IMPROVEMENTS IN THE CONSTRUCTION OF MACHINERY AND APPLIANCES FOR ELECTRO-MAGNETIC RAILROADS, AND IN THE GENERATION, DISTRIBUTION, AND TRANSLATION OF ELECTRICITY FOR WORKING THE SAME
Year: 1880

page_text: LETTERS PATENT to Peter Jensen, of 33, Chancery Lane, in the County of
Middlesex, for an Invention of "IMPROVEMENTS IN THE CONSTRUCTION OF
MACHINERY AND APPLIANCES FOR ELECTRO-MAGNETIC RAILROADS, AND IN
THE GENERATION, DISTRIBUTION, AND TRANSLATION OF ELECTRICITY FOR
WORKING THE SAME." A communication from abroad by Thomas Alva
Edison, of Menlo Park, in the State of New Jersey, United States of
America.
"
PROVISIONAL SPECIFICATION left by the said Peter Jensen at the Office
of the Commissioners of Patents on the 25th September 1880.
PETER JENSEN, of 33, Chancery Lane, in the County of Middlesex. IMPROVE-
MENTS IN THE CONSTRUCTION OF MACHINERY AND APPLIANCES FOR ELECTRO-
MAGNETIC RAILROADS, AND IN THE GENERATION, DISTRIBUTION, AND TRANSLATION
OF ELECTRICITY FOR WORKING THE SAME.' A communication from abroad by
Thomas Alva Edison, of Menlo Park, in the State of New Jersey, United States
of America.
"
The object of this Invention is to furnish an economical and reliable system of
electro magnetic railways or tramways, which while useful in any locality shall
be particularly adapted in regions where the traffic is too light for ordinary steam
railways, or where the main bulk of the traffic is limited to certain seasons,
or where the difficulties or expense of grading render ordinary steam roads
impracticable.
To this end the Invention consists in a complete electro magnetic railway system
embracing the generation, distribution, and utilization of electric currents as a
motive power, and in the novel device and combination of devices therefore, as
more particularly hereinafter described and claimed.
In carrying this Invention into effect the rails of the track are electrically con-
nected, so that each line of rails forms one half of a circuit. The road is divided
into sections, where from its length this is desirable, each section forming substan-
ட்
11

page_text: tially a small independent railroad. For each section a central station is provided
at which is located any suitable motor for giving motion to one or more magnets
or dynamo electric machines connected thereto.
At each central station, and also at other points where necessary, a portion of a
section is electrically cut off from the remainder, which in connection with a siding
there laid enables trains to pass each other. Movable switches or shunts are formed
in the ends of the main track adjacent to the sidings. The switches are operated
by mechanism set in motion by electro magnetic motors having connection to the
central station. From each end of each rail section connections are made to series
of electrical switches at the central station, by which means the engineer there in
charge is enabled to put the current off or on, or reverse the same or any particular
track or switch section, and to operate any particular switch.
For the travelling motor or locomotive an electro magnetic engine is mounted
upon a suitable frame supported upon the axles of the driving and other wheels.
In order that the circuit from one line of rails to the other be not directly through
the wheels and axles, but be through the motor, each car is, so to speak, electrically
cut in two by the interposition of insulating material somewhere in its structure,
the poles of the motor being connected one to cach division. A seemingly preferable
method is to form the hub and flange of a wheel of separate metallic parts, uniting
them by bolting each to a wooden web, which insulates the two, whereby the
body of the car and the axles are insulated from the track.
"
Contact springs bear against the flanges, or preferably against hubs secured
thereto by cross bars or spiders," whose outer ends are bolted to the flanges.
These contact springs are connected to the commutator springs of the motor, one to
each respectively, through the reverser and governor, controlled contacts hereinafter
spoken of.
As in a central system the motive power is constant, irrespective of the con-
ditions of the trains, it-seems requisite that the motive power should be connected
directly and inflexibly to the driving wheels, but in some such manner as will enable
the force to be gradually applied to or withdrawn therefrom.
Therefore a friction wheel is mounted upon a shaft of the motor, and one upon
the main driving axle, the two being disconnected, so that motion is not communi-
cated from one to the other. In a swinging frame pivotted at one end, and provided
at the other end with a handle, is mounted another or connecting friction wheel,
which on depression shall take upon both the friction wheels before named, and
transfer the force from one to the other; of course the amount of this transferring
is dependent upon the perfection of the frictional bearing of the intermediate upon
the other two friction wheels, and may be varied between the limits of the minimuin
and maximum frictional contact.
To accomplish the same result a motor pulley and a driving pulley may be con-
nected by a loose belt to be tightened by a swinging pulley belt tightener, or the
same result may be accomplished in several other known ways.
As the motive power sufficient to move a load upon a bevil with great speed is
totally inadequate to move it with the same speed up an incline, and often fails to
move the load at all, means (extra amount of steam generative capacity for example)
are generally used for furnishing a large excess of power over the amount usually
required, adding largely to the dead weight to be carried. In this system however
it is proposed to use at all times for a load or train only the amount of power
normally required under favorable conditions, providing means by which speed is
automatically exchanged for power when necessarily, this to be accomplished by a
governor, which upon speed falling upon reaching an incline shall automatically
operate to alter the leverage either of belts, friction gear, or clutches, through which
the motor acts upon the driving wheol.
As the devices for this purpose are applicable to other than electro motor systems
they are not further herein described, but will forn the subject matter of a separate
application for a Patent.

page_text: Upon each engine is located a reversing key through which the circuit passes to
the motor, which may be used as a brake in case of emergency, the reversing of
the current acting to reverse the direction of the motor, and thereby more rapidly
stop it. The operative lever of this reverser is so combined with a spring that it
may be held in a central position without any of its contacts infringing on other
contacts, and so act also as mere circuit closer or breaker. A centrifugal governor
driven from the driving axle is used connected to a series of contacts so as to break
the circuit at a number of points simultaneously upon a certain predetermined
speed being reached.
Provision is made to dispense with the necessity of much grading, enabling the
engine to ascend ordinarily impracticable grades, as follows:-
Upon one or both sides of the engine car a wheel having a grooved face adapted
to clasp the head of the rail is mounted in a bearing so combined with a screw or
other lifting device that it may be depressed into or elevated from contact with the
rail. Upon its axle is fixed a rag or sprocket wheel.
Upon the main driving axle is loosely mounted a friction wheel having attached
to it a rag or sprocket pinion. To this loose wheel when necessary motion is com-
municated from a friction wheel on the motor shaft through an intermediate
friction wheel mounted in a swinging frame, as before described. A sprocket
chain connects the sprocket wheel on the axle of the grooved wheel and the sprocket
pinion. Under ordinary circumstances this friction wheel in the main axle has no
inotion communicated to it, and the grooved wheel is not in contact with the
track; when necessary the grooved wheel is depressed and the intermediate
friction wheel so applied as to cause the loose wheel on the main driving axle with
its rag or sprocket pinion to be rotated, the motion being communicated to the
grooved wheel, which grasping and biting upon the rail head pulls the load up
without danger of slipping.
Where the rails are used as conductors of an electrical circuit there is always
more or less surface conduction, the amount depending largely upon the dampness
or dryness of the adjacent soil ties, and such like.
This surface conduction may be largely reduced, or prevented entirely, in the
following manner :-
Between the rail and the tic is placed a pieco of felt, paper mache, or other flexiblo
insulating material, preferably so treated as to make it water proof, which piece
extends upward on the web on both sides of the rail to the head, forming an
insulating shoe.
Between it and the spike is placed a piece of metal of the general configuration
of the foot of the rail, upon which the head of the spike takes and bears, so that
the insulating material is protected from abrasion or damage by the spike.
Instead of this metal piece a much heavier piece of wood may be used, forming a
shoe fastened down by the spike and in turn securing the rail.
The foot and web of the rails are covered with some elastic insulating
composition; for example, a rubber paint of which the base is pure linseed oil, the
ties, for a space of, say, one half foot to a foot, on each side of the rails being
similarly painted.
In using electro motors the best results are obtained when the speed of the
rotating armature is maintained uniform and at a very high rate.
In railway motors a large excess of power over that required for a given speed
upon the level is provided, in order that even a very much diminished speed may
be maintained upon an up grade, the speed of the motor being diminished
proportionately.
One object of this Invention is to so arrange a motor in relation to the driven
mechanism that the speed of the motor shall always remain unchanged, not being
affected by changes in the speed of the driven mechanism, and that power may be
exchanged for speed, or vice versa, as circumstances may demand, without the
speed of the motor being affected. Another object is to furnish a method of pro-

page_text: pulsion of trains analogous to the action of a quadruped in drawing a load, especially
applicable as means for climbing a grade or assisting therein.
To accomplish these objects a thread is mounted upon the shaft of the rotating
armature meshing into a worm upon a shaft, at whose opposite end is a bevil
gear taking into a bevil gear upon a shaft parallel to the shaft of the engine.
Upon this latter shaft are two gear wheels, one having several times as many
teeth as the other, both being loosely. mounted upon a shaft, on which and between
the two gears is fixed a suitable clutch in order that one or the other may be
caused to rotate with the axle upon the clutch being thrown to the extreme limit
of its motion, but that when the clutch is in an intermediato position neither shall
be locked into the shaft. In order to prevent the clutch being moved too rapidly
it may be operated by a screw threaded lever passing through the free end of the
lever.
Upon the main driven axle two gear wheels are rigidly fixed, one large and one
small, the larger one gearing with the smaller one loose upon the shaft last noted,
while the smaller one gears with the larger one loose upon such shaft.
It is evident then that whether speed be converted into power or power into
speed will depend on whether motion be communicated from the shaft driven from
the armature shaft to the main driven axle through the smaller or through the
larger gear thereon.
For use upon grades a device which may be called a creeper is used somewhat as
follows:-
Upon the front of the engine is mounted a vertical shaft carrying a worm gearing
into the thread upon the armature shaft.
This vertical shaft is mounted in adjustable bearings, so that the worm may be
thrown into or out of gear with the thread, as desired.
--Upon-the-lower end of the vertical shaft is a bevil gear meshing into a bevil
gear upon a horizontal shaft, to whose ends by crank-arms-or pius..are attached
rods, each carrying at its opposite-end a box or casing provided with a central
wheel which rides upon the rail. In the box or casing, so as to take upon the sides
of the rail, are eccentrically pivoted two wheels, one on each side. These side
wheels being eccentrically pivoted allow the box to be pushed forward along the
side of the rail, but prevent retrograde motion by closing together and grasping
the rail. The arms carrying the grippers or creepers are mounted so that they
may be let down upon or removed from the track as occasion requires; hence as a
rod is reciprocated from the motor through the gearing described it pushes forward
during one half revolution the box or casing which slides upon the rail; upon the
commencement of the other half of the revolution by the action of the eccentrically
pivoted wheels or rollers the box or casing is locked to the rail and the engine is
pulled up.
One only being used the action would bo a series of pulls and pauses, and if
desired one only may be used, taking upon either rail or upon a central rail laid
especially for this purpose.
In practice however it is desirable to use at least two, one for each rail, with
cranks so arranged relatively to each other that while one is being slid forward
the other is holding, so that a continuous motion may be produced. Additional
grippers or creepers may also be placed at the rear of the train, so that a continuous
pulling and pushing action is produced.
Instead of rollers within the box or casing referred to another form of device
may be used, in order to give a larger gripping surface.
Within the box or casing are two bars parallel to the rail, one on each side.
These bars are attached to the casing or box by loose toggle joints in such way that
upon motion forward of the box or casing the bars recede from the rail, but upon
retrograde movement they approach and grip the rail.
Another object of this Invention is to produce a simple and effective clectro-

page_text: magnetic brake adapted for use on any style of rail road vehicle, but more especially
intended and adapted for use in the system herein described.
•
It consists in placing an electro-magnet in such relation to some rotating metallic
portion of the running gear of the vehicle to be stopped that the magnetic circuit
shall be through such rotating metallic portion, the electro-magnet being furnished
with mobile heads, which may move towards and clasp the rotating portion
whenever the circuit of the magnet is closed.
Upon the axle and at or near its centre is rigidly fixed a disc of iron, which
rotates with the axle and between the polar extremities of an electro-magnet,
suitably fastened to or supported from the bottom of the car.
The cores of this electro-magnet are extended beyond the coils, forming a spindle,
which is reduced in size when necessary, the ends being screw threaded to receive
nuts.
Upon each spindle is placed a block of iron or other magnetic metal, forming a
polar extension secured in place by a nut.
The orifices in the blocks into which the spindles pass are elongated, so that tho
blocks or polar extensions may have a movement to or from the fixed disc upon
the axle rotating between them.
The polar extensions are normally held away from the disc by suitable springs
of low resistance.
When is is desired to use the brake a circuit from any suitable source of
electricity is closed through the coils of the electro-magnets, whereupon the polar
extensions mutually attract the disc. It however being fixed while they are
movable the attractive force causes them to move to the disc and grasp it between
them, causing a retardation or stoppage of its rotation, and so acting through it as
effective brake upon the wheels. Upon breakage of the circuit the springs restore
the polar extensions to their normal position.
When desired, for the purpose of throwing the brakes off instantly, a momentary
reverse current may be thrown into the circuit just after breaking, causing a
momentary but instantaneous repulsion from the disc, and assisting the springs in
removing the polar extensions. It is ovident that instead of one, several sets of
such brakes may be applied to each axle when desired.
In this system of electro-magnetic railways where the tracks themselves are used
as the conductors, it is desirable to make some provision, guarding against
cessation of effect of the current at crossings, switches, frogs, and such like, or other
places where it may be desirable to cut out a portion of the track from the
circuit.
This may be accomplished by connecting the ends of the tracks in circuit
adjacent to the opposite ends of the cut out section by wire or other conductors, so
that a circuit is formed around such cut out portion.
As the greatest length of any section necessary to be cut out will never exceed
the average length of a train, or even the length of the shortest trains, it is preferred
to accomplish the result in the following manner :-
As before described, wheels having their flanges and hubs insulated from each
other are used, commutator brushes being used to take the current from hubs
electrically connected to the flanges, such commutator brushes being used only with
the wheels of the engine.
It is now proposed to use such commutator brushes with the wheels of several
of the cars of the train, one of which car should always be the last one in the
train
All the commutator brushes used on either side of the train are connected by a
conductor to the appropriate commutator on the engine, and the conductors are so
arranged on the cars that they may be readily connected.
By this arrangement the cut out section is electrically bridged over on the
train itself, instead of by wires attached directly to the portions of the track in
circuit.

page_text: Upon roads already built and equipped for steam transport, but where it is
desirable to use this system of locomotion, it may be preferable to make the change
from one system to the other gradually.
To admit of gradual change, arrangements must be made permitting the use of
both systems.
To do this, a third or central rail or conductor is used, electrically connected in
stations of suitable length, and thoroughly insulated from the bed. To the cars are
attached arms carrying rollers or auxiliary wheels, taking upon the third rail and
conveying the current therefrom through the motor upon the train, the ordinary
rails being used as the return circuit.
In order to most thoroughly insulate the third or centre rail it may be placed at
the ties in a chair of glass or other insulating material, only morticed into the tic or
laid on the tie and spiked thereto, or an insulating shield of glass may be interposed
between the rail and a metallic chair.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Peter Jensen in the Great Seal Patent Office on the 25th March
1881.
PETER JENSEN, of 33, Chancery Lane, in the County of Middlesex. "IMPROVE-
MENTS IN THE CONSTRUCTION OF MACHINERY AND APPLIANCES FOR ELECTRO-
MAGNETIC RAIL-ROADS, AND IN THE GENERATION, DISTRIBUTION, AND TRANSLATION
OF ELECTRICITY FOR WORKING THE SAME." A communication from abroad by
Thomas Alva Edison; of Menlo Park, in the State of New Jersey, United States of
America.
The object of this Invention is to furnish an economical and reliable system of
electro-magnetic railways or tramways, which while useful in any locality shall be
particularly adapted to regions where the traffic is too light for ordinary steam
railways, or where the main bulk of the traffic is limited to certain seasons, or
whore the difficulties or expenso of grading render ordinary steam roads
impracticable.
To this end the Invention consists in a complete electro magnetic railway system
embracing the generation, distribution, and utilization of electric currents as a
motive power, and in the novel devices and combinations of devices therefor, as
more particularly hereinafter described and claimed.
In carrying this Invention into effect the rails of the track are electrically con-
The rond is divided
nected, so that cach line of rails forms one half of a circuit.
into sections, where from its length this is desirable, each section forming substan-
tially a small independent railroad. For each section a central station is provided,
at which is located any suitable motor for giving motion to one or more magneto
At cach central station, and also
or dynamo electric machines connected thereto.
at other points where necessary, a portion of a section is electrically cut off from
the remainder, which portion being connected with a siding there laid enables trains
each other. Movable switches or shunts are formed in the ends of the
pass
main track adjacent to the sidings. The switches are operated by mechanism set
in motion by electro magnetic motors having connection to the central section.
From each end of each rail section connections are made to series of electrical.
switches at the central station, by which means the engineer there in charge is
enabled to put the current off or on, or reverse the same on any particular track or
switch section, and to operate any particular switch.
to
For the travelling motor or locomotive, an electrom-agnetic engine is mounted
upon a suitable frame, supported upon the axles of the driving and other
wheels. In order that the circuit from one line of rails to the other be not directly
through the wheels and axles, but be through the motor, each car is, so to speak,
electrically cut in two by the interposition of insulating material somewhere in its
structure, the poles of the motor being connected one to each division. A seemingly
preferable method is to form the hub and flange of a wheel of separate metallic
parts, uniting them by bolting each to a wooden web which insulates the two,
whereby the body of the car and the axles are insulated from the track.
Contact springs bear against the flanges, or preferably against hubs secured
thereto by cross bars or "spiders" whose outer ends are bolted to the flanges.
These contact springs are connected to the commutator springs of the motor, one
to each, respectively through the reverser and governor controlled contacts herein-
after spoken of.
As in a central system the motive power is constant, irrespective of the conditions
of the trains, it seems requisite that the motive power should be connected directly
and inflexibly to the driving wheels, but in some such manner as will enable the

page_text: force to be gradually applied to or withdrawn therefrom. Therefore a friction
wheel is mounted upon the shaft of the motor, and one upon the main driving axle,
the two being disconnected, so that motion is not communicated from one to the
other. In a swinging frame pivoted at one end and provided at the other end with
a handle, is mounted another or connecting friction wheel, which on depression
shall take upon both the friction wheels before named, and transfer the force from
one to the other. Of course the amount of this transferring is dependent upon the
perfection of the frictional bearing of the intermediate upon the other two friction
wheels, and may be varied between the limits of the minimum and maximum
frictional contact.
To accomplish the same result a motor pulley and a driving pulley may be
connected by a loose belt to be tightened by a swinging pulley belt tightener, or
the same result may be accomplished in several other ways.
As the motive power sufficient to move a load upon a level with great speed
is totally inadequate to move it with the same speed upon incline, and often fails
to move the load at all, means (extra amount of steam generative capacity, etc.)
are generally used for furnishing a large excess of power over the amount usually
required, adding largely to the dead weight to be carried. In this system however
it is proposed to use at all times for a load or train only the amount of power
normally required under favorable conditions, providing means by which speed
is automatically exchanged for power when necessary; this is to be accomplishod
by a governor, which, upon speed falling upon reaching an incline, shall auto-
matically operate to alter the leverage either of belts, friction gear, or clutches,
through which the motor acts upon the driving wheel. As the devices for this
purpose are applicable to other than electro motor systems they are not further
herein described or illustrated, but will form the subject matter of a separate
application for a Patent.
Upon each engine is located a reversing key through which the circuit passes to
-the- motor,-which-may-be-used-as-a brake-in case of emergency, the reversing
of the current acting to reverse the direction of the motor, and therefore more
rapidly stop it.
The operative lever of this reverser is so combined with a spring that it may
be held in a central position without any of its contacts impinging on other
contacts, and so act also as a mere circuit closer or breaker. A centrifugal governor
driven from the driving axle is used, connected to a series of contacts, as fully
explained in a prior application, so as to break the circuit at a number of points
simultaneously upon a certain pre-determined speed being reached.
Provision is made to dispense with the necessity of much grading, enabling the
engine to ascend ordinarily impracticable grades as follows:-Upon one or both
sides of the engine car a wheel having a grooved face adapted to clasp the head of
the rail is mounted in a bearing so combined with a screw or other lifting device
that it may be depressed into or elevated from contact with the rail. Upon its axle
is fixed a rag or sprocket wheel. Upon the main driving axle is loosely mounted a
friction wheel having attached to it a rag or sprocket pinion. To this loose wheel,
when necessary, motion is communicated from a friction wheel on the motor shaft
through an intermediate friction wheel monted in a swinging frame, as before
described; a sprocket chain connects the sprocket wheel in the axle of the grooved
wheel and the sprocket pinion. Under ordinary circumstances this friction wheel
in the main axle has no motion communicated to it, and the grooved wheel is not
in contact with the track.
When necessary the grooved wheol is depressed and the intermediate friction
wheel so applied as to cause the loose wheel on the main driving axle with its rag or
sprocket pinion to be rotated, the motion being communicated to the grooved wheel,
wich grasping and biting upon the rail head pulls the load up without danger of
slipping.
In Figures 1 to 15 of the accompanying Drawings is shown more in detail how
this portion of the Invention may be carried into effect; it is to be remembered

page_text: Invention is not limited generally in such cases to the precise details therein illustrated.
In these Drawings:-Fig. 1 is a view showing the general arrangement of a
central station and the track connections.
Fig. 2, a portion of the frame of a car.
Fig. 3, a perspective of an engine car.
Fig. 4, a perspective view of the rail gripping devices for ascending grades, with
a section of the grooved wheel and rail.
Fig. 5, a perspective of the reverser, governor, and multiple circuit breaker.
Fig. 6, a bottom view of the reverser.
Figs. 7 & 8 are views of different mechanical means for operating the track
switches.
Fig. 9 is a perspective view of the electrical switches at central stations.
Fig. 10 is a perspective view showing means of electrically connecting the rails.
Figs. 11 & 12 are sectional views showing differents ways of electrically
dividing the car, so as to insulate one flange from the other.
Fig. 13 is a diagram showing several sections and a side road or feeder.
Fig. 14 is a diagram showing connections when desired at a bridge or other short
section.
Fig. 15 is a diagram showing the method of connecting the electrical devices in
multiple arc.
A is a central station, at which are located a steam boiler and engine as shown,
although the motor may be a water or any other suitable form of motor; B is any
suitable magneto or dynamo electric machine, connected with and operated by
the motor engine. From the generator connections 1 and 2 are made to the
switches 3 and 4, one series being connected to one commutator, the other series to
the other commutator.
MT, MT, MT, are the main line of track. The rails of each line of rails
are electrically connected by means of copper wires or strips E (Fig. 10) under the
fish plate E, P, and held thereby against the ends of two adjacent rails. A portion
MT, of sufficient length to accomodate one or more trains is electrically separated
from the remainder of the section MT, and MT". At the side thereof and of
the same length is the siding SW. The parts of MT¹, and MT", adjacent to
the ends of MT, are made movable so as to constitute switches by which trains
may be switched or shunted from M T', or MT", to M T, or S W, or vice versa.
For each track switch is arranged an electro motor SM; a circuit 5, 5, leading
from one series of switches 3, through both switch motors to the other series of
switches 4. From 5 a connection 6 is made to one of the series of switches in
order that when desired one alone of the switch motors may be used.
By this means trains are enabled to pass each other at a station, for instance,
two trains have arrived at the station, one motor alone is operated, and a train,
say, from MT', is run on to MT; the other motor is then operated, and a train
passes from MTH on to SW, thenco to MT, while the first train is passed from
MT to MT"
The switch motors are geared to the switch lever SL, so that when the circuit is
closed through a switch motor, its motion is communicated to the switch. In Fig. 7
is shown one means of so communicating motion to the switch, in which SL is the
switch lever connected to a double rack in which works a wheel toothed for some-
what less than half its periphery, which connects by a crank rod C, R, either
directly or through intermediate gearing, with the shaft of the switch motor.
Fig. 8 shows another way in which the switch lever SL is connected to a
frame D, sliding in suitable ways. In this works a cam d whose shaft carries a
gear, into which takes a pinion on the shaft of the switch motor. The gear and
pinion being well known are not shown; when so needed these switches may be
located at a distance from the central station and operated automatically by the
train instead of by the engineer at the central station; in such cases a circuit is led
to and some distance beyond the switch to be operated, containing at the switch a.

page_text: switch motor, moving the switch in one direction; the reverse movement being by
a spring. At a little distance on each side of the switch engine are located circuit
closers, arranged to be hit by an arm projecting from the train. If a train be
started, which it is intended shall go off upon a switch or branch, the arm on the
train is set. On coming to the first circuit closer, the arm strikes it, closing circuit,
moving and holding the switch. The train passes on to the switch, strikes the
second circuit closer, opening it; the circuit being now broken, the spring restores
the switch. Where there are several switches a permutation arrangement driven
from the running gear of the train will be upon the train, capable of being set so
that it shall project or lower the arm for operating the circuit closers only as it
approaches the proper switch.
In Fig. 9 is shown in detail the switches used in the series 3, 4. Levers a, a, a,
are pivoted in suitable supports upon the base G; springs a¹, a¹, pulling the lever
to the rear. Upon the base are located springs b, b, with their inner ends turned
up so as to form a catch for the lower ends of the levers, as shown. From the
springs b, b, of the electrical switch, series 3, 4, are made to each line of rails of
cach track section and track switch, and also to the switch motors, for instance,
from MT, wires 7, 7, lead one to 3 and one to 4. 8, 8, lead in same way from
one end of MT, while 11, 11, lead from the other end. In same way 9, 9, and
10, 10, connect 3 and 4 and SW. By simply throwing the proper switches so that
they catch on their respectivo springs the circuit is closed to any desired section,
and the current thrown therethrough.
The circuit through any particular section being closed, and it forming tho
conductors for the current, a circuit is formed from one line of rails to the other,
and the current utilized as a motive agent by an engine constructed as shown in
Fig. 3, in which F is any suitable frame work suspended from the main driving|
-axle-and-placed-upon the other-axle.-
--
The wheels used under the engine_car_and_all other cars are constructed as shown
in Fig. 11, in which the flanges Fl, are made separately, and connected by a
wooden web o, to which they are bolted, the wheel then consisting of a metallic
hub, a metallic flange, and an intervening wooden or insulating web. By this
means the axles and body of the car are insulated from the flanges and track, and
the current cannot pass therethrough from one rail to the other. Although both
wheels in Fig. 11 are shown as of this construction, it is evident that those on one
side of a car only need be so constructed as thereby the formation of a circuit direct
from one line of rails to the other, would be prevented. The same purpose may bo
subserved by the construction shown in Fig. 12, in which ordinary wheels are used,
the axle being cut in two and united by a sleeve Q, insulated therefrom by P, and
bolts insulated from, but passing through the halves of the axles.
On the engine car a spider or frame N, (Figures 3 and 11) is secured to the
flange FL, so as to be in electrical contact therewith, but not touching or forming
contact with the hub M. Upon the center of N is a boss or spindle n on which
bears a commutator brush held by arm p. The current then passes from one line of
rails through one flange Fl, frame N, boss or spindle n, commutator p to the
reversing key (Fig. 5) the contact points 13, 14, 15, 16, to the electric engine,
thence by the other arm p, spindle, frame, and flange to the other line of rails.
7'
The reversing key is shown in Figs. 5 and 6, in which U and V are elbow levers,
pivoted at Q and Q¹ respectively, the springs s and 8 tending to cause them to
close circuit normally in 7 and 7; V is connected to P¹, and U to P₁; and are
connected to the series of spring contacts, and then to one pole of the motor
engine. Between the levers U and V is placed the operating lever T, pivoted at
o, and connected to the other pole of the motor engine. Upon the under side of T
is a pin z taking into a slot y in a cam plate w pivoted at c. The cain plate wis
moved as the lever T is moved by the action of the pin in the slot y. It is of
such a breadth, that when standing in a neutral or untilted position, its opposite
sides shall take against pins u, v, on levers U, V, and force them from their
contacts, leaving the circuit open. A movement to either side however allows one

page_text: of the lovers U V, to make contact with or 1, the other being kept from contact
therewith by its contact with levor T. Upon the engine is mounted a centrifugal
governor Gr, driven from the main driving axle of the car. The lower end of the
rod, which is reciprocated by the governor balls, takes upon a lever 17, pivoted
at 18, whose outer end takes under a series of contact springs 13, 14, 15, 16, placed
in the circuit. The governor is adjusted to break the circuit whenever a predeter-
mined rate of speed is reached, breaking it in a number of places simultaneously so
ns to greatly reduce, if not practically eliminate, the spark due to the breaking of
the circuit of a large current.
The circuit being now completed through the motor and it being in operation
motion is communicated to the main driving axle as follows, reference being had to
Fig 3, in which g is the main driving axle upon which is mounted a friction wheel G.
Upon the shaft c of the magnetic engine is a friction pulley e, tho pulleys e and G
not being in contact. In a swinging frame pivoted at his mounted a friction
pulley. The frame f being depressed bears upon e and G, and communicates
motion from e to G, the percentage transferred being proportional to the frictional
contact of upon e and G. As giving a better traction to avoid slipping on
grades a device shown in Fig. 3 or the device shown in Fig. 4 may be used singly
or together. In Fig. 3, EM is a pair of ordinary electro magnets, there being
one or more pairs on each side. These magnets are suspended from the frame so
that their poles are over, and in immediate contiguity to the rails. From them a
circuit extends to the arm p so that they are in a multiple circuit to the track.
In their circuit is placed a key which may be operated by hand or which may
be operated by the governor automatically under the arrangement herein before
mentioned. Upon coming to a grate the circuit is closed and the magnets
immediately exert their attractive influence upon the track, tending to hold the
car firmly and to prevent its slipping.
In Fig. 4, in addition to to the devices already described as mounted upon shaft c
and axle g, H is a friction pulley loosely nounted upon the main driving axle g;
to H is secured a rag or sprocket wheel I. Upon the shaft c is placed a friction
wheel, and in a frame similar to frame is mounted the friction wheel Z; upon
depressing the frame motion is communicated from to H and I, which rotate upon
the shaft g. A wheel L having a grooved face is secured to an axle which is mounted
in a box adjustably secured to the frame by a screw S. A sprocket chain m
connects I and K. Upon reaching a grade by turning the screw S the wheel L is
depressed and grips the rail, as shown, motion being communicated thereto, as before
described, by which arrangement the engine can climb a grade impracticable in
common steam rail rods.
It should be stated thall all the devices using current are arranged upon the
mutiple are system, the rails forming the main conductors and all the electrical
devices being in derived circuits thereto. This is diagrammatically shown in
Fig. 15, in which R A, is the rotating armature; FM, the field magnets;
EM, the electro magnets for increasing traction on track; and L p, an electric
lamp for lighting the car or for a head light. As here represented each is connected
in a derived circuit from the line of rails of the track M T. In practice however
all the derived or multiple are circuits are completed to the track, and to the arms
and flanges of the wheels.
In Fig. 13 are shown two sections M T 1, and MT 2, each with a central
station A. The section M T 2 is shown divided at the station, electrical connection
between the two divisions being completed when desired by electrical switches
at the stations. From MT 2 a side road S R branches, supplied with motive
current from the same station, the divisions and side road being connected to the
generator at the central station on the multiple arc system.
In Fig. 14, Bg represents a short section of track on a bridge, or in any other
locality where it is desired to slow up. This section is insulated from its neighbors,
but connected thereto by wire conductors as shown at b², ¿¹¹, so that upon such

page_text: section the current is reversed slowing the motor, the current being again reversed
at the other end of the bridge section restoring the speed.
In lieu of this arrangement very short sections may be disconnected entirely
electrically, connection being inade between the sections adjacent to the cut out
section by wires passing around such section, so that the motive power is withdrawn
entirely on such sections.
At the central station it is advisable to place an electrometer in circuit, as the
deflection of its needle gives a good indication of the relative position of a train
upon a section. As at times it may be necessary to keep the track clean, free
from snow, or other impediments to a good contact between the flange and track,
it is preferable to mount in front of the engines brushes rotating at right angles to
the rails, and driven by a small motor on the engine car specially set aside for the
work.
In using electro motors, the best results are attained when the speed of the
rotating armature is maintained uniform and at a very high rate.
In railway motors a large excess of power over that required for a given speed
upon a level is provided in order that even a very much diminished speed may
be maintained upon an up grade, the speed of the motor being diminished pro-
portionately.
One object of this Invention is to so arrange a motor in relation to the driven
mechanism, that the speed of the motor shall always remain unchanged, not being
affected by changes in the speed of the driven mechanism, and that power may be
exchanged for speed, or vice versa, as circumstances may demand, without the speed
of the motor being affected. Another object is to furnish a method of propulsion
of trains analogous to the action of a quadruped in drawing a load, especially
applicable as ineans for climbing a grade, or assisting therein.
To accomplish these objects.a thread is mounted upon the shaft of the rotating
_ armature meshing into a worm upon a shaft, at whose opposite end is a bevel gear-
taking into a bevel gear upon a shaft, parallel to the shaft of the engine. ..
Upon this latter shaft are two gear wheels, one having several times as many
teeth as the other, both being loosely mounted upon the shaft, on which and
between the two gears is fixed a suitable clutch, in order that one or the other
may be caused to rotate with the axle upon the clutch, being thrown to or near to
the extreme limit of its motion, but that when the clutch is in an intermediate
position, neither shall be locked into the shaft. In order to prevent the clutch
being moved too rapidly, it may be operated by a screw threaded levor passing
through the free end of the lever.
Upon the main driven axle two gear wheels are rigidly fixed, one large and one
small, the larger one gearing with the smaller one loose upon the shaft last noted,
while the smaller one gears with the larger one loose upon such shaft.
It is evident then that whether speed be converted into power, or power into
speed, will depend on whether motion be communicated from the shait driven from
the armature shaft to the main driven axle, through the sinaller or through the
larger gear thereon.
For use upon grades a device, which may be called a creeper, is used somewhat
as follows:-
Upon the front of the engine is mounted a vertical shaft carrying a worm, gearing
into the thread, upon the armature shaft. This vertical shaft is mounted in
adjustable bearings, so that the worm may be thrown into or out of gear with the
thread, as desired. Upon the lower end of the vertical shaft is a bevel gear meshing
into a bevel gear upon a horizontal shaft, to whose ends by crank arms or pins are
attached rods, each carrying at its opposite end a box or casing provided with a
central wheel which rides upon the rail. In the box or casing, so as to take upon
the sides of the rail, are ecentriccally pivoted two wheels, one on each side. These
side wheels being excentrically pivoted, allow the box to be pushed forward along
the side of the rail, but prevent retrograde motion by closing together and grasping

page_text: the rail. The arms carrying the grippers or creepers are mounted so that they
may be let down upon or removed from the track, as occasion requires. Hence as
a rod is reciprocated from the motor through the gearing described, it pushes
forward through one half revolution the box or casing which slides upon the rail.
Upon the commencement of the other half of the revolution, by the action of the
eccentrically pivoted wheels or rollers, the box or casing is locked to the rail, and
the engine is pulled up.
One only being used, the action would be a series of pulls 'and pauses, and if
desired, one only may be used, taking upon either rail, or upon a central rail laid
especially for this purpose.
In practice however it is desirable to use at least two, one for each rail, with
cranks so arranged relatively to each other, that while one is being slid forward,
the other is holding, so that a continuous motion may be produced. Additional
grippers or creepers may also be placed at the rear of the train, so that a continuous
pulling and pushing action is produced.
Instead of rollers within the box or casing referred to, another form of device
may be used in order to give a larger gripping surface.
Within the box or casing are two bars parallel to the rail, one on each side;
these bars are attached to the casing or box by loose toggle joints in such way that
upon motion forward of the box or casing the bars recede from the rail; but upon
retrograde movement they approach and grip the rail.
The operation of those devices will be better understood by reference to
Figs. 15, 16, 17, and 18 of the Drawings, in which
Fig. 15a is a perspective view of an engine, embodying both the motor and the
creeper.
Fig. 16 and 17 are details of the creeper.
Fig. 18 is a perspective view of the motor gearing.
A is the rotating armature of the electric motor, mounted on shaft a, secured in
suitable bearings. Upon the shaft u is the worm or screw B, gearing into the
worin gear C ou shaft c, upon whose lower end is the bevel gear D meshing with
bevel gear E on shaft e, upon which are mounted loosely the gears F, H; H having
a much larger number of teeth than F.
Between F and E is mounted so as to rotate with e the clutch sleeve C¹, upon
which is mounted a suitable clutch, controlled by clutch lever L pivoted at 1. The
preferable clutch is the one known as Mason's clutch. As such clutch is well
known it has not been thought necessary to encumber the Drawings with a detailed
view of it.
As hereinafter stated, provission is made for the constant rotation of A without
imparting motion to For H. In order then to bring either into operation
gradually, avoiding jar or shock, I sometimes pass a screw threaded rod through
the free end of L and at right angles thereto, one end of the rod ending in a crank
or wheel by which the rod may be turned, each revolution moving the clutch only
the width of one screw thread.
The gears F and H mesh into gears G and I on shaft g, which is the main driven
axic, carrying wheels, not shown, at its extremities.
The gear Ġ bears the same relation to F in number of teeth as H bears to I.
It is desirable that the rate of rotation of 7 should always be much less than
that of A. The relation existing between B and C and H and I insures this, the
speed of g however remaining such as to give a very high, or as high as desirable,
rate of progress to the car, the provission being such that only the power required
for the inaximum rate of speed and load upon a level is furnished, the clutch being
thrown so that the motion is communicated to g through H and I.
Upon reaching an up grade the clutch is thrown so that motion is com-
municated through F, G, the speed consequently is diminished by the ratio existing
between the two with a corresponding increase of force.
It should be noted that the relation between the clutch and the gears F, H, is
such that when the clutch is in a central position no motion is cominunicated to
I

page_text: either gear, so that when the train may be stopped the motor still rotating at its
best effective rate ready for instantaneous work with the delay incident to
bringing its speed up from zero to an effective rate.
From this it can readily be seen that the rate of rotation of armature may be
kept constant, while the rate of speed of the train may be varied to suit the various
requirements of change of grade or load, ensuring full utilization under all conditions
of the prime motor force applied.
Upon the front end of the engine car is a shaft h, on which is a sleeve supporting
the lower end of a shaft n, whose upper end is secured in a bearing J which
permits of a slight movement of the shaft n.
Upon is mounted a worm gear N, which may be made to mesh with the worm
or screw B on the armature shaft a.
Upon and near the lower end of n is the bevel gear O, meshing into a bevel
gear P upon shaft h, to whose outer ends are attached the arms R by means of
cranks Q. These arms R are arranged with any simple lifting device, so that they
can be let down upon or removed up from the rails.
Pivoted to R is a box or casing S, in whose upper portion is a wheel u riding
upon the top of the rail.
Within S, and upon each side of the rail, wheels s are mounted, eccentrically
pivoted as shown, the opening between them at the widest point being just enough
more than the width of the rail to permit its passage therethrough. From this it
is evident that if a body the width of a rail be slid between ther in the direction
of the arrow, Fig. 2, it will push them apart, but that if the motion bo in the
opposite direction it will cause the rollers 8, 8, to approach each other, gripping the
body between them.
When necessary the worm N is thrown into gear with B, motion being com-
municated thereby to the arms R. Upon the forward half of the movement the
arm R-pushes-the box Salong the rail. Upon the commencement of the latter
-half of the movement the rollers 8, 8, approach each other, gripping -the track and
locking the box or casing to it, whereupon-the-car is pulled up toward S.
Where the rails are light and might possibly be injured or indented au alternative
device, shown in Fig. 17, may be used, which gives a long grip upon each side of
the rail head.
In this Figure 4 is a box or frame, connected pivotally to R, and having the
wheel u, as in the other form.
Connected to 4 by toggle joints 3, 3, are the gripping bars 1, 2, one on each side.
As seen, upon notion of the box or frame in one direction, on account of the
toggle used, the bars 1, 2, recede from the rail, but upon motion in the opposite
direction approach the rail, gripping it and locking the box or frame thereto.
Springs may be applied to the rollers 8, 8, or bars 1, 2, so as to normally hold
them to the rail with a light pressure, not sufficient to interfere with their sliding
in one direction, but causing them to act instantly upon attempted motion in the
opposite direction.
By the use of the creepers described, the effect of great traction may be
obtained with little weight, so that the dead weight of engines and cars may
be reduced to a minimum.
Another object of this Invention is to produce a simple and effective electro-
magnetic brake adopted for use on any style of railroad vehicle, but more especially
intended and adapted for use in the system herein described.
It consists in placing an electro magnet in such relation to some rotating metallic
portion of the running gear of the vehicle to be stopped, that the magnetic circuit
shall be through such rotating metallic portion, the electro magnet being furnished
with mobile heads, which may move toward and clasp the rotating portion whenever
the circuit of the magnet is closed.
Upon the axle and at or near its centre is rigidly fixed a disc of iron which
rotates with the axle and between the polar extremities of an electro magnet
suitably fastened to or supported from the bottom of the car.

page_text: The cores of the electro magnet are extended beyond the coils, forming a spindle,
which is reduced in size when necessary, the ends being screw threaded to receive
nuts. Upon each spindle is placed a block of iron or other magnetic metal forming
a polar extension secured in place by a nut.
The orifices in the blocks into which the spindles pass are elongated so that the
blocks or polar extensions may have a movement to or from the fixed disc upon
the axle rotating between them. The polar extensions are normally held away
from the disc by suitable springs of low resilience.
When it is desired to use the brake, a circuit from any suitable source of
electricity is closed through the coils of the electro magnets, whereupon the polar
extensions mutually attract the disc. It however being fixed, while they are
movable, the attractive force causes them to move to the disc and grasp it between
them, causing a retardation or stoppage of its rotation, and so acting through it as
an effective brake upon the wheels.
Upon breakage of the circuit the springs restore the polar extensions to their
normal position.
When desired, for the purpose of throwing the brakes off instantly, a momentary
reverse current may be thrown into the circuit just after breaking, causing a
momentary but instantaneous repulsion from the disc, and assisting the springs
in removing the polar extensions. It is evident that, instead of one, several sets of
such brakes may be applied to each axle when desired.
This brake is illustrated in Figures 19 and 20 of the Drawings, in which Fig. 19
is a perspective view of a portion of the bottom of a car, showing a brake; Fig. 20.
shows the polar extension and spindle of the core in detail.
A is the bottom of a car resting upon the framing E, E; B is an axle extending
from wheel C to wheel on other side not shown.
Upon this axle is rigidly secured the iron disc F, rotating between the polar
extensions d, d, of electro magnet D suitably secured to the framing E, E.
Each of the cores of the magnet extends beyond the coils, forming a spindle g on
each core, whose end is screw threaded to receive a nut h.
Each polar extension & is formed with a elongated slot c, so that it may be fitted
upon the spindle and be free to move thereon in one direction, viz., to and from the
disc F.
A spring, which may be any of the well known forms, is combined with each
polar extension, and serves normally to hold it away from the disc.
It is evident that the electro magnet D may be mounted so that the flange, or
a portion of the web of the wheel C, shall rotate between d, d, and they operate
directly thereon instead of upon a disc, the vital principle of the Invention being
that the magnetic circuit of the electro magnet shall be closed through some moving
portion.
In such a system of electro magnetic railways as this, where the tracks them-
selves are used as the conductors, it is desirable to make some provision guarding
again cessation of effect of the current at crossings, switches, frogs, etc., or other
places where it may be desirable to cut out a portion of the track from the
circuit.
This may be accomplished by connecting the ends of the tracks in circuit
adjacent to the opposite ends of the cut out section by wire or other conductors,
30 that a circuit is formed arond such cut out portion.
As the greatest length of any section necessary to be cut out will never exceed
the average length of a train, or even the length of the shortest trains, it is preferred
o accomplish tho result in the following manner :-
As before described, wheels having their hubs and flanges insulated from each
other are used, commutator brushes being arranged to take the current from hubs
lectrically connected to the flanges, such commutator brushes being used only with
he wheels of the engine.
It is proposed to use such commutator brushes with the wheels of several cars of
train, one of which cars should always e the last one in. the train.

page_text: All the commutator brushes used on either side of the train being connected by
a conductor to the appropriate cominutator on the engine, the conductors boing so
arranged on the cars that they may be readily connected.
By this arrangement the cut out section is electrically bridged over on the train
itself, instead of by wires attached directly to the portions of the track in circuit.
Upon roads already built and equipped for steam transportation; but where it is
desirable to use this system of locomotion, it may be preferable to make the change
from one system to the other gradually.
To admit of gradual change, arrangements must be made permitting of the use of
both systems. To do this a third or central rail or conductor is required, electrically
connected in sections of suitable length, and thoroughly insulated from the bed.
To the cars are attached arms carrying rollers or auxilliary wheels taking upon the
third rail and carrying the current therefrom through the motor upon the train,
the ordinary rails being used as the return circuit.
This is illustrated in Figs. 21, 22, and 23, in which
Fig. 21 is a perspective of the running gear of two cars, each provided with
means for taking the current from the track, the cars being connected together.
Fig. 22, a perspective showing the third or central rail, and arrangements of
circuits on the cars.
Fig. 23, a side view of an engine and car properly arranged, and a cross section
of three rails with circuit connections.
In Fig. 21, A and B are two rail sections, B being an electrically connected
section, while A is cut out from the circuit at a, the section A representing a frog,
a switch, or other place where it is necessary or desirable to cut out electrically a
part of the track; C, D, is the frame of two cars, C being the engine or motor car,
the wheels of which are constructed as before described, that is, with the hub and
_flange insulated from each other, a frame and hubb insulated from the hub of the
wheels being connected to the flange or commutator brush-c; taking upon-b, and..
completing circuit to the engine.
-
-
-
Wheels of the same construction are used with the car D, which is the last of
the train, any number of cars, all or some of which are similarly constructed, being
supposed to intervene between C and D.
Preferably the frame and hub upon ordinary cars is upon the inside of the
wheels, as shown at e and f.
Conductors 1 and 2 run the length of the train, connecting all the commutators,
1 upon one side, and 2 upon the other.
It is apparent, then, that when the engine car has passed upon the cut out
section there will be no cessation of action thereon, as the current will pass from tho
conducting section B, through the wheels and commutators of car D, by conductors
1, 2, to the engine.
In the ordinary electrically connected sections this arrangement has the advantage
of making contact with the rails in many places, insuring perfect continuity of
circuit, and lessening the spark due to any imperfect contacts consequent upon
oxidized spots on the rail.
In Fig. 22, E, E, are the rails of an ordinary railroad which it is desired to
gradually change to an electro magnetic system. F is a third rail, laid preferably
between the ordinary rails, and laid in chairs which thoroughly insulate it from
the ties.
From the one pole of the generator at the station or source of electricity a
conductor 5 leads to the central rail F, while a conductor 6 from the other pole
leads to both the rails E, E' as shown in Fig. 23.
To the frame of the car is attached, but insulated therefrom, a arm G, carrying
a roller or wheel g taking upon the central rail F. Connected to this arm and
wheel is a conductor which leads to the motor, from which a conductor 3,
completing the circuit therefrom through the iron or metallic parts of the car to the
rails E, E, which form the return circuit.
In practice g will be an extra wheel, in order to have weight sufficient to always

page_text: insure good contact even where the extra rail is oxidized, it by its weight however
serving to prevent any oxidization and to keep the surface of the rail bright.. In
the Figures it is shown as more of a roller than a wheel, as to have shown it full
size would have obscured other portions.
It is preferable to use a rail for the extra conductor, inasmuch as a large mass of
conductor with little resistance is given thereby at less cost than to use a copper
conductor or one specially prepared for the service, and as they are generally easy
to obtain.
By using ordinary rails for F, and ordinary wheels for g, not special appliances
need to be prepared while the change is going on, the method shown demanding in
its carrying out only the materials usually on hand, or easy of obtainement and
capable of use for their ordinary functions, when their use in this connection is no
longer needed.
When it is attempted to use the rails of a railroad track, as herein set forth, as
the conductors for an electric current, there is always more or less surface
conduction, the amount depending on the hygrometric conditions of the adjacent
soil, the ties, etc.
To largely reduce or prevent entirely this surface conduction it is preferred to use
means substantially as follows:-
Between the rail and tie is placed a piece of felt, papier maché, or other flexible
insulating material, preferably so treated as to make it waterproof, which pieco
extends upward on the web, on both sides of the rail to the head, forming an
insulating shoc.
Between it and the spike is placed a piece of metal of the general configuration
of the foot of the rail, upon which the head of the spike takes and bears, so that
the insulating material is protected from abrasion or damage by the spike.
Instead of this metal piece a much heavier piece of wood may be used, forming
a shoe fastened down by the spike, and in turn securing the rail.
The foot and web of the rails are covered with some elastic insulating composition,
for example, a rubber paint, or a paint of which the base is pure linseed oil; the
ties for a space of, say, one half foot to a foot on each side of the rails being
similarly painted.
In order to most thoroughly insulate the third or central rail before referred to,
it may be placed on the ties on a chair of glass, or other insulating material, only
mortised into the tie, or laid on the tie and spiked thereto, or an insulating shield
of glass may be interposed between the rail and a metallic chair.
While this chair of glass or other insulating material is here spoken of in
connection with the third or central rail, it may be used with any rails forming
an electric circuit.
These various forms of insulation are shown in Figs. 24, 25, 26, 27, 28, 29,
30, 31, 32, 33, 34, 35, and 36.
In Figures 24, 25, and 27, A is a piece of felting, papier maché, vulcanized
fiber, or other flexible insulating material, placed under and around the rail B,
and extending up the neck a to about the head of the rail, forming an insulating
shoe.
C, Figures 24, 26, and 27, is a washer piece of metal which is placed between A
and the spikes c, protecting A from injury by the spikes.
In place of the piece C wooden pieces D, Figure 28, may be used.
The foot band web a of the rails are covered with some elastic insulating
composition, leaving only the head of the rail exposed, or in condition to form a
connection for conduction of current.
This composition may be a rubber paint, or a paint having a base of pure linseed
oil or any oxidizable oil.
Fig. 29, 30, 31, 32, 33, 34, 35, and 36 show the forms of insulation referred to
as especially applicable to the third or central rail; though well adapted for the
insulation of any rail
In Fig. 29 the rail is placed in a chair of insulating material, either glass or

page_text: 9th. A car in which an insulation is so applied that the body is electrically
insulated from the flanges of the wheels, substantially as set forth.
10th. The combination with an electric engine mounted upon and actuating a
car and the main driving axle of a loose or flexible connection for conveying
motion from one to the other, substantially as set forth.
11th. The combination with a car of a magnet or magnets operating upon
closure of circuit to increase the traction of the car upon the track by their
magnetic influence, substantially as set forth.
12th. The combination with the insulated flango and the contact spring for
convoying the current therefrom of several multiple arc circuits, each containing a
device used in running, controlling, or lighting a car, substantially as set forth.
13th. The combination with a car of an additional grove faced wheel mounted
in an adjustable bearing, means for elevating or depressing the wheels and its
bearing, and a loose or flexible connection therefrom to the main driving axle,
substantially as set forth.
14th. The combination of a loose friction pulley on the main driving axle, a
friction pulley on the motor shaft, and a swinging or movable pulley for con-
netcting the two, a sprocket wheel on the loose pulloy, a sprocked wheel on the
shaft of the grooved wheel, and a sprocket chain, substantially as set forth.
15th. The combination with the operating lever of a circuit reverser, of a cam
plate normally holding the swinging levers of the reverser out of contact with
their anvils and always opening one circuit before closing another, substantially as
set forth.
16th. The combination upon one car of an electric engine for actuating the car,
circuit reverser, a centrifugal governor acting to make or break the circuit, and a
magnet or magnets operating to increase the traction of the car upon the track,
substantially as set forth.
17th. The combination with main driving and ordinary wheels of a car of a
wheel adapted to grasp the track and to be brought into operation as desired,
substantially as set forth.
18th. The combination with the main track section of the section M T and SW,
and circuit.connections and switch motors, whereby trains may be passed by each
other, substantially as set forth.
19th. In an electro magnetic railway engine, the combination with the motor
and the driven axle of a series of variable gears and a clutch for varying the
relation of speed and power as desired, substantially as shown and described.
20th. The combination with an electro magnetic railway engine of a creeper
or creepers propelled along the track in one direction by the electric motor,
and locking against movement in the other direction, substantially as shown and
described.
21st. The combination with an arm reciprocated from the prime motor of a
frame or casing and gripping devices therein, capable of sliding along a rail in one
direction, but gripping and locking thereto in the opposite direction, substantially
as shown and described.
22nd. The method of propulsion, substantially as shown, consisting in first
sliding forward a mobile portion of the gear, then locking the same to the track,
and causing the load to approach such portion, substantially as set forth.
23rd. The method of obtaining increased traction without increase of weight
consisting in positively locking the motor to the track, substantially as set forth.
24th. The combination with an electro magnet of polar extensions mounted
upon or attached to the cores of the magnet so as to have movement thereon to
and from each other, substantially as shown aud described.
25th. The combination of a disc rigidly mounted upon an axle and an electro
nagnet with movable polar extensions between which the disc rotates, substantially
s shown and described.
26th. An electro magnetic railway brake consisting of an electro magnet

page_text: constructed to grasp between its poles a rotating portion of or attached to the
running gear, substantially as set forth.
27th. The combination of a series of insulated wheels and commutator brushes
on different cars of a train, and circuit connections through all upon each side
respectively to the motor, substantially as set forth.
28th. The combination of an extra rail connected electrically in sections, and an
extra wheel or wheels upon the car frame or car frames, but insulated therefrom,
for completing the circuit, substantially as set forth.
29th. The combination of an extra insulated rail, electrically connected in
sections and connected to one pole of the source of electricity, with the ordinary
or traffic rails, one or both connected to form the other terminal of the source
of electricity, or ground, or part of the return circuit therefor, substantially as set
forth.
30th. The combination with the rail of a glass or insulating shoe, substantially
as set forth..
31st. The combination with the rail and a metallic shoe of glass insulating
plates interposed between the rail and shoe, substantially as set forth.
32nd. The combination with the rails of a track forming an electric circuit
of an insulating cushion or shoe placed between the rails and ties, substantially as
set forth.
33rd. The combination with the insulating cushion or shoe interposed between
the rails and ties of a solid washer or piece placed between the spike and cushion
or shoe for protecting the latter, substantially as set forth.
34th. A line of rails electrically connected to form a circuit or part of a circuit,
and having the foot and web of the rails covered with -an..elastic insulating
_composition, substantially as set forth.
In witness whereof, I, the said Peter Jensen,-have-hereunto_set_my hand and
seal, this Twenty second day-of March, in the year of our Lord One thousand
night hundred and eighty one.