IMPROVEMENTS IN ELECTRIC RAILWAYS
Year: 1884

page_text: PROVISIONAL SPECIFICATION,
I JAMES YATE JOHNSON of 47 Lincoln's Inn Fields in the County of Middlesex
Gentleman do hereby declare the nature of said Invention for "IMPROVEMENTS
IN ELECTRIC RAILWAYS" which Invention has been communicated to me from
abroad by Edward Manross Bentley of Washington and Walter Harris Knight,
of Cleveland Ohio both in the United States of America to be as follows:-
This Invention consists in devices hereinafter described whereby locomotives
may be run in multiple series on electric railways that is a group of locomotives in
multiple arc is constantly in series with other similar groups.
In carrying this Invention into effect two main conductors extend along the line
of railway but divided into sections or segments shorter than the distance between
any two groups of locomotives which sections, before the starting of any locomotive,
are connected by switches so as to form continuous conductors.
When the locomotives are sent out they are divided into multiple arc groups the
last car or locomotive of each group, being provided with a projection or circuit
opener adapted to strike fire on the switches so as to cause them to break the
continuity of the conductors with which the locomotives are in constant connection
by means of sliding contacts.
Every second third or other locomotive of the series may be provided with one
of these projections which may be connected to one of the brushes or shoes.
The length of sections are determined by the openers and are longer or shorter
according as the openers are further apart or nearer together so that each group
contains always the same number of locomotivės.
The alternate projections on the locomotives operate in one of the conductors
and the others operate on the other conductor. When a switch has been opened
by the projection on a locomotive of one group it is left open until closed by the
leading locomotive of the next group.
•
Thus the opener leaves the group to which it belongs constantly in series with
any group or groups that may be behind it.

page_text: By this arrangement the section of the main conductor devoted to any group is
always conterminous with the distance between the first and last locomotive of the
group, expanding or contracting as the locomotives become further apart or nearer
together. The locomotives will be independent of one another, and the only pre-
caution necessary is that there shall always be the length of one segment between
the first locomotive of one section and the last one of the preceding section.
A switch bar is connected to one generator terminal and is pivoted so as to make
contact with either of two points connected respectively to the two conductors.
This switch bar is provided with pins corresponding to the pins in the switches
hereinbefore mentioned and adapted to be struck in the same manner by the
projection on the car or locomotive and thrown into its alternate positions by
successive "openers "-This prevents the rupture of the main circuit by au
"
opener leaving the end of the conductor to which the switch bar may be
connected with an open switch in the same conductor behind it.
1
The ends of the main conductors at the central station are connected to a series
of gas or other secondary batteries contact points connected to successive points
in the series of batteries are arranged in the path of the contact brushes so that as
the brushes leave or approach the ends of the main conductors the resistance of the
batteries is cut in or out of circuit with the locomotive: The generator may be
arranged at the middle point of a double track road, and, its two terminals lead.
respectively to two switch bars operated as above described; from each of those
two bars the current branches in two parts which pass in opposite directions
around the road and include each a number of locomotives in multiple series as
herein before described. By means of the switches hereinbofore described the
segmental conductors are constantly divided into sections corresponding to the
groups of locomotives and an uninterrupted connection is maintained between two
conductors of succeeding sections.
The length of the sections may be fixed and the locomotives run independently
of one another and any difference in the number of locomotives on each sections
may be compensated for by a regulator which cuts in or out more or less of a
series of secondary batteries in multiple are with the locomotives.
In this case independent sectional conductors are used in the system the two
opposito conductors of succeeding sections being, connected together and the end
sections are connected respectively with the return conductor and the generator.
A normal number of electric locomotives are adapted to be included in circuit
between the opposito conductors of each section and the generator.
.
A normal number of electric locomotivos are adapted to be included in circuit
between the opposito conductors of each section and the generator should be of
sufficient capacity to furnish current for these locomotives and electro-motive force
adapted to the number of succeeding sections. The course of the circuit is from
ground to the generator thence to one of the conductors over or through the groupe
of locomotives in multiple arc to the other conductor thenco back to the first
conductor and through another groupe of locomotives in multiplo arc and so on.
The advantage of this arrangement is that a means of automatic regulation is
provided while the large conductors necessary to a multiple arc system are
dispensed with.
When any one of the group of locomotives in multiple are becomes overloaded
from any cause, tho rapidity of the revolution of the armature of the propelling.
motor is reduced and the counter electro motive force consequently reduced corre-
spondingly, therefore a greater proportion of the current, is absorbed by that motor
and the power increased to correspond with the increased load. As the length of
the sections is fixed and the locomotives adapted to move independently it is
difficult to maintain the normal number of locomotives on each section, each Bection
is therefore provided with a compensating device, which consists in general of a
relay inagnet which is in multiple are with the locomotives and consequently
affected by any variation in the number of locomotives on a section or by any
variation in their resistance.

page_text: This relay magnet is adapted to close a circuit in one direction or the other
through an electric motor, which when in action cuts in or out more or less of a
series of secondary or polarisation batteries which are also in multiple arc with
the locomotives. The magnet and motor being of comparatively high resistance.
This compensating device may be adjusted to not only respond to the removal of
a locomotive from a section by breaking its circuit for stopping or by its moving
onto an adjacent section but to any changes in the resistance of the motors. Each
motor will be provided with a circuit breaker.
On account of the high electro motive force employed the conductors are enclosed
in a conduit which has a slot for the admission of the connecting conductors. This
conduit is made of wood or other insulating material preferably saturated with
asphalt or like preservative and insulating substance. A frame depends from the
axle or boxes of the locomotive and carries the conductors which enter the slot to
preserve the electrical connection.
This conduit is arranged in or beneath the surface of the road and by preference
between the rails of the track; it consists of side pieces and top pieces which are
bolted together and to cross ties so as to leave a space or slot at the top through
which the connecting conductors pass, and beneath this conduit a drainage trough
may be provided communicating with the sewer.
The main conductor which may be stiffoned by a wooden backing if desired is
fixed to the side walls of the conduit by pins of non-conducting material. The
frame carrying the conductors for preserving the electrical connections and which
extends down into the slotted conduit may be suspended from one of the bearings
of the vehicle from which a pin extends up into a stop so that it is maintained in
a vertical position with but little longitudinal play while it is free to slide laterally
on the axle in order that it may accommodate itself to inequalities in the slot.
The interior of this frame is filled with plates of insulating material between which
are held two flat bars of conducting material in line with one another and to the
lower enda of which are connected shoes or brushes adapted to slide in either
direction along the main conductors. These plates of conducting material are
continued into flexible conductors leading to the motor. By suspending the plow
from the running gear instead of from the spring-supported body of the car, a much
steadier movement of the contact shoes is obtained. The insulating material is
protected by the steel frame of the plow.
11
1

page_text: I, JAMES YATE JOHNSON, of 47 Lincolns Inn Fields in the County of Middlesex,
Gentleman do hereby declare the nature of the invention for "IMPROVEMENTS
IN ELECTRIC RAILWAYS" which Invention has been communicated to me from
abroad by Edward Manross Bentley of Washington and Walter Harris Knight, of
Cleveland, Ohio, both in the United States of America and in what manner the
same is to be performed, to be particularly described and ascertained in and .by
the following statement :—
This Invention consists of an arrangement and devices hereinafter described
with reference to the accompanying drawinga whereby the locomotives on an
electric railway may be divided into groups containing constantly the same
number of locomotives and run in multiple series, that is to say, each group being
in multiple arc and the groups being in series.
.
Figure 1 of the accompanying drawings shews the Invention applied to a road
in which the central station is at one end of a double track or belt line rond and
Figure 2 shews the same with the central station at the middle point of a double
track road.
Two main conductors R and R' extend along the line of the railway and two
brushes connected with the propelling motor depend from the locomotive and make
connection with the opposite rails respectively in the usual manner. These two
conductors R and 'R¹, are constructed in segments shorter than the minimum
distance between any two groups of locomotives, which segments before the starting
of any locomotives are connected by-switches S, pivotted like a bell crank lever, 80
as to form continuous conductora.
When the locomotives are sent out, they are divided into multiple are groups
of a size proportionate to the business demands of the road at the time, by pro-
viding the last car or locomotive of a group with a projection P which is adapted
to strike pins 8 on the successive switches S and by moving the switches on their
pivots break the continuity of the main line at these points. The projection can
be attached to every second, third tenth or any other locomotive of the series so
that the group in multiple arc will consist of two, three, ten or any desired
number, according to the demands of the traffic at any hour of the day. In
practice the projection may be attached to one of the contact brushes or shoes, as
is shown in the drawings. With any increase in the number of locomotives on a
section the quantity of current will of course be simultaneously increased by
varying the generative capacity of the source of supply. The alternate pro-
jections P on the locomotives which may be called the "opening locomotive ог
the "opener" operate on one of the two conductors RR. Thus every alternate
one opens the switches of R and the others open those of R'.
"
In the drawings Figure 1 the projections on A, 0₁, and E¹ operate on the
switches of R while those of locomotives B, D, and F¹ actuate switches of. R¹.
Only two locomotives in a group are shown in the drawings but any number
may be included as above explained. Opener is shown just approaching a
switch; E' in the act of operation; and A! as just leaving a switch.

page_text: in operation the pin 8 as the switch turns on its pivot, passes out or the pain
of projection P, and is thus left until it is closed by the leading locomotive of the
next group. It will be seen that this action of the opener leaves the group to
which it belonge constantly in series with any group or groups that may be
behind it. Thus in Figure 1 the circuit may be traced, as indicated by the small
arrows from generator G, to switch H, to conductor R, through locomotives F F¹
in multiple arc, to conductor R¹, and thence (E¹ having opened its switch before F
has closed the preceding one) along R¹, through locomotives E E' in multiple arc
to conductor R, whence it passes in succession through groups D D¹, C C², B B¹
and A A¹ to contact point a through pivotted bar K back to the generator.
By this arrangement the section of the main conductor devoted to any group is
always conterminous with the distance between the first and last locomotive of
the group, expanding or contracting as the locomotives become farther apart
or nearer together. The locomotives will be independent of one another and the
only precaution necessary is, that there shall always be the length of one segment
between the first locomotive of one section, and the last one of the preceding
section.
K is a switch bar connected to one generator terminal, and pivotted at its
centre, so as to make contact with either point a or b, which are connected to
conductors R and R1, respectively, when in one or the other of its positions.
It is provided with pins a corresponding to pins 8 in switches S and adapted to
be struck in the same manner by the projections P and thrown into its alternate
positions by successive openers. This prevents the rupture of the main circuit by
an opener leaving the end of the conductor to which K may be connected, with an
open switch in the same conductor behind it.
H shows the switch operated by hand.
The ends of the main conductors at the central station are connected to a series
of gas or other secondary batteries L L¹ and M M¹, and contact points and
mm² are connected to successive points in the series of batteries, and are:
themselves in the path of the contact brushes so that as the brushes leave or
approach the ends of the main conductors the resistance of the batteries is cut
in or out of circuit with the locomotive. Thus, as A progresses from the position
shown, the circuit through it will be from R¹ to batteries M, contacts m locomotive
contacts l, batteries L, to conductor R. When the resistance and counter electro-
motive force of the batteries are in circuit with the motor, the current through
them is of course proportionately diminished, and any sparking occasioned by
breaking the motor-circuit is equally diminished.
In Figure 2 the generator is at the middle point of a double-track road, and its
two terminals lead respectively, to two switch-bars, k, which are operated as above
described. From each of these bars k the current branches in two parts which
pass in opposite directions around the road and include each a number of
locomotives in multiple series as described with regard to Figure 1.
It will be seen that by means of the switches S the segmental conductors R R¹
are constantly divided into sections corresponding to the groups of locomotives and
that an uninterrupted connection is maintained between two conductors of
succeeding sections. Thus, in figure 1 the section corresponding to locomotives D D¹
is from S¹ to S, and the section for E E¹ is from S to S, while a connection is
maintained between conductors R of the two succeeding sections by means of
switch S³.
Figures 3 and 4 are diagrams of a multiple series arrangement with the addition.
of compensating devices.
Along the line of an electric railway extends two sectional conductors A A¹ A³:
and B B B², the two opposite conductors of succeeding sections being connected
together, as A and B¹, A¹ and B and so on. The end sections are connected,
respectively, with the return conductor and the generator G. A normal number of
electric locomotives C, are adapted to be included in circuit between the opposite
conductors of each section. In the drawings this normal number is shown as

page_text: three, and the generator will in that case be of sumcient capacity to furnish
current for three locomotives, and electro-motive force adapted to the number of
succeeding sections. The circuit will be seen to be from ground to generator G,
to conductor A, through three locomotives in multiple arc to conductor B, to
conductor A, through three more locomotives in multiple arc and so on. The
advantage of this arrangement is that a means of automatic regulation is provided;
while the large conductors necessary to a multiple arc system are dispensed with.
When any one of the three locomotives in multiple are becomes overloaded from
any cause, the rapidity of the revolution of the arinature of the propelling motor
is reduced and the counter electro-motive force consequently reduced correspond-
ingly. Therefore a greater proportion of the current is absorbed by that motor, and
its power increased in correspondence with the increased load. The arrangement
shewn in Figure 3 would be sufficient for all practical purposes if the same number
of locomotives could be maintained on each section, there being always at least
one locomotive on each section; but as the length of the section is fixed and the
locomotive adapted to move independently, it is difficult to maintain the normal
number on each section, therefore for each section a compensating device is pro-
vided, which consists, in general, of a relay magnet, which is in multiple are with
the locomotives and consequently affected by any variation in the number of
locomotives on a section or by any variation in their resistance. This relay
magnet is adapted to close a circuit in one direction or the other through an electric
motor which when in action cuts in or out more or less of a serios of secondary
batteries which are also in multiple arc with the locomotives. The magnet and
motor will be of comparatively high resistance.
A is the relay magnet for section A' B', and is connected with the two main
conductors respectively by the lines a b.
M' is an axial magnet having on the lower end of its core a block of insulating
material to which are attached independently two contact strips F and K which
are connected respectively to the two terminals of the motor D.
In the path of upward movement of the strips Fand K are the two points & and o
connected respectively to the two main conductors while in the path of their
downward movement are the two pointa e and f, also connected to the two main
conductors but oppositely that is, points d and fare connected to A' through a,
and cand e to B' through b. The axis of the armature of motor D terminates in
a bevelled pinion n gearing with a larger gear wheel N from which extends
radially a contact arm L which moves over a circular series of contacts which are
connected to suocessive points in the series of secondary batteries E. One end of the
series of batteries is connected to conductor B by line g while the arm L forming the
other terminal is connected to A through line. Suppose now that four locomotives
have accumulated on section A B!, leaving only two on section A' B, less current
will therefore pass through M¹ and points F and K will fall on contacts and f
sending the current through the motor in a manner to cause it to rotate arm L to
cut in a longer series of batteries E. This will cause more current to pass through
the four motors and the batteries themselves will contribute a higher counter
electro motive force. When the motor has cut in enough batteries to restore the
normal equilibrium, M¹ will become energized again and draw up its core to its
normal position with the two strips F and K between the points dc and the
points ef. On section A' B, when the number of locomotives is reduced to two,
more current in consequence passes through M and the reverse operation to that
above described with regard to section A B takes place. When the normal
number of locomotives per section is restored, the arm L resumes the position
shown at section A B. This compensating device may be adjusted to not only
respond to the removal of a locomotive from a section by breaking its circuit for
stopping or by its moving onto an adjacent section but to any changes in the
resistance of the motors. Ench motor will be provided with a circuit breaker..
The energy stored in the secondary batteries may be employed for lighting or
power purposes along the line of the road.

page_text: Figure 5 is a section of the conduit in which the conductors are placed. Figure 6
shows the manner of supporting the conductors therein. Figure 7 is a side view
of the depending connector and Figure 8.is a section of the same on line xx
Figure 7.
The conduit is placed under ground with its top and slot flush with the surface
and is made up of the four timbers A A¹, C C' or other suitable insulating material
supported on cross ties E over the supplementary draining conduit E³, and held by
vertical bolts Bs. It will be seen that this form of conduit gives complete
resistance to side thrust of the earth and the two top pieces A A¹ can be easily
removed for repairing and inspecting the interior of the conduit. The timbers
have the top plates of iron L' L¹, which are bent down into the slot at their inner
edges. The under surface of the parts A A' being inclined will serve as a water
shed so that the drippings will fall clear of the conductors. The joints can be
tongued and grooved, or made with inclined surfaces as shown. Within the
conduit on opposite sides thereof are the two conductors B B' supported on rails bb₁
which are held out from the surface of the conduit by wooden pins d d. If the
face of the conduit and the pins be well oiled this arrangement will still further
prevent the moisture reaching the bare conductors B B¹.
Figures 7 and illustrate the connection between the moving car and the
conductors in the conduit. Two very thin conducting strips c c', are incased in a
thin strip R, of. wood, leather, or other insulating material or carrier which is
supported in an iron frame or carrier P. This frame fits into the slot of the
conduit so as to slide easily therein; and has two grooves on the inner edge of its
two depending ends, into which the strip R slides and is fastened. It serves to
protect and support the insulated conductors and also takes up the wear from
friction against the edge of the conduit. The strips c care at their lower end
connected to springs T T', which project on opposite sides and slide along the
conducting bars B B₁, and which may be bent up into elliptical shape as shown in
dotted lines Figure 8, so as to be movable in either direction, while their upper
ends co¹ terminate in two flexible insulated conductors leading to the motor and
switch on the cars. The frame P is preferably hung from axle S* by a loose box p
which allows a slight longitudinal play of the frame P to adapt it to inequalities
in the slot. Any great swinging motion is prevented by a vertical projection p¹
which extends into a depending guide V, from the body of the car and has a free.
vertical and lateral play therein. The position of the springs with relation to
conductors B B will therefore be independent of any unsteady springy motion of
the body of the car.
Having now particularly described and ascertained the nature of the said
Invention and in what manner the same is to be performed I declare that what
I claim is
First The combination with a main generator of two conductors extending
along the line of an electric railway and divided at intervals into sections, a group
of electric locomotives in multiple arc connection with the opposite conductors of
each section, and in uninterrupted connection between two conductors in adjacent
sections, whereby the groups of locomotives in multiple arc may be in series with
one another.
Second-The combination of two conductors extending along the line of an
electric railway switches at intervals adapted to interrupt the continuity of the
conductors, à series of electric locomotives in circuit between the conductors and
devices carried by certain locomotives in the series for controlling the said switches,
whereby the main conductors may be divided into sections and the current be
caused to pass seriatim through a number of multiple arc groups of locomotives.
Third: The combination of a main generator, sectional conductors extending
along the line of an electric railway, a group of electric locomotives in multiple are
connection with the opposite conductors of each section, a connection between two
conductors in adjacent sections, and a series of switches in the main line adapted
"

page_text: to be operated by the locomotives whereby the sections may be always substantially
conterminous with the distance between the first and last locomotives in the group,
substantially as herein before described.
Fourth The combination of the segmental conductors, the switches adapted to
connect the successive segments, a series of electric locomotives in connection with
Baid conductors and divided into groups, and devices on the first and last
locomotives of each group for actuating said switches, the said devices acting
on the switches of the two conductors alternately, substantially as herein before
described.
Fifth-The combination with the two adjacent ends of two sections of electric
railway conductor and connecting brush of an electric locomotive, of a series of
insulated contact points connected to successive points in a series of translating
devices and placed in the path of said brush substantially as hereinbefore
described.
Sixth-The combination of two contact points connected, respectively to the
two conductors of an electric railway and a switch connected to one terminal of
the generator with an operating projection in the path of an electric locomotive so
as to be automatically operated by the said locomotive and pivotted to mako
contact with either of said contact points, substantially as herein before described.
Seventh-The combination with the direct and return tracks of an electric
railway of a stationary generator situated at an intermediate point along the road
and having its two terminals connected to the conductors of the two tracks
respectively, whereby branch currents inny pass in opposite directions around the
road, substantially as herein before described.
Eighth The combination of sectional main conductors, one conductor in cach
section being connected to a conductor in the succeeding section, electric locomotives
in circuit between said main conductors, the locomotives of each section being in
multiple are and those of succeeding section in series, and secondary batteries in
circuit with the locomotives of each section.
Ninth -The combination of electric conductors extending along the line of an
electric railway and divided into sections, a number of electric locomotives on said
railway independently movable and divided into groups corresponding to the
number of sections, the groups being in series and the locomotives of each group
being in multiple are, and means for compensating for any variation from the
normal number of locomotives in any group, substantially as hereinbefore described.
Tonth: The combination of sectional electric conductors extending along the
line of an electric railway, a number of independently movable electric locomotives
on said railway divided into groups corresponding to the number of sections, the
groups being in series and the locomotives of each group being in multiplo arc,
additional translating devices and a regulator controlling their connection with
the main circuit whereby compensation is inade for any variation from the normal
number of locomotives on a section substantially as hereinbefore. described.
Eleventh: The combination of a generator giving a normal current, a number
of main translating devices in multiple are from said generator, a regulating magnet
in multiple arc with anid devices and additional compensating translating devices
controlled by said magnet and adapted to be connected with the main line so as to
offer greater or less resistance according as more or less of the main translating
devices are in circuit, substantially as hereinbefore described.
Twelfth-The combination of a number of groups of electric locomotivos in
multiple arc, the groups being in series with one another, and secondary batteries in
multiple aro with the locomotives of each group with a regulator for varying the
resistance of the batteries in correspondence with the number of locomotives in
circuit substantially as heroinbefore described.
Thirteenth-The combination of two sectional conductors extending along the
line of an electric railway, one or more electric locomotives.on cach section having
its two terminals connected constantly with the two opposite conductors of tho
section respectively, a high resistance magnet in multiple are with the locomotives

page_text: on each section and a circuit between the two conductors of each section controlled
by the said magnet, substantially as hereinbefore described.
Fourteenth-The combination of a slotted conduit beneath the surface of an
electric railway baving bare conductors therein a carrier suspended from the car
and entering said slot and an insulated conductor electrically independent of
said carrier but attached thereto and terminating at one end in contact pieces
bearing against said bare conductors, and at the other end in electric connection
with the motor, as hereinbefore described.
•
Fifteenth-The combination of a conduit having a longitudinal slot, conductors
depending from the car, insulation on each side of said conductors extending
to the side of the slot, and protecting pieces preventing wear of the insulation, as
herein before described.
Sixteenth-The combination of an insulated conductor projecting into the
longitudinal slot of the conduit and a protecting piece in line with said conductor
as herein before described.
Seventeenth The combination of a conduit having a narrow longitudinal slot
and conductors depending by a common frame from the car and entering said slot,
said conductors having their breadth in the direction of the slot and placed one
behind the other as herein before described.
Eighteenth-The combination of a slotted conduit having walls of insulating
material with the bare conductors supported at intervals from said walls as
herein before described.
Nineteenth-The combination with the movable car of the depending frame or
carrier having an insulated conductor attached thereto, said frame or carrier being
hung from the car on an axis at right angles to its direction of forward movement
and provided with stops in the path of its rotary movement and extending into the
slotted conduit, as herein before described.
Twentieth-The combination with the movable car of the depending frame or
carrier having an insulated conductor attached thereto which extends into the
slotted conduit to make contact with fixed conductors therein the said carrier
being provided with bearings allowing freedom of lateral movement to accom-
modate it to inequalities in the slotted conduit, substantially as hereinbefore
described.
1 11.