Improvements in and relating to Electric Railways and Tramways.
Year: 1897

page_text: Date of Application, 12th Aug., 1897-Accepted, 12th Aug., 1898
COMPLETE SPECIFICATION.
Improvements in and relating to Electric Railways and
Tramways.
I, SIDNEY HOWE SHORT, of No. 1184, East Madison Avenue, City of Cleveland,
County of Cuyahoga, State of Ohio, United States of America, Electrical Engineer,
do hereby declare the nature of my invention and in what manner the same is to
be performed, to be particularly described and ascertained in and by the following
statement:—
My invention relates to electric railway systems.
The object of the invention is to provide means for supplying moving vehicles
with electric currents for propelling, lighting and heating purposes, without the
use of over-head wires and poles, and without the use of an open conduit between
the rails.
The invention consists substantially in the construction, combination, location
and relative arrangement of parts, all as will be more fully hereinafter set forth,
as shown in the accompanying drawing, and finally specifically pointed out in the
appended claims.
Referring to the drawings and to the various views and reference signs appearing
thereon.
Fig. 1, is a view in diagram illustrating the application of the system, and
Fig. 2, is a perspective view of a road bed, the bed being shown in transverse
section, showing the application of the invention.
In carrying the invention into practical effect, the propelling, lighting or heating
current is supplied from any suitable generator, A, through conductor B, arranged
to extend throughout the entire length of the road bed. From this conductor
current is supplied to the motor C, or other translating device on the car, in a
manner presently to be more fully described, and thence to a return or ground
connection, which may be of any suitable arrangement. In the form shown the
service rail D may serve the purposes of a return conductor. The main conductor B
may be arranged between the service rails preferably in a closed conduit, and
thoroughly insulated. At suitable distances apart say eight or ten feet, branch
supply conductors E tap the main conductor, each branch conductor terminating
in a contact, 1, 2, 3, 4, 5, 6, 7, 8, 9, etc. These branch conductors each include a
switch lever H adapted to make contact with contact J, but said levers H are
normally held by spring K against stop L and out of contact with contact J,
whereby the branch circuits are normally open. A¹ is an auxiliary generator
which supplies current to auxiliary circuit B', D¹. This auxiliary circuit is also
tapped at points corresponding to the branch conductors E, by branch con-
ductors E', which terminate in a second series of contacts a¹, a³, a³, a, a, a, a7, etc.
and which also include an electro magnet M, the levers H forming the armatures
of said magnets. Thus when the auxiliary circuit is closed through con-
tacts, a, a, etc. the levers H are attracted, thereby making connection with the
contacts J and hence closing the branch circuits to the points, 1, 2, 3 etc.
contacts 1, 2, 3, etc. are arranged in alignment with each other in or adjacent to the
The

page_text: road-bed, say in a bed of cement held in a trough G. The contacts, a¹, a², a³ etc.
are similarly arranged. These contacts present a contacting surface above the
surface of the road-bed. The car carries two trolleys or shoes N, O, the former
being insulated and longer than the latter, and adapted to make contact and com-
plete the auxiliary branch circuits E¹ between three or more consecutive con-
tacts, a, a, a, etc. simultaneously, thereby completing the main supply branch
circuits to three or more contacts 1, 2, 3, etc. The shoe O travels over these
contacts and completes the supply circuit through connection E³, and wheel E³, to
return conductor D. The switches H and magnets M may be arranged in man-
holes Q. The conductors B, and B¹, D¹, may be carried in insulated conduits.
The supply contacts 1, 2, 3, etc. are normally dead. Only sufficient current passes
to contacts, a¹, a³, a³, etc. to energize the magnets M, and hence this current is very
small and not at all dangerous.
Having now particularly described and ascertained the nature of my invention
and manner the same is to be performed, I declare that what I claim is:-
1. In an electric railway system, a main supply circuit normally open, an
auxiliary circuit also normally open but adapted to be closed by the passage of the
car, and means actuated by the closing of said auxiliary circuit for closing said
main circuit.
2. In an electric railway system, a main supply circuit including a switch
which is normally open, a normally open auxiliary circuit including a magnet for
closing said switch, and means actuated by the passage of the car for closing said
auxiliary circuit.
3. In an electric railway system, a main supply wire, branch wires including
a switch in each tapping the main wire and terminating in contacts, an auxiliary
circuit, auxiliary branches including a magnet tapping the same and terminating
in contacts, a trolley or shoe carried by the car for closing the circuit between said
last mentioned contacts whereby the magnets are energized and the switches closed
and a trolley or shoe carried by the car for contacting with the first mentioned
contacts, thereby completing the main circuit through the translating devices on
the car.
Dated this 15th day of November 1897.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.

page_text: Date of Application, 12th Aug., 1897-Accepted, 5th Mar., 1898
COMPLETE SPECIFICATION.
Improvements in and relating to Electric Railways and Tramways
with Overhead Conductors.
I, SIDNEY HOWE SHORT, of No. 1184, East Madison Avenue, Cleveland, County
of Cuyahoga, State of Ohio, United States of America, Electrical Engineer, do
hereby declare the nature of my invention and in what manner the same is to be
performed to be particularly described and ascertained in and by the following
statement:-
-
This invention relates to a trolley system for electric railways.
The object of the invention is to provide efficient means for supplying an electric
current from an overhead or suspended conductor to the motor on the car.
The invention consists substantially in the construction and arrangement herein-
after set forth.
Fig. 1, Sheet 1, is a side elevation of a motor car conductor and trolley.
Fig. 2, Sheet 1, is a plan view of the car track and the relative arrangement
therewith of the conductor at a switch or turn out.
Fig. 3, Sheet 1, is a transverse section of a joint between the main and branch
conductors.
Fig. 4, Sheet 2, is a side view of the top of a car with a trolley applied thereto.
Fig. 5, Sheet 2, is a front view of the upper end of the trolley arm, the contact
roller being partly in section.
Figs. 6, 7, and 8, Sheet 2, are similar views showing various forms of contact
rollers.
Figs. 1 and 2, Sheet 3, are side elevations. of a trolley stand showing various
positions of the trolley pole.
Figs. 3 and 4, Sheet 3, are respectively a plan view and a vertical section of the
same.
Figs. 1 and 2, Sheet 4, are respectively front and side elevations of the upper
end of another form of trolley arm.
Fig. 3, Sheet 4, is a broken enlarged sectional view showing a manner of mounting
the contact roller.
Fig. 4, Sheet 4, is a similar view of a slightly different construction.
Fig. 1, Sheet 5, is a perspective view of the top of a car and an overhead conductor
showing the application and arrangement of a trolley.
Fig. 2, Sheet 5, is a plan view showing a joining of the two ends of a main cou-
ductor and a branch or turn out conductor.
Figs. 1, 2, and 3, Sheet 6, are various views of a simple form of trolley stand.
Figs. 1 and 2, Sheet 7, and Figs. 3, 4, and 5, Sheet 8, are various views illustrating
an amplification of the construction shown in Sheet 6.
Fig. 1, Sheet 9, is a side elevation of a trolley and its base.
Fig. 2, Sheet 9, is a front view of the upper end of the trolley pole, the contact
roller being in section.
Figs. 1, 2, and 3, Sheet 10, are views respectively in plan, side and end elevations,
of the top of a car with a trolley mounted thereon.

page_text: Fig. 4, Sheet 10, is a transverse section through the pivot of the trolley arm on
the line 4, 4, Fig. 2, Sheet 10.
Figs. 1 and 2, Sheet 11, are front and side views respectively, of the upper end
of a trolley pole.
Fig. 3, Sheet 11, is an inside view of one of the trolley forks.
Fig. 4, Sheet 11, is a contact spring before it is bent.
Figs. 5 and 6, Sheet 12, are rear and plan views respectively of the trolley fork
and roller.
Fig. 1, Sheet 13, is a view slightly in perspective of the top of a car and a trolley
applied thereto.
Fig. 2, Sheet 13, is a front view partly in section of the upper end of the trolley
shown in Fig. 1, Sheet 13.
Fig. 1, Sheet 14, is a view similar to Fig. 1, Sheet 13.
Fig. 1, Sheet 15, is a perspective view of an electric railway showing means for
suspending the conductor.
Fig. 2, Sheet 15, is a perspective view of the suspending joint.
Fig. 1, Sheet 16, is a diagrammatic plan view of an electric railway showing a
means for supporting a conductor at a turn in the road.
Fig. 2, Sheet 17, is a sectional view on the line 2,2, Fig. 1, Sheet 16.
Fig. 3, Sheet 17, is an enlarged view in transverse section of one conductor, its
supporting guy, and a contact roller.
Fig. 4, Sheet 17, is a perspective view of part of a conductor and supporting
guy.
In Sheets 1 and 2, I have shown the trolley pole A hinged to the top of the car E
upon a transverse axis, a, whereby said pole may swing only in a vertical plane.
A spring B, mounted on a rod, b, and bearing at one end against a fixed collar, b',
and at the other against a movable collar, 63, exerts its tension through arms, 63,
upon the lower end of pole A in a direction to press the contact device C into elec-
trical contact with wire G. Instead of using switch plates for joining branch or
turn out conductor wires, such wires may be joined in any simple manner, in this
form of my invention as by simple malleable castings K, or in any other desired
manner, leaving the under surface of both wires exposed for contact purposes.
The contact C may comprise a tubular sleeve mounted on ball bearings on a rod, e,
carried by the harp or fork, a¹. Current may be taken from the roller C by means
of one or more brushes, H, if desired, whereby the current does not pass through
the roller ball bearings and hence does not carbonize the lubricant, if any, which
may be employed. The roller C may present a cylindrical exterior surface. Instead
of this, however, and inasmuch as the greatest wear is about midway the length of
the roller, I may increase the thickness of the roller at that point. In this form.
of my invention I avoid switch plates and flanged contact rollers which rapidly wear
out, and which also cause expense in equipment, repairs and maintenance, and
rapidly wear out the overhead conductor.
In Sheet 3, is more fully illustrated the form of base for the trolley pole shown in
Sheets 1 and 2. In this base the trolley pole is mounted in a socket piece C, which
is pivoted on a transverse horizontal axis, 61, supported in arms, b, projecting from
the casting B, which is sleeved to rotate upon a hub, «, formed on plate A, which
plate is adapted to be bolted to the top of the car. The socket Chas depending
flanges, c. The casting B supports a rod D upon which is mounted to slide a
collar E. This collar is connected to the flanges c, by means of arms, e. A spring F
is interposed between collar E and nut, d, on the end of rod 1). The tension of
this spring exerted through collar E, links, e, and projections, c, normally tends
to elevate the free end of the trolley pole, and when said pole is depressed it is
against the action of this spring. A lug, 63, on the sleeve B normally engages a
cross bar G to prevent said sleeve from turning upon the hub, a. The bar G is held
by means of a nut, h³, upon a pin H mounted to slide in the hub, a. A spring, h¹,
arranged in a chamber a², of the hub, yieldingly holds the bar G in position to be
engaged by shoulder, 63. When the trolley pole and socket C are folded down away

page_text: from the conductor and towards parallelism with the top of the car, the projections, c,
engage the bar G, and raise the same against the action of spring, h¹, and out of
engagement with shoulder, 63, thereby permitting the entire casting, a, and socket
support to swing around upon hub, «, in order to reverse the position and inclina-
tion of the trolley pole. When in position for use, however, the trolley pole is
locked against lateral movement.
Set
In Sheet 4 is shown an amplification of the form of contact roller and the
mounting thereof shown in Sheets 1 and 2. The trolley pole A carries a fork, a³,
at its free end from which diverge the arms, a, of the harp, the free ends, a¹, of
said arms being again bent towards each other, and having flanges, a, adapted to
form bearings for the rod F, upon which the contact roller B is mounted.
nuts, f, serve to secure the ends of rod F. Current is taken from the roller B by
means of brushes D, and arms, a³. The inclined ends, a', serve as guides to engage
and elevate branch conductors C', as the trolley approaches a junction between two
line wires, C, C', whereby injury to the joint of such conductors is avoided. If
desired, the rollers B may be mounted in the upper ends of the arms, a, while the
end projections, a¹, may be deflected outwardly and away from each other to serve
the same purpose as shown in Fig. 4, of this sheet, but the form shown in the other
views of this sheet is preferred.
In Sheet 5, is shown another arrangement for providing against injuries due
to the sagging of a branch conductor at the point where it joins the main conductor,
without using flanged contact rollers or switch plates. In this form the trolley
pole C is mounted on the car B and at its free end carries the fork composed of
diverging arms, e, c', in which is mounted the extended contact roller D. At a
point adjacent to the junction, a, of the main and branch conductors, A, A', I provide
an auxiliary wire E, the joint between said wire E and main conductor A being
distant from joint, a, less than one-half the length of contact roller D.
In Sheet 6, I have shown a slightly modified arrangement of trolley base wherein
the base plate A is mounted on the car, and is provided on opposite sides with
lugs, a, a, and a, a, having a space a between each pair. B is the trolley arm
support and pivoted centrally by means of bolt, b, to swing upon plate A, a hub, b¹,
forming a bearing for plate B.and bolt, b. The socket C which receives the trolley
pole is pivoted upon a pin, c', mounted in a post, 62, carried by plate B. Springs
are connected at the ends thereof to ears, 63, 6, and depending arms, c, of socket C,
the tension of which is constantly exerted in a direction to rock socket C about
pin c, and hence to press the upper end of the trolley arm upwardly. A latch D
is pivotally mounted on a pin, d, carried by post, 62, and preferably in a recess, 65,
in such post, and is provided with an upturned end, d', at one end thereof and a
downturned end, &, at the other end. The downturned end, d, is adapted to pass
through an opening, b, in the edge of plate B and to enter the space, a³, between
lugs, a, a, or a¹, a¹, as the case may be. The socket C is provided with a pro-
jection, 2, arranged to engage the upturned end, d, of latch 1) when the socket
is rocked down towards parallelism with the top of the car whereby the latch D is
rocked about its pivot, and the end, , thereof is disengaged from between the
lugs, a, a, or a¹, a¹, thereby permitting the plate B and the socket C to be rotated
to reverse the position of the trolley. In this construction the trolley pole has no
lateral swing when in operation and can swing laterally only when it is lowered out
of contact with the conductor.
In Figs. 1 and 2, Sheet 7, and Figs. 3, 4, and 5, Sheet 8, is shown modifica-
as that described with
tions embodying the same principles of construction
reference to Sheet 6, and wherein base plate A is secured to the top of the car,
to which is pivoted on a vertical axis support B carrying the transverse axis, c',
on which is pivotally mounted socket C carrying the trolley pole. A projection, c,
from socket C extends below pivot, c, and engages a slot, a, or a², formed by
lugs, a¹, or a³, in base plate A. The support B is provided with arms, 6.
Springs D secured at one end to arms 64 and at the other to arms, c³, of socket C,
normally act to press the upper end of the trolley pole into contact with the

page_text: trolley wire, and to hold arm, c, in engagement with slot, a, or a², thus preventing
any lateral motion of the trolley arm except when it is desired to reverse its
position. In which case the trolley pole is rocked down until arm, c, is disengaged
and then the entire support B may swing upon stud, b', until the position of
the trolley pole is reversed when it is permitted to again make contact with the
conductor, whereupon the arm, c, engages in a slot, a, or 2, and holds the
support B against rotary movement. In Sheet 8 substantially the same principle
is involved. Plate B is pivoted upon a stud, at, on base plate A, which stud
is slotted at a to receive a projection, c, of socket C. Springs connected at the
ends thereof respectively to fugs, 64, on plate B, and arms, c³, serve to hold pro-
jection, c, in slot a³, and also to press the outer end of the trolley pole upwardly
in the following manner. The arms, c, are held on squared pin, c, by set
screws, clo, and the socket C is held on pin, e, by set screws, c8, the pin, c", being
journaled in post, 63, of plate B.
In some cases it may be desirable to employ a flanged contact roller in con-
nection with a trolley pole held against lateral motion while in use. In Sheet 9
is shown such an adaptation, wherein the trolley pole A is suitably mounted on
the car and carries harp B at its upper end, the arms of the harp being spread
apart to receive and support an elongated rod C upon which is mounted a wheel D
to revolve and to slide longitudinally upon rod C. The pole A is mounted to
swing upon axis E of bracket F only in a vertical plane when in use, a spring G
serving to normally press the wheel D into underneath contact with the con-
ductor H. The bracket I is swivelly mounted on base J bolted to the top of the
car. A rod K having projection L and arranged in the path of vertical swing
of the trolley pole serves as a lock to hold the trolley pole against lateral move-
ment while in use, but permits the pole to be swung to reverse position when
rocked towards parallelism with the top of the car.
Thus undue wear on the
flanges of the trolley wheel and on the conductor is avoided, since the wheel may
readily slide along the rod C while free to rotate thereon.
In some instances the reversal of the position of the trolley arm from the
direction of one end of the car to that of the other may be accomplished without
any lateral swing, and by merely a swing in a vertical plane. In such case the
lateral play of the trolley wheel may be secured by so mounting the trolley that
it may tilt slightly as occasion requires. In Sheet 10 is shown such an arrange-
ment, wherein the roof a', of the car body A forms the usual clear story, a.
Transverse beams B are secured to the car roof, a³, near its ends, and longitudinal
strips, C, C, are bolted at their ends to the transverse beams B. The trolley
base D is secured at one edge to strip C and at the other to strip C¹, by means
of screws, d. The trolley pole F is secured in a socket E which is mounted upon
a horizontal pivot, d, which extends through a lug, d, of base D, and also wings, e,
of socket E. Lugs da extend longitudinally from lug, d, in each direction on
which are mounted springs, d, with collars do beyond the springs. Chains or
links, d, connect these collars to the wings, e, below the pivot, d In this
construction the trolley pole can swing only in a vertical plane.
The springs
normally press the outer end of the trolley pole into underneath contact with the
conductor. By making the strips C, C¹, of sufficient resilience to yield slightly
when pressure is imposed thereon through the base plate D, the necessary lateral
movement of the trolley arm is secured for the trolley wheel to accommodate
itself to the conductor.
In Sheets 11 and 12, is shown a flangeless trolley wheel of extended length
designed for use on a trolley pole that swings only in a vertical plane when in
use.
A is the trolley pole, and receives thereon the shank, c, of a casting C which
also has the diverging arms, c¹, c³, in which are secured the fork arms B, having
the fork ends B₁ bent or deflected towards each other. The end of each fork
arm B¹ forms a closed plate, b, perforated to receive the ends of shaft F on which
the contact roller is mounted. The rear face of the plates, b, is recessed at ba to
receive nut, f, by which shaft F is clamped. A lug, 64, prevents the nuts f¹

page_text: from turning. On the edges of plates, b, are formed lugs, 61, grooved as at b³
to receive the shanks of contact springs G. For the purpose of lubricating the
bearings of roller E, such roller is made tubular and a sleeve, e, reduced on its ex-
terior surface as at, e2, is fitted tightly into tubular roller E. This sleeve is per-
forated and receives therein bushings, e', and an oil duct, e, communicates between
chamber, e, and the bearing surface of said sleeve and bushing on shaft F. Oil
is introduced to recess, e², through passage, e3. The spring G is bent angularly
to its shank and is perforated to permit the shaft F to pass therethrough and
said springs bear against the ends of roller E. The peculiar shape of arms, B, B',
forms a guide to conduct the wires to the roller E where branch wires are joined
to main wires, and hence danger of breaking the conductor or the trolley is
avoided.
In some cases it may be desirable to utilize the trolley for making the return
connection as well as for making the supply connection. In Sheet 13 such con-
struction is illustrated, wherein A and B are the supply and return wires
respectively, H the car, G the trolley base, C the trolley pole, and, g, the spring
for maintaining contact between the roller D) and the conductors. The roller Ď
is mounted in the ends of the fork arms, c. These arms are mounted in the diverg-
ing sockets, et, but insulated therefrom and from each other, as by the insulating
sleeves, c², the socket, 3, forming a means of attachment of the arms, c, to the
trolley pole C. The trolley wheel D is divided into the sections, d, d, insulated
from each other by the insulating plate, d². Section d contacts with conductor A,
and section, d', with conductor B. Each roller section, d, d¹, is separately con-
nected to the motor circuits or terminals by conductors E. Thus the same trolley
may serve as both a supply and a return contact. In Sheet 14 is illustrated an
arrangement for supplying current from two or more conductors. H is the car,
C the trolley pole, G the base, g the spring, c the forks, and D the roller, A, A¹, the
conductors, and B a feed wire for the conductors. In this arrangement a sufficient
supply of ourrent to the motors is insured. In Sheets 15, 16, and 17, is shown a
simple and efficient manner for suspending the trolley wires for use in connection
with a system of flangeless trolley wheels as hereinbefore set forth. In Sheet 15,
A designates straight cross wires or stays secured at the ends by insulating joints, a,
to the posts B. The feed wire C is suitably supported by the posts B, and are
suitably connected electrically to the cross wires, A. The trolley wires, D, D',
are supported by the cross wires A by means of joints E of malleable metal. These
joints are in the form of crosses and are provided with a groove, e, on the under-
side thereof to receive the trolley wire, and with grooves, el, on their upper sides to
receive the cross wires or stays. The flanges or lips of the groove, c, are adapted
to be clamped partially around the trolley wire so as to expose the under surface
thereof. In this construction the trolley wires are efficiently supported in a most
economical manner, while permitting the use of extended flangeless trolley wheels.
In Sheets 16 and 17, is shown means for supporting the trolley wires at curves
with special reference to the use of flangeless trolley wheels of extended length.
In these sheets A, A¹, are the rails of one track, B, B', the rails of an adjacent
track, and C and D the conductors suspended over said tracks respectively. E is
the trolley pole carrying the contact roller, e, and is mounted on the car F in any
suitable manner, as at f, to swing vertically but prevented from swinging laterally.
To one side of the tracks at the curve is arranged a post H connected to but insu-
lated from which are the guys, G, G¹. These guys are connected to a projection, k,
carried by clip K of malleable metal adapted to be clamped partially around the
conductors, C, D, at suitable intervals, to hold the conductors in proper position
over the tracks. The guys, G, G¹, extend outwardly and upwardly from the
wires, C, D, to the post H, so as not to offer any obstruction to the passage of the
trolley. In this manner the wires, C, D), are held and supported in proper position
for the flangeless roller, e, of extended length, to make efficient contact therewith
in turning curves.

page_text: .
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is:-
1. In an electric railway, a car, a suspended conductor and a trolley pole, means
for supporting the pole to swing in a vertical plane but without lateral swing
while in use, and a flangeless contact roller carried by the free end of the pole,
said roller being of extended length.
2. In an electric railway, a car, a suspended conductor and a trolley pole carried
by the car, a contact roller carried in ball bearings in the upper end of the trolley
pole, and brushes bearing against the roller, whereby the current does not flow
through the ball bearings.
3. In an electric railway, a car, a suspended conductor, and a trolley pole pivoted
on a horizontal axis on the car but held against lateral swing when in use, a flange-
less contact roller carried in the free end of the pole, the roller being extended
in length, and having its walls thicker in the middle than at the ends.
4. In an electric railway, a car, a suspended conductor, a trolley base mounted
on the car to swing in a horizontal plane, a trolley pole pivoted on said base to
swing in a vertical plane, and means for locking the base against movement except
when the pole is lowered towards parallelism with the top of the car.
5. In an electric railway, a trolley base on which the trolley pole is pivoted on
a horizontal axis, said base being pivoted on a vertical axis, and means normally
locking the base and adapted to be unlocked when the trolley pole is depressed or
lowered.
6. In an electric railway, a trolley base on which the trolley pole is pivoted
on a horizontal axis, the base being pivoted to the car on a vertical axis, a movable
lock normally preventing the base from moving on its axis, adapted to be unlocked
by the trolley pole when it is lowered so that the pole may be reversed.
7. In an electric railway, a plate secured to the car, a trolley base pivoted on a
vertical axis to the plate, a trolley pole pivoted on the base on a horizontal axis,
lugs on the plate adapted to be engaged by projections on the pole, whereby lateral
movement of the pole is prevented when in use, but when the pole is depressed
the projection is disengaged from the lugs and the base may swing upon its vertical
axis to reverse the position of the pole.
8. In an electric railway, a trolley base on which the trolley pole is pivotally
mounted on a horizontal axis, a rod carried by the base, a spring mounted on the
rod, a sleeve acted upon by the spring, and arms connecting the sleeve to projections
of the trolley pole extending below the pivot of the pole, the spring acting to
elevate the free end of the pole, and means for preventing lateral movement of the
pole except when it is desired to reverse the pole.
9. In an electric railway, a plate secured to the car, a trolley base pivoted to
the plate on a vertical axis, a trolley pole pivoted to the base on a horizontal axis,
lugs carried by the plate, a latch pivoted to the base and normally engaging the
lugs to prevent lateral movement of the trolley pole, and a projection on the
trolley pole adapted to release the latch when the pole is lowered so that
the position of the pole may be reversed.
10. In an electric railway, a plate secured to the car and having lugs on opposite
sides, a base pivoted to the plate on a vertical axis, a trolley pole pivoted on a
horizontal axis on the base, springs for normally elevating the free end of the
trolley pole, a projection on the pole engaging the lugs when the pole is elevated
but disengaged therefrom when the pole is lowered, whereby the pole may swing
vertically but is prevented from swinging laterally except when lowered for the
purpose of reversing its position.
11. In an electric railway, a trolley pole carrying a fork at the free end thereof,
the arms of the fork being widely divergent and having their free ends bent or
deflected towards each other, and supporting a contact roller of extended length.
12. In an electric railway, a trolley pole, a fork having widely divergent arms,

page_text: the free ends of the arms deflected towards each other and supporting a roller of·
extended length on ball bearings and a contact brush to conduct the current from
the roller around the ball bearings.
13. In an electric railway, wherein the trolley contact comprises a flangeless
roller of extended length capable of movement only in a vertical plane when in
use, means for joining a branch trolley wire to a main trolley wire so as to prevent
sagging of one of the wires at the junction, thereby endangering the efficiency
and utility of a contact roller of the character described, which means comprise
a short auxiliary connection between the branch and main wires near their
point of junction.
14. In an electric railway, a car, a base supported thereon in such manner as
to tip laterally of the car without being pivoted, a trolley pole carrying a flangeless
contact roller of extended length pivoted on the base to swing only longitudinally
of the car, and means for pressing the contact roller against the suspended
conductor.
15. In an electric railway in which the trolley pole is mounted to vibrate only
in a vertical plane longitudinal of the car when in use, a shaft of extended length
carried in the upper end of the pole, and a contact wheel mounted to rotate and to
move freely lengthwise upon said roller; and means for constantly pressing the
wheel into contact with the suspended conductor.
16. In an electric railway in which the trolley pole is mounted to swing only
in a vertical plane longitudinal of the car when in use, a rod carried in the
upper end of the pole, a contact roller mounted to revolve on said rod, a sleeve
having a channel mounted in said roller and forming the bearing surface thereof,
a lubricant adapted to be received in the channel, and a passage communicating
between the channel and the bearing surface of the rod.
17. In an electric railway wherein the trolley pole is mounted to swing only in a
vertical plane longitudinal of the car when in use, a contact roller of extended
length mounted in the upper end of the pole, and contact springs mounted at one
end on the trolley pole fork arms and bearing at the other end against the end of
the roller.
18. In an electric railway, a trolley pole, suspended supply and return con-
ductors, and a contact roller composed of sections insulated from each other and
respectively adapted to contact with said supply and return conductors, and motor
connections from each of said sections.
19. In an electric railway employing a trolley pole mounted to swing only in a
vertical plane longitudinal of the car and provided with a contact roller of extended
length, a plurality of suspended supply conductors in contact with which said
contact roller is adapted to operate.
20. In an electric railway, means for suspending the supply conductors in a system
employing flangeless contact rollers of extended length mounted to move only in a
vertical plane longitudinal of the car when in use, wherein are employed straight
insulated cross wires and crosswise arranged, joint castings attached respectively
to the cross wires and the conductors.
21. In an electric railway, means for suspending the supply conductors at curves
in a system employing flangeless contact rollers of extended length mounted to
move only in a vertical plane longitudinal of the car when in use, and comprising
insulated guys attached to a common support to one side of the roadway, and con-
nected at suitable points along the curve to the conductors, the guys extending
upwardly and outwardly away from their point of attachment to the conductors.
D
1
2011 JT 1007
SIDNEY HOWE SHORT.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant,