IMPROVEMENTS IN ELECTRIC RAILWAYS
Year: 1884

page_text: PROVISIONAL SPECIFICATION.
I, JOHN HENRY JOHNSON of 47 Lincolns Inn Fields in the County of Middlesex
Gentleman do hereby declare the nature of said Invention for "IMPROVEMENTS IN
ELECTRIC RAILWAYS" which Invention has been communicated to me from abroad
by Edward Manross Bentley of Washington and Walter Harris Knight of Cleveland
Ohio both in the United States of America to be as follows :-
This Invention consists in a system of electric railways wherein the electric
Locomotives are constantly in series with one another.
Two conductors are extended along the track preferably in a projecting conduit
and divided into sections-longer than the ordinary train or locomotive passing over
the road One end of each of the sections of one conductor is connected by a cross
connection to the succeeding section of the opposite conductor and this cross con-
nection contains an electro magnet which controls the connecting switch between
successive sections of the said opposite conductor which latter is connected at one
end to the generator and at the other end to the ground or to a return conductor
which may be an aerial conductor A signalling device such as an arc lamp may
be included in these cross circuits to give notice of an approaching train.
These section switches may be arranged in an adjacent enclosure with conductors
leading from the switches to the main conductors.
As a locomotive passes along or over a section a branch current from the sourse
is caused to pass through the motor, to the electro magnet in the cross connection
between this section and the succeeding section, which magnet being thus energised
causes the continuity of one of the conductors of this section with the next
succeeding section to be broken, and thus cause the whole of the current to pass
through the motor into the conductors of the succeeding section. When the motor
reaches the end of, the section one of the brushes on the locomotive disenergizes
the electro magnet herein before referred to, thereby closing the contact previously
broken and at the same time the next succeeding electro magnet is energized and
the contact between one of the conductors in the section which the locomotive has

page_text: just entered and that of the next succeeding section, is broken, causing the whole
current to be conducted through the motor to the said next succeeding section as
herein beforo described and so on throughout the line.
In order to prevent sparking or short circuiting the brushes on the motor are
preferably so arranged that one brush makes contact with one of the conductors of
a section before the other brush makes contact with the other conductor in the same
section.
If by accident or otherwise the circuit of any motor is broken all the active
switch magnets will release their armatures and short circuit the motors. In all
but the faulty motor this short circuit is instantly broken automatically or by
throwing the motors on short circuit, the switch magnet will be re-energized while
the faulty motor remains out of circuit.
Any one train is completely independent of any other which is not on the same
Bection, and when two or more trains get onto the same section, they will be in
multiple arc with each other and each will therefore receive but half the current it
otherwise would have. This will serve as a block for all practical purposes as an
Engineer will at once be warned that he is on the same section with another
locomotive and his train will automatically slow up receiving as it does but half
the current. He can then go ahead slowly or break the circuit through his motor
and allow the other train to get off the section with its full power. A complete
block is thus provided by this system. The conductors are placed in a slotted
conduit beneath the surface of the road. This conduit is of insulating material and
the conductors are supported from its walls at intervals The conduit may have
covers that are automatically opened as the locomotive progresses and as a very
high electro motive force is essential in the system it is necessary that moisture be
excluded as much as possible and that means be provided for drainage. To effect
this we place the slot of the conduit at the highest point in the center of the track
with a water shed towards the sides. The only water that can then enter will be
that falling directly down into the slot To exclude even this we cover the conduit
with iron plates in short lengths meeting in the center of the slot in the conduit so
as to form an arch. These plates are hinged at their outer edges to the sides of the
conduit A two ended plow depending from the moving locomotive and carrying
two conductors which extend with the conduit and make contact with the main
conductors lifts up the plates in succession as it passes and gradually lowers them
into position again as it moves away. We also make the floor of the conduit
gradually become lower at intervals, while the conductors remain at the same
horizontal level with respect to brushes on the locomotive At the lowest points
a sewer connection or drain pipe is placed with a downwardly opening valve. The
conductors are placed on opposite sides of the conduits and supported at intervals
by projecting pins. In order to allow for the longitudinal expansion and con-
traction of the conductors without having them come in contact at the ends, we
make the ends independent pieces which are in electrical contact with the main
parts and overlap them so as to allow the main parts to expand and contract
without moving the end pieces. The plow is hung on the car axle by a loose box
having a lateral play on the axle and having a projection extending upward through
a guide pieco, depending from the bottom of the Car so as to have free vertical play
therein By this arrangement a steadier movement free from vertical displacement
is given to the brushes on the conductors, and the plow can adjust itself to
inequalities in the slot when the iron covers are not used.
Where a branch line joins the main line a railway switch for the electric road is
provided having extra conducting rail or rails for the current. It consists of
a swinging platform carrying the moveable section of the main track including the
conduit for the conductor. This platform moves from one side to the other on
rollers a sufficient distance to bring the rails of the moveable section in line with
one set of branching rails and the conduit, and its enclosed conductors in line with
conduit of the corresponding branch track. The slots of the conduit sections are
C

page_text: made flaring at their ends to prevent any catching of the depending conductor, as
the locomotive moves over the junction. Electrical connection is maintained by
flexible conductors in the usual way. The section switches are enclosed in boxes
adjacent to the main conduit and are accessible for inspection.
The speed and power of the motor is controlled by means of an arrangement of
friction wheels rotated from the shaft of the motor the said friction wheels rotating
in contact with the sides of a friction disc mounted on one of the axles of the
locomotive. The radial distance of the friction wheels on the friction disc can be
varied at will to vary the speel.
The pressure of the friction wheels against the friction disc is regulated by means
of a lever handle and suitable gearing. This lever handle is provided with a contact
piece whereby the motion may be short circuited it being electrically connected to
the motor and with the brushes on the locomotive. By moving this lever in one
direction or the other for the purpose of increasing or reducing the pressure of the
friction wheels the contact piece is brought into contact with one or other of two
sets of resistance coils whereby the power of the motor is accordingly increased or
diminished.
The motor may be reversed by reversing the current through the field magnets
and bringing into action on the commutator or fresh set of brushes.

page_text: LENAT
Gentleman do hereby declare the nature of this invention for "IMPROVEMENTS IN
ELECTRIC RAILWAYS" which Invention has been communicated to me from Abroad
by Edward Manross Bentley of Washington and Walter Harris Knight of Cleveland,
Ohio both in the United States of America and in what manner the same is to be 5
performed, to be particularly described and ascertained in and by the following
statement
This Invention consists in the arrangement of Electric Railways whereby a
number of Electric Locomotives may be run in series and in details of construction
and operation of the road, motors, and connections.
Figure 1 of the accompanying drawings shews a series arrangement according to
this Invention.
Figures 2 and 3 show an arrangement of branch tracts.
Figure 4 is a section of the road bed, conduit and conductors.
1
Figures 5, 6, 7, 8, 9 and 10 show the details of construction of the conduit and 1
means of maintaining electric connection with the conductors. Figure 7 being a
section on line 5. 5 Figure 5.
Figure 11 shows a block system,
Figure 12 illustrates a way of signalling a coming train.
Figure 13 shews the way of making mechanical connection between motor and 2
driving wheels and electrical connection through the motor.
Figure 14 shows the method of reversing the motor.
Figures 16 and 17 show details of switch box and
Figure 18 represents a form of conduit slot.
Referring to Figure 1 C and D are the ordinary supporting rails of rail road:
between them are laid-preferably in a protecting conduit as shewn in Figure 4
two conductors A¹ A³ A³ &c. and B¹ B' B³ &c. Theso conductors are divided into
insulated connections of any desired length, and each section of one conductor is
connected at one end with the succeeding opposite section of the other conductor
as A and B³, A and B &c. In each one of these cross sections is placed an
electro-maguet M, which when energized acts to operate an electric switch and
thereby to break a normally closed connection between the successive sections of
one conductor, which conductor is connected at one end to the generator and at the
other end to the ground or return conductor which may be an aerial conductor as
shewn in Figure 1. The magnets M are preferably wound with a very few turns
of coarse wire in the line circuit but a branch circuit magnet may be used.
Any locomotive travelling on the rails C and D has depending from it two
contact brushes or rollers bb, which are connected respectively to the two terminals
of the motor, and have a sliding connection with the two conductors A and B
respectively. Suppose such a locomotive is on any section, as A*, B*, and proceeding
in the direction of the arrow; if the connection between A3 and A' is unbroken a
branch of the current from source G, lines A A A³ &c. will pass from A* through
motor to B' and through magnet M to A³ thereby energizing M and breaking the

page_text: connection from A to A' and causing the whole current to pass from A through.
motor to B* magnet M, A³ and so on. This branch current will be greater if the
motor is placed on short circuit.
The
When the motor reaches the end of the section the lower brush 6 moves first
from B, to B, thereby disenergizing the magnet M and closing contact between A
and A' and at the same time energizing a succeeding magnet M¹ and breaking
contact between A' and A' then the upper brush moves from A to A³ and the
current passes from A³ through the motor to B³ magnet M¹ A* and so on.
arrangement as shown is such that the lower brush makes contact with B³ before.
the upper brush makes contact with A³ though they may both make contact
simultaneously but with danger of sparking and short circuiting.-To prevent still
further the danger of sparking, the ends of two insulated sections are made to
overlap as shown in Figure 10 whereby the brush will be sure to make contact
with one before breaking contact with the other.
If by accident or otherwise the circuit of any motor is broken all the active
switch magnets will release their armatures and short circuit the motors. In all
but the faulty motor this short circuit is instantly broken automatically, or by
throwing the motors on short circuit, the switch magnet being thus re-energized
while the faulty motor remains out of circuit.
It will be seen that if the train is moving in the opposite direction the magnet M
will be energized as long as the lower brush is in contact with B' and keep the
switch open. When it moves onto B³, M is demagnetized and the next switch
opened. The train can therefore move with equal facility in either direction, the
switch ahead of it being always open in the one case, and the switch behind it open
in the other.
It will also be seen that any train is completely independent of any other which
is not on the same section, and that when two or more trains get onto the same
section, they will be in multiple are with each other as shown on section A¹ B',
Figure 1 and each will therefore receive but half the current it otherwise would have.
This will serve as a block for all practical purposes, as an engineer will at once be
warned that he is on the same section with another locomotive and his train will
automatically slow up, receiving as it does but half the current. He can then go
ahead slowly or break the circuit through his motor and allow the other train to
get off the section with its full power. A complete block is made by the system
shewn in Figure 11. Each section of conductor B, B' &c. has at its end a branch
circuit a a extending back and controlling the previous cross circuit. If therefore,
a train was on section A, B, a branch current will pass by wires a a back through
magnet M which will hold broken the cross circuit from B to A-No train can
then come onto the section A5, B³, without being short circuited until the previous
train is off section A'B' and the cross circuit from B to A' restored.
The cross circuit between opposite sections may also include a signalling device to
give notice of an approaching train. In Figure 12 such a signalling device is an arc
lamp L It may be placed at a station or crossing and when a coming train strikes
the section A B at any predetermined distance away, the lamp is thrown in and
burns until the train passes. A bell c or any other signalling or indicating device
may be operated.
An arrangement for side tracks is shown in Figures 2 and 3.
In Figure 2 the branch is comparatively a short one intended for a single
locomotive or for two or more in multiple arc. In Figure 3 the branch is of any
length required and the locomotives thereon are in series as on the main line. In
Figure 2 the branch conductors A¹, B¹, are permanently connected to the main
lines A and B respectively. Sections of the main lines A and B are moveable and
as in an ordinary railroad switch, can be directed toward the branch or the main
line conductors. The conductors are severed like the ordinary rails so as to permit
the brushes to pass, and all the breaks in the circuit are bridged electrically by
flexible wires or sliding contacts.-When a motor is running on the branch the
switch may be turned back; and the circuit will be from A to A¹ through motor

page_text: to B¹ to B, and on through the switch magnet in the usual way. If now.a main
line train runs onto the section A, B it will be in multiple arc with the train on the
branch; but as tho section can be made very short it will not retard either train
appreciably.
For the usual purpose of such a branch, however, one or more trains will be run
onto it and left standing with the circuit broken through their motors. They will
not then interfere at all with the main line trains.
When, however, two branch roads are to be supplied from the same source the
arrangement in Figure 3 will be necessary. The switching section and the severed
conductors will be the same as in Figure 2 but as it will be the end of a main line
section, the branch conductors will not be connected to the main, but the
section A, B, of the branch will bear the same relation to sections A B as is borne
by the main line sections A and B³. The branch has its return conductor brought
back and connected to the section A². The usual connection between A and A² is
omitted and is made between A and A' instead. When the situation is as shown
in Figure 3 and a train comes onto section A B the contact D will be broken by
magnet M and the circuit will be from A through motor to B by cross connection
and magnet M to A¹ through motors and line of the branch back by C to A' and
on in the usual way. When the train reaches section A'B' the contact at D is
closed and the next switch operated; the circuit is then from A, through contact D,
to A¹ to C, to A², to motor, to B, to switch magnet, and on as before. When the
railway switch is turned the train runs off from A B onto A'B' in the same
manner that it went from A, B, onto A", B. All the trains on the branch are
constantly in series with those on the main.
Having described the main electrical parts I will now describe the mechanical
construction of the road and locomotive.
Figure 4 is the cross section of the road as applied to ordinary street surface
traffic. W W¹ are the supporting rails which are spiked to stringers resting on
ties U, in the ordinary way. In the centre of the track is a wooden conduit,
preferably made in two halves K, K¹, firmly bolted together so as to resist the
inward thrust from the surrounding earth. The wood itself is creosoted and soaked
in paraffine or petroleum residuum and laid in a bed of asphalt X, which rests on
the ties U.
The slot at the top may be very narrow, as for instance 1-2 or 3-4 inches, and
the wood capped with iron plates E, F, as shown in Figure 18.
As a very high electro motive force is essential in a series system, it is necessary
that moisture should be excluded as completely as possible and the insulation
preserved. To effect this the slot of the conduit is placed at the highest point in
the centre of the track with a water shed towards the sides. The only water that
can then enter will be that falling directly down into slot. To exclude even this,
iron plates E and F are provided which are in short lengths and come together in
the centre and form an arch as shown in Figure 4. These plates are hinged at
their outer edges as shown in Figure 6, and a two ended plow H is provided
which depends from the moving locomotive and lifts up the plates in succession as
it passes and gradually lowers them into position again, as it moves away. The
floor of the conduit is made to gradually become lower at intervals see Figure 8
while the conductors remain at the same horizontal level with respect to the
brushes bb. At the lowest points a sewer connection or drain pipe N is. placed
with a downwardly opening valve. The conductors A B are placed on opposite
sides of the conduits and supported at intervals by projecting pins d d. In order
to allow for the longitudinal expansion and contraction of the conductors without
having them come in contact at the ends, the ends are independent pieces as shown
at Z Z in Figure 9 which are in electrical contact with the main parts and overlap
them so as to allow the main parts to expand and contract without moving the end
pieces. The same effect will be attained by the overlapping arrangement shown
in Figure 10. The two ends of the plow or carrier H are joined by a ring P, and
also by an arch P³ which is hung on the our axle №ª by a loose box having a

page_text: lateral play on the axle and having a projection o̟ extending upward through a
guide piece P' depending from the bottom of the car so as to have free vertical play
therein. By this arrangement a steadier movement free from vertical displacement
is given to the brushes b b on the conductors A, B, and the plow can adjust itself to
inequalities in the slot when the iron covers are not used. Both ends of the plow
or carrier H have a horizontal ridge r, on which the plates E and F ride as the
plow passes along. This prevents any wear of the plate which will affect the
meeting surfaces of E and F. The interior of the plow is filled up with insulating
material D, in which the vertical rods O, O' are imbedded, having freedom of axial
rotation, and there are springs S S which impart to O, O' a rotative tendency which
presses the brushes b b against the conductors A B. At their upper ends the
rods 0, 0, are connected respectively to leading conductors t t¹.
In figure 13 R is the motor the shaft of which is connected by a gimbal joint Q'
with a slotted hollow shaft P' in which slides a shaft as having a pin projecting
into the slot of P2 so as to be turned with it. On the shaft a³ are two friction
wheels a¹ and b¹ the former bearing against one of the faces of a friction disc 0*
on shaft N and the latter giving motion to wheel b on shaft a 4 which carries a
friction wheel a bearing against the opposite side or face of 0³, from a². The
shafts as a run in spring boxes which slide in the frame f³, which has a slight
longitudinal motion, and are pressed together by the screw s turned by a bevel
wheel on end of the lever K.
Any movement of the lever in either direction turns the bevel gear wheel which
is on the same axis, which wheel meshes with the corresponding bevelled pinion on
the head of the screw S. The screw presses against the sliding boxes of shafts a³
aud a and forces them in closer proximity or withdraws and allows them to recede
from each other under the pressure of the intervening springs.
Shafts a³ and a' and their friction wheels are moved longitudinally by toothed
sector M working a rack bar, the shaft a sliding in hollow shaft P². By this
means the radial distance of the wheels a¹ a³ on disc Oª can be varied at will and
the power and speed of the motor varied correspondingly. On lever K² is a contact
pieco s'adapted in its movement to connect with the successive plates of resistance
coils L L. 8' is connected by line 1 with one of the sliding brushes b, while
resistance coil L³, is connected by lines 3 and 4 directly to the other brush so as to
form a short circuit around the motor. L³, is connected by line 2 to one commutator
brush of the motor, the other brush being connected by line 4 to the opposite
sliding brush b. In the position shown there is no resistance in line 2, and the
whole current is passing through the motor while there is an infinite resistance in
the short circuit line 3. The friction wheels a¹ a² are now in contact with 0%, and
any further movement of K' to the right increases the frictional pressure of a'
and a on 0, without affecting the circuit. A movement of K, to the left, how-
ever, relieves the friction and at the same time cuts out resistance from line 3 and
cuts in resistance in line 2. The motor R is gradually cut out, and the short circuit
cut in. By the reverse movement of K' the motor is gradually cut in and obtains
a degree of momentum before the friction wheels a¹ and a³ are brought down
against O
For reversing the motor a third device is used as shown in Figure 14. This
device simultaneously reverses the current through the field magnets and applies a
new set of brushes to the commutator.
S' is a bar joining the upper ends of levers K, K' carrying insulated brushes ƒ g¹
and g, f¹ respectively. When in the position shown K, K', are so turned that
brushes g g' are resting on the commutator and the armature is adapted to rotate
in the direction of the arrow. When S, is moved to the right, K, K', turn on
their pivots and brushes f f' come in contact with the commutator. In a serios
system it is desirable that the main line should remain unbroken and therefore tho
motor should be short circuited before being reversed or the brushes arranged so
that one pair makes contact before the other breaks contact. S also operates a
pivotted switch having its two ends insulated from each other and connected
-
.

page_text: respectively to lines 5 and 6 leading to the field magnets. In one position the
switch makes contact with points P and o¹, and in the other position with points P¹
and o, o' and P¹ being connected to line 1, and o and P to line 4 through the
armature.
In the first position the circuit is from 1 to o¹, to lines 6 and through the field
magnet in a certain direction, and by line 5 to P, brush g armature, brush g', to .
lino 4; in the second position of the awitch the circuit would be from 1 to P¹;
line 5 and through the field magnet in the opposite direction to line 6, point o and
through the armature as before to line 5. Thus the direction of current in the
armature remains constant while that in the field is reversed by the movement of
the switch which is placed between the armature and field.
The switching magnets at the end of the section may be arranged in practico as
shewn in Figures 16 and 17. The magnet for carrying the heavy current required,
may be made by winding on a core an insulated copper ribbon M³ equal in width
to the length of the core and having a strip M* at its inner end projecting at right
angles to the ribbon so as to allow of electrical connection therewith. This magnet
and the contact controlled thereby are placed in a box T¹ of porous terra cotta
which will receive fastening screws or nails, and which is also non-combustible and
non-carbonizable, so that it will not be injured by sparking and this box is enclosed
in a protecting box T of wood or other suitable material. Two armatures are
arranged at opposite ends of M and so connected by link E³ as to cooperate in
moving contact piece F3 from plato D' to plate C³ when the magnet becomes
energised. C is a projection from plato M' and the circuit will normally be from
rail A' to plate D2 piece F³ plato C plate M' and to rail B³. When the magnet
becomes energised by the coming train, F breaks contact with D³, and the whole
current passes by rail B' magnet M plate M' to rail B'. These boxes are placed at
intervals along the track beside the main conduit and are accessible from the
surface so as to allow of inspection and repairs and to give an indication of the
ends of the sections.
Figure 15 shows the construction of a railway switch for the electric road having
extra conducting rail or rails for the current. He is a swinging platform carrying
the moveable section of the main track including the conduit for the conductor.
The platform moves from one side to the other on rollers a sufficient distance to
bring the rails of the movable section in line with one set of branching rails and
the conduit and its enclosed conductors in line with conduit of the corresponding
branch track. The slots of the conduit sections are made flaring at their ends to
prevent any catching of the depending conductor as the locomotive moves over
the junction. Electrical connection is maintained by flexible conductors in the
usual way.
Having now particularly described and ascertained the nature of the said
Invention and in what manner the same is to be performed I declare that what
I claim is
First: The series system of electric railways herein setforth and the details of
construction and operation substantially as shown,
Second-The system of Electric railways wherein the main conductors are
divided into sections longer than the ordinary train or locomotive passing over the
road and the locomotives are in series with one another.
Third:-A series railway having the main conductors in sections with electric
switches to shunt the main current through the locomotives in succession sub-
stantially as herein before described.
Fourth-A series electric railway having two conductors in sections substantially
as described and an automatic switch to close the main circuit when a locomotive
leaves a section.
Fifth A series electric railway having sectional conductors and electric loco-
motives in series with an automatic switch to close the main circuit on an
interruption of any locomotive circuit substantially as hereinbefore described,

page_text: Sixth :-A series railway having branch ways extending from it substantially as
described.
Seventh: The method of transmitting the power of the electric motor to the
axle of the locomotive substantially as herein described.
Eighth-The method of electrically controlling the motor substantially as
described.
:
Ninth A railway switch for an electric railway having an independent
conductor extending along the track in which a section of the said conductor is
movable.
Tenth-The railway switch in which a section of the conduit and conductors
therein is movable substantially as herein before described.
Eleventh: A conduit for an electric railway having walls of insulating material
and conductors supported at intervals thereon as herein before described.
Twelfth A frame or carrier depending from the running gear of a locomotive
and the conductors attached thereto and extending into the slotted conduit as
hereinbefore described.
Thirteenth-The depending conductors having a freedom of lateral movement
to accommodate them to the slot substantially as herein before described.
Fourteenth-The conduit of wood treated with asphalt, paraffine, or equivalent,
and Iron cap plates as hereinbefore described.
Fifteenth-The main conduit with the electric section-switches in an adjacent
enclosure substantially as hereinbefore described.
Sixteenth-The electric section switches in an accessible enclosure with con-
ductors leading from the switch to the main conductors substantially as herein before
described.
Seventeenth --A series electric railway having means for automatically blocking
a train until a preceding train has left a predetermined section substantially as
herein before described.
Eighteenth-An electric railway having a signalling device operated by the
current of the railway substantially as herein before described.
Nineteenth-A signalling lamp in the circuit of an electric-railway.
Twentieth-An electric railway having means for automatically and temporarily
blocking a train until a preceding train is at a definite distance substantially as
hereinbefore described.
Twenty first: A series railway in which each locomotive is provided with a short
circuiting device for stopping, starting and regulating the motion of the locomotive
at the will of the driver substantially as hereinbefore described.
Dated his 2nd day of Tulu 100K
J. HENRY JOHNSON.