 the rail chair remains as in Fig. 4, in other respects the yoke
differs in form. The contour of the conduit is retained in the inner lines 71, of
the yoke. Within the yoke and extending laterally from the conduit space is a
large recess 72, similar to that described in connection with Figure 3, and at top
of which is a removable surface plate 73. At the outer end of the yoke is
a chamber 74, also provided with a surface plate 75. 76 represents an interior
recess or chamber separated from the chamber 74 by the removable thimble 77,
which carries the contact springs. 79 connects the recesses 72 and 76, and in this
the plunger or arm is arranged. This plunger or arm comprises the sleeve 80,
within which is the conductor rod 81, insulated by the lining 82. The plunger is
freely slidable in the metal bearings thus provided for it. On the outer end of the
rod 81 is the yoke carrying the contact wheel 32, the plunger is normally projected
into the conduit space by springs 83 arranged in holes, provided in the inner end of
the casting. These springs engage the short studs 84, provided upon the
sprinter 85 which is preferably removably attached to the outer end of the
sleeve 80. 86 represents a grease cellar, which is filled through the duct 87,
the upper end of which is preferably closed. The grease or oil provided in the
space 86 insures the lubrication of the plunger and prevents the entrance of
moisture to the chamber 76. The thimble 77 is threaded and the opening in the
chamber 76 is threaded to receive the same, and makes a water tight joint. An
annular groove 88 is provided within the thimble, the outer wall is broken by slots
or key ways 89 to admit the keys or lugs 90 provided upon the metal part 91, this
being turned slightly, locks within the thimble, though the flange upon the metal
part 91 is of much less size than the groove 88. The part 90 is thoroughly
insulated from the thimble by compressed insulating material 92 forced into the
groove and in which the flange and keys 90 thereon, are embedded. There is no
opening through the part 91, and hence no moisture can enter the chamber 76. In

page_text: the inside of the conduit block 91, is a hole 93 to accommodate the inwardly
turned ends of the opposite contact springs 94. The tongue 95 upon the inner end
of the rod 81 is adapted to enter between these springs. "The construction of the
springs 94 is such that the tongue cannot bind therein to prevent the return of the
plunger.
Alongside each sleeper 60 is a box or trough 95 to contain the electric supply
and feed wires 96. A hole 97 is provided in the bottom of chamber 74 and a
copper strap or connection 96 having its upper end fastened to the block 95 extends
down through the hole and has its lower end wrapped round a bare part of the
supply wire. The strap 96 is made of sheet metal in the form shown in Fig. 11,
its lower end standing off at an angle from its upper part so that it may be wound
in a spiral about the wire to insure good electric contact therewith. After the
proper connections have been made with the supply wires, the chamber 74 and the
box or trough are filled with some such insulating material as paraffine, which
effectually prevents all grounding or short circuiting.
As the yokes of Figs. 5 and 6 are of considerable weight, they are preferably
divided into two parts, the inner ends of which being put together may be fastened
by bolts if desired, but inasmuch as the several webs at the inner ends of each half
of the yoke are embedded in the concrete, such is usually a sufficient support and
fastening.
The mechanical devices thus far described rely upon the outward movement
of opposite contact wheels, and plungers, to close the circuits from the supply and
return wires to the travelling collector; the operation of the circuit closers being
entirely mechanical.
As it is the object of this invention to provide an electric conduit adapted for use,
not only in connection with street railway, or tramway systems, but for railroads,
where high speeds are attained, it has been found necessary to modify the foregoing
constructions in various ways and for three particular reasons:
First: A railroad demands a cheaper form of conduit, and the requirements for
safety of persons are not so many;
Second: It is feared that the sudden and heavy shocks of the collector when
travelling at a very high speed would prevent the reliable operation of the plungers
before described; and
Third: The electrical connection or contact so made would be slower than that
which could be attained by the use of an electro-magnetic device. It is prefer-
able therefore for railroad use to modify the conduit as shown in Figs. 15 to 18
inclusive. A conduit proper comprises simply convex slot rails 98, secured upon
the tops of the ties 99, this conduit has an open bottom and its drainage is provided
for, by ditching slightly between the ties. The rails 98 practically serve no other
purpose than to guide the shoe. The contact wheels 32' remain as in the other forms
of the conduits. These are arranged so that they may yield outwardly in suitable
yokes 100, while they are nominally pressed inward by the scraper springs 101.
The yoke and the wheel are insulated within the box 102, and a stem 103 passes
through the box in the outer chamber 104 thereof. It is connnected with one of
a pair of contact springs 105. The box is preferably of cast iron. The supply
wire 106 enters at the bottom thereof. Within the box is a vertically movable
bar 107, either of soft iron or a steel permanent magnet. Suitable guides are
provided for this bar. 108 represents a soft iron plug provided in the top of the
box. 110 represents the car which carries the attracting and repelling magnets 111
and 112, the same being wound oppositely, to present opposite magnetic poles at
their lower ends. These magnets are preferably pivoted on the bottom of the car
and will yield upon striking an obstruction on the track. The same are energized
by current taken from the conduit. As the attracting magnet passes over the
plug 108 the lines of force are diverted through the same to influence the bar
magnet 107 which is thus drawn up instantly and will adhere to the soft iron plug
until it is repelled by the following or second magnet. When the bar 107 is thus
Jifted a wedge or bridge block 113 is forced between the contact springs 105, one

page_text: °
of which is connected with the supply wire 106, while the other is connected to the
contact wheel 321. To provide for re-energizing the bar magnet 107, a small
coil 114 is preferably arranged thereon and connected in the circuit between the
bar 107 and the contact spring; if its resistance is great enough it may be placed
in the shunt.
It is obvious that either one of the contact wheels of a pair within the conduit
may be dispensed with, and a yielding dummy wheel employed instead when it is
desired to use the conduit in connection with a ground return system.
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. An electric conduit of the form, construction, combination and arrangement of
parts, substantially as herein shown and described.
2. An electric conduit having transverse or lateral extensions and contact
devices, all of the construction, combination and arrangement of parts herein shown
and described.
3. An electric conduit having transverse or lateral extensions, containing yielding
contact wheels and circuit closers as shown in the accompanying drawings.
4. An electric conduit comprising the conduit proper, in combination with
opposite lateral extensions, each containing a yielding contact wheel and a circuit
closer provided in connection therewith, substantially as shown and described.
5. An electric conduit combination comprising the rails and the ties, the conduit
proper, contact devices and electric switches, operating in connection therewith and
all arranged above and supported upon the ties.
6. An electric conduit of the class described, the combination of the rails, the ties
and conduit proper, pairs of lateral extensions, contact and circuit closing devices
provided in connection with such devices, and all arranged above and upon the ties
substantially as shown in Figs. 1 and 2.
7. The modified form of the invention as shown in and described in connection
with Fige. 5 and 6.
8. The supporting yoke or device shown in Figure 4.
9. The slot rail of the conduit in combination with the fulcrum lugs, each provided
with a knuckle to engage with the slot rail, the seat for the base of the rail and a
bolt for securing the said rail, as shown in Figs. 4 and 5.
10. The lateral extension, in combination with the plunger, operating therein,
the contact wheel carried by the plunger a circuit closing device, the springs 83
and the spreader and the studs 84, whereby the rotary movement of the plunger
is prevented and the plunger normally distended as described in connection with
Fig. 6.
11. The lateral extension in combination with the plunger having metallic
bearings cherein, and the closed grease cellar intermediate between the bearings for
the purposes described and as shown in Figs. 5 and 6.
12. The combination of the contact bearing plunger, with the lateral extension
wherein the same is slidable, said extension provided with chamber 76, the thimble 77
and the spring bearing block embedded in insulating material within said thimble,
as shown in Figs. 5, 7 and 8.
13. The particular construction of the thimble shown in Figs. 7 to 10 inclusive.
14. The connecting strap shown in Fig. 11.
15. The contact shoe provided upon its opposite sides with metal plates and
having wedge shaped points of insulating material for the purpose specified as shown
in Fig. 13.
16. The contact shoe substantially as described, and having the overhanging top
shown in Fig. 14.
17. The combination of the conduit proper, with the lateral extensions having
the chambers 74, the plunger and contact devices provided within said extensions,
the underlying trough to contain the electric wires, means for connecting the

page_text: contact devices with said wire and said chamber 75 and the trough to be filled with
insulating material for the purpose specified.
18. The electric conduit, comprising in combination, a conduit proper, the lateral
extensions, yokes thereof, the outer ends of said yokes forming rail chairs substan-
tially as shown in Figs. 4 to 6 inclusive.
19. The combination of the track with a car to run upon, the conduit, the opposite
contact devices provided within the conduit, the shoe to pass between said contact
devices, pivoted supports upon the car for said shoe, and cushions or springs to.
limit the lateral movement of the shoe.
20. The modified form of the electric conduit shown in Figs. 15 to 18 inclusive.
21. That form of contact and circuit closing devices shown particularly in
Figs. 16 and 18.
22. A railroad conduit of the construction shown in Fig. 17.
WALLACE FAIRWEATHER,