Improvements in and relating to Electric Railways.
Year: 1889

page_text: Date of Application, 9th July, 1889--Accepted, 7th Dec., 1889
COMPLETE SPECIFICATION.
Improvements in and relating to Electric Railways.
I, DAVID GUSTAVUS WEEMS, of No. 6 South Street, Baltimore, Maryland, United
States of America, Engineer, do hereby declare the nature of this 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 certain improvements in electric railway systems for
transporting mail, express packages and the like at a high rate of speed over a line of
elevated surface or underground tracks or rails, using as a motive power electricity ;
and the system comprises a motor or motors located in a travelling locomotive, having
attached thereto a series or train of cars, the said train being supplied with means for
automatically controlling starting and stopping itself; the said system also comprises
a means for effecting a reversal of the motors, and the subsequent travel of the train
and an electro-magnetic brake system for assisting in checking the motion of the
train, and also certain constructions and combinations of devices, all of which go to
make up a complete operative system for the purposes specified.
In the accompanying drawings
Figure 1 is a diagram illustrating the two terminals of a section of road, with an
intermediate generating plant and storage stations.
Figure 2 illustrates an electric generator connected with the upper and lower rails,
and showing also a train of telescopic cars on a section of track between the upper and
lower rails.
Figure 3 is an end view of one of the pointed cars or carriers.
Figure 4 is an end view showing the arched frame within which the rails are laid.
Figure 5 is a diagram showing a generating station with the main conductor, also
an independent secondary conductor of low power, and a removable plug in the
secondary circuit adapted to complete the said circuit to effect the reversal of the
motors on the train, when the main current is cut off, and it is desired to reverse
the movement of the train.
Figure 6 is a view of the shifting magnet, and fixed armatures, which is actuated
by the secondary current to reverse the direction of the motors, and showing also the
spring which retracts the magnet when the secondary current is removed.
Figure 7 is an enlarged sectional view of the locomotive, showing the box which
contains the shifting magnet and its adjuncts, and disclosing also the wires or
conductors leading from the electric rail to the magnet, and from said magnet to the
main motor or motors, and the brush which conducts the secondary current to the
magnet.
Figure 8 is an enlarged detail showing the construction of the telescopic end
portions of the cars.
Figure 9 is a detail illustrating the contact plates connecting the conducting wires
which lead to the magnetic brakes, and complete the circuit thereto when the cars are
coupled.
Figure 10 is a plan view of a train of three cars showing the location of the brakes
and the wires leading thereto.
Figure 11 is a side elevation partially in section of a locomotive or car, showing the
brakes and the intermediate electro magnet which actuates said brakes.
Figure 12 is an end view of the locomotive or car, and cross sectional views of the
main rails, the upper electrically charged guide rail, and the rail or conductor and
brush for the secondary current which reverses the motors.
Figure 13 represents a section of a line of road showing in elevation the adjustable
stops, the wires connecting them with each other, and the front portion of a locomotive
or car having the levers which are automatically tripped by the stops.

page_text: Figure 14 is a plan view of Figure 13.
Figure 15, illustrates the line passing over a hill and showing the stops by which
the levers are actuated to increase or decrease the amount of current passing to the
motor on the locomotive.
Figures 16 and 17 are enlarged detached views of the boxes or housings which
contain the tripping levers and adjunctive parts.
Figure 18 is a view of one of the indicators at the station showing the independent
wires leading to their respective stops, whereby the stops are actuated from the
station.
Figure 19 is a plan view of Figure 18.
Figure 20 is an enlarged sectional view of one of the housings, showing in elevation
one of the stops.
Figure 21 is a detail showing one of the boxes, its stop F¹, the cable I" conveying
the secondary current the conductor L" for conveying a portion of the main current
to the stops.
In Figure 1 of the drawings is illustrated a diagram showing the two terminals A
and B of the road, at each of which, if desirable, as well as at the intermediate stations,
will be placed complementary devices for generating the electric current which passes
by preference into the upper rail C, by a conductor a which leads from the stationary
dynamos at the terminals or stations to said rail, and thence returns to the dynamo
through the main rails, or through a conductor thereon in any well known manner, as
for instance as shown in Figure 2 and these rails, both upper and lower, may be
secured in any suitable manner but I prefer to locate them in a frame work which
comprises the arched sections D, whose lower flanged portions are bolted to the ties,
which have also spiked to them the main bearing rails, the upper or electrically charged
rail being also a guide rail, and being secured to the under top surface of the arched
sections D, as shown in Figure 4, and both this upper rail and the lower bearing rails
present a practically square configuration in cross section, whereby the main rails
adapt themselves to the tread of the main wheels while the upper rail is engaged by
guide wheel whose periphery is plain and not flanged, and is somewhat narrower than
the said rail, whereby any lateral rocking movement of the cars is provided for, as the
smoothed surface guide wheels may slip laterally on the smooth rail to provide for
such movement.
The locomotive E of the train has its front end pointed or tapered to effect the
necessary displacement of the air when the train is in motion, the resistance of the air
on the upper inclined surface serving to hold the locomotive snugly to the track.
By making the upper inclined surface longer than the lower or under surface or,
in other words by so locating the apex of the front below the longitudinal centre
of the car as shown in Figures 2, 3, 7 and 11 the air striking upon the upper
incline will tend to hold the main wheels to their tracks, a feature which is
impossible in cars or locomotives which have their point in a plane passing through
the longitudinal centre of the body of the locomotive or car.
When the train is made up the rear car of the same will have its rear end bevelled
or tapered like the front of the locomotive or forward car, this being essential in a
system where the train is designed to travel in opposite directions upon the simple
reversing of the motors as I shall hereinafter fully disclose.
66
The locomotive and succeeding cars are provided with guide wheels F which engage
and travel under the electric guide rail, and one (or more) of these wheels is designed
to pick up "the current from- said rail and convey it, through suitable connections
or conductors to the driving motors G as shown in Figure 7, from whence the
current passes through the main bearing wheels to the lower rails and is conveyed
back to the generating station.
The rear end of the locomotive is by preference not tapered, but is of a diameter
about approximating the diameter of the body of the locomotive. The rear end of
the locomotive is open, a partition c set back a suitable distance from the open end
closing the communication with the interior of the locomotive, and serving as a
means for the proper securing of a coupling device, draw head or its equivalent.

page_text: The cars H which are adapted to contain the mail matter, packages or the like,
re preferably of uniform diameter throughout having neither end pointed, except
he rear car as previously mentioned. These cars, therefore have both ends open,
and are provided with partitions and such complimentary coupling devices as may
be desired and in addition to these features one or both ends of the car may be
provided with hinged or pivoted wings Z see Figure 8 adapted to have a slight
inward movement to cause said end or ends to be compressed sufficiently to enter or
telescope with the meeting end of the contiguous car or locomotive, and also to yield
when the train is passing around a curve, the inward movement of said wings being
resisted by cushions or springs e placed just behind their hinge, whereby said wings
are caused to snugly bear against the inner walls of the open end of the contiguous
front car or locomotive.
By reason of the construction just specified the whole train, with the exception of
the front end of the locomotive, and rear end of the rear car, presents an unbroken
surface to the action of the air. This being so, the retardation of the train, caused by
the resistance of the air, is reduced to a minimum and the friction of the air on the
ends of those cars which carry mail, express packages and like articles, is entirely
removed.
The cars of my system are also provided with electro-magnetic brake mechanism,
which, when the bearing wheels of the cars are internally placed as shown in Figure 11
will be placed inside the body or casing of the car, as shown in said Figure whereby
said brake mechanism may be operated to brake the train. These brake mechanisms
are simple in construction and effective in operation; they are actuated by the
"turning on," and "cutting off" of the current as I will presently disclose and they
comprise in their construction an electro-magnet f centrally placed between the front
and rear wheels and preferably in the upper portion of the car, and in sliding rods g
which connect with brake rods h carrying the brake shoes the said brake rods
being connected with springs i and the sliding rods being provided with armatures k
as shown in Figure 11.
The electro-magnets have wires or conductors leading therefrom to the electric rail
in any well known manner and when the current from said rail is "on" the armatures
are attracted towards the magnets and the brake shoes held away from the wheels but
when this main current is "cut off" the springs i acting upon the brake rods throw the
brake shoes against the wheels and thereby assist the train in reducing its speed.
These brakes therefore only operate when the current is "off" for the instant the
current is again turned on, the magnets are energized and the armatures attracted
thereto, and the brakes held away from the wheels so as not to interfere with the
rapid travel of the train.
I will refer to Figures 5, and 7 which illustrate the method of reversing the
rotation of the motors and the subsequent direction of travel of the train.
"
In all railways as constructed at the present time, it is necessary to employ turn-
tables or like devices at the terminals of the road so that the trained may be turned
around ready to be propelled in the opposite direction to make the return trip. In
this case I dispense with turn-tables and like devices and do not turn the train around,
but depend solely on the reversal of the motors for driving the train in the opposite
direction. In other words the train is driven backwards, this being permitted
because of the front and rear of the said train being pointed. In Figure 5 of the
drawing I show a diagram representing two circuits one m" indicating the circuit
for the main current and the other "I" a secondary circuit the current of which is
derived from the dynamo of low power as indicated near the right side of the Figure.
In the circuit "I" is placed a box J in which the two ends of the conductor "I" are
fixed these ends being separated from each other so that the circuit is not completed
until these ends are connected. To establish the secondary circuit when desired we
use a plug K which is let into the box and forms the connection between the two
terminals of the conductor L. It will be seen that when the plug K is removed from
the box the secondary circuit is "broken" and when the plug is introduced the circuit
is established. Admitting this simple proportion to be true attention may be called

page_text: to Figures 6 and 7 to see what the effect of this "make and break" circuit is on the
devices which change the poles of the motors.
In the locomotive (Figure 7) I locate a box or housing L into which wires from
the main conducting rail and the motors lead, and in this box we place the shifting
magnet shown in Figure 6, which has wires pp leading to the secondary circuit Labove
referred to. In the sides of the box I are fixed armatures M (Figure 6) having
wires o which convey a portion of the main current to them whereby the magnet is
held against one of these armatures at all times. The core of the said magnet is
surrounded by a coiled spring O as shown. Now I will suppose a train to be travelling
from London to a distant point and the shifting magnet to be against the left hand
armature as in Figure 6. When the train has reached its destination and it is desired
to send it back to London we must change the "poles" of the motors and cause the
motors to reverse their movements. This is accomplished by simply cutting off
the main current temporarily then establishing the secondary current by putting in the
plug K in its box J. The result of this is that the secondary current energizes
the magnet N (Figure 6) sufficiently to throw it from the left hand armature M to the
right hand armature at the other side. This change of position of the magnet reverses
the poles of the motors and all that is needed to propel the train back to London is to
turn on so much of the main current as is necessary.
""
It will be observed that when the main current is 61
on and the motors are driving
the train forward the electro-magnet is in the position shown in Figure
and a
portion of the main current is passing through the wires o, o to assist in holding the
magnet in that position. Now if it is desired to reverse the motion of the motors, the
main current is "cut off" and the plug K is placed in position in the box or block J
to establish the secondary circuit which energizes the electro-magnet sufficiently to
overcome the remaining power of the spring O, and projects the magnet to the
opposite side where it is held by the armature at that point. The main current being
"cut off" the momentum of the train is necessarily lessened and the train more
quickly brought to a standstill by the brakes which were automatically applied when
the main current was "cut off" and by the assistance of the main current a portion of
which is turned on when the motors are reversed. When this part of the main
current is turned on it acts as a resistance to the movement of the train, and when the
train is gotten under headway in the new direction, an increased amount or volume of
main current is turned on to drive the train at a high speed in its new or reverse
direction. To again reverse the motors and cause the train to travel in its first
direction, the main current is "cut off" and the plug K removed to "break" the
secondary current, after which the spring O exerts its power to draw the electro-
magnet back into the position shown in Figure 6 thereby again reversing the motors
and permitting the train to move in the new direction, substantially as before
described.
The rail P which conducts the secondary current for reversing the motors, is located
in the frame or arch D and the housing or box L in the car which contains the
electro-magnet N is provided with a brush Q which "picks up" the current from the
rail P and conveys it to the magnet L when the main current is "cut off" and
the secondary current established by the insertion of the removable plug K before
mentioned.
The mechanism for tripping the brakes and for automatically regulating the speed
of the train is clearly disclosed in Figures 13 to 20 inclusive and is of such a nature
that an operator at the main station can so control the stops shown in said Figures,
that the starting and stopping of the train, and its speed at all times is under full
control.
A very important feature is the transferring of the current from the electrically
charged rail to the motors on the locomotive in such quantities that I am enabled to
regulate the speed of the moving train at will, or remove the current entirely when
the train should be stopped the desired result in either case being automatically
accomplished and when the mechanisms for effecting these most desirable results are
used in connection with any well known form of switch-board and indicating

page_text: apparatus at the central station or other place the location and speed of the train are
known to the operator who at all times has the train or trains under his control.
These mechanisms shown in Figures 13 to 20 and of which I will hereinafter describe
a preferred form will be used in conjunction with certain adjustable stops F¹ G¹ & H¹
on the line of road and these stops may be operated in any suitable manner or may be
fixed ones and numbered to correspond with certain numbers on the switch board in
the operators room with which board they may be electrically connected in any well
known manner.
The above mentioned stops may be constructed and operate in a
manner similar to that described in United States specification dated Oct. 16th 1888
No. 391394. While other constructions may be used in carrying out this part of my
invention, the construction which I prefer to employ consists of a housing I' secured
by any suitable means preferably to the locomotive and connected with the electrically
charged rail C by a wire leading thereupon as shown in figure 16 between the sides
of the housing and mounted upon the bolt or pin s is a lever K' the lower end of
which carries a contact point t while the upper portion which projects above the top
of the locomotive is inclined or bevelled at its end for the purpose of engaging the
stops F G and H' the said lever being also attached to a second lever L' upon the
bolt or pin s by means of a chain or other connection u which passes around a sheave
or pulley M journalled between brackets secured to the housing whereby said levers
move in unison. The housing is also provided with insulated contact-points N¹, O'
and P¹ of varying sizes and from these points wires lead to the main wire which
transmits the current to the motors as more particularly shown in Figure 16 the said
wires if desirable or necessary leading to suitable resistance-coils before joining the
main wire. From this description it will be seen that the current being turned on, it
passes to the upper rail and from thence to the guide wheel to the housing thence
through the lever K¹ the desired contact and its wire or wires to the motors on the
locomotive thence from said motor to the bearing rails in any suitable manner and is
finally returned to the generator to complete the circuit. The train may now be
moved by any suitable means until the lever K¹ strikes the first stop or abutment F'.
This movement throws the contact-point at the lower end of the lever onto the first
contact point N in or on the housing and transmits current through the wires to the
motor which drives the train at a slow rate of speed. When the lever K' meets the
next stop or abutment G¹ it is moved again until the contact-points t and O¹ come
together, when because of the increased size of the point O' a still greater volume of
the current is thus permitted to pass to the motor and when the next stop or
abutment meets the lever K' it throws it onto the contact-point P¹ in which latter
instance all the current that is required passes from the rail Cand is conveyed to the
travelling motor thereby driving the train at a high rate of speed.
I will here state that the stops before mentioned may be located at or near the
starting point or station at any station along the line of road and also at the receiving
end of the line; or I may use them in groups or singly, the location of the stops and
their arrangement and operation being suited to existing circumstances in addition to
these stops I will preferably employ a second series of stops similar to the stops F¹, G¹
and H but arrange them in the path of the other lever L' so that when it is desired
to stop the train at any predetermined point or reduce its speed, any one or more of
the stops are adjusted so as to trip the lever L' and force it backward thereby drawing
upon the chain connection and moving the other lever back until its contact point
rests upon the desired contact in or on the housing which reduces the amount of
current passing from the electrically charged rail to the motor; or if the lever L' is
moved far enough it will throw the contact-point of lever K' entirely clear of the
contacts N¹ O and P' thereby cutting off the current from the motor causing the
brake to operate and the speed of the train to be checked. I am therefore enabled by
the use of the two connected levers, the varying contacts and the varying or
adjustable stops to increase and reduce the speed of the train and to start and stop the
train at will, and may use these devices in lieu of the brake mechanisms previously
described.

page_text: These stops F¹ and G₁ see Figure 20 will be located at suitable points along the
road and in the path of the levers K and L' and they will each be connected with a
wire H forming part of the cable 1" to which a secondary current may be conveyed
in any suitable manner and from any desired source and each stop will by preference
be numbered to correspond with a numbered plate " forming part of a suitable
annunciator in the operator's room at the stations and the generating plants if
desired, so that when any of the stops on the road are operated the annunciators in
the several stations and at the generating plant indicate the stop that has been
operated and enables the operators at the other stations to control their trains
accordingly.
When the stops are employed, I will arrange them in suitable housings Jalong
the line of road each of which contains an electro-magnet J" that is connected with
one of the wires H" of the cable I" which is connected with a numbered push-button
at the stations and corresponding with the number of the stop, so that when the
button is depressed the current with which the cable is connected will pass through
the wire to its magnet J" and this secondary current combined with that portion of the
main current see Figure 21 which is taken from the conducting rail by means of
the wires L, energizes the magnet, the said stop being provided with an armature
which is attracted by the magnet J" in the lower part of the housing, whereby when
the combined currents from the rail and wires or conductors H energize the
magnet the armature is drawn downward and the stop projected through an opening
in the housing.
I connect the stop with a spring m² of sufficient strength to overcome the resistance
of the current from the rail when the secondary current through wire H" is cut off
and this spring draws the stop upward into the housing when the push-button is
released and the current removed from the wire H". The current which passes
through the individual wires H¹¹ of the cable I need only be strong enough,
combined with that portion of the main current passing through the wires L" to
energize the magnets, to attract the armatures attached to the stops and cause them
to contact with the magnet, for when the connection is made between these parts the
magnets J will be energized, the armatures will be attracted towards them and the
stops will be securely held in position for engagement with the levers K¹ and L'.
This construction I have shown in the detail Figures 20 and 21, and it constitutes a
very desirable method of utilizing a portion of the main current for holding the stops
in position.
Figure 15 illustrates the road passing over a hill, in which case it will be desirable
to locate certain of the stops F' at the base of the hill, so that they may trip the levers
on the car or locomotive and impart increased speed to the latter, while at the summit
of the hill, I will locate other stops G₁, H' which will be arranged in the path of the
other lever whereby when the latter is tripped by the stops G₁ a less amount of
current passes from the guide-rail, and thereby causes the train to slacken its speed
during its descent, the stops and levers being actuated in the manner previously
described.
The indicator shown in Figures 18 and 19 illustrates the push buttons having
numbers corresponding with the stops and shows the individual wires H" which lead
thereto from the cables I¹¹ the said indicating apparatus having also a bell; which
signals the applying of any of the stops on the line.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is―
First. In an electric railway system, the main rails, the upper electric rail and a
train of cars the front and rear ends of which are pointed so that the apices will be
below the longitudinal centre of the car, and brake mechanisms carried by the train
and actuated by the "turning on" and "cutting off" of the main current substantially
as described.

page_text: Second. In an electric railway system, a car or locomotive having an electric
motor, the upper electric rail, and the lower bearing rails forming with said car an
electric circuit and an automatic brake mechanism carried by the train and com-
prising an electro-magnet energized by the main current, brake rods carrying shoes,
and sliding rods having armatures which are attracted when the main current is
turned on, and springs for applying the brakes when said current is cut off,
substantially as specified.
Third. In an electric railway system, the locomotive and cars with their main
bearing wheels, and upper smooth surface guide wheels, and the arched sections
of the frame having the rails secured therein; said rails having a square configuration
in cross section, and the upper rail having a tread wider than the periphery or tread
of the guide wheels, whereby said wheels may move laterally on the upper rail,
substantially as herein described.
Fourth. An electric railway system comprising main and upper guide rails
travelling cars provided with guide-wheels engaging the latter rail, an electric con-
nection between one of said wheels and rails and the motor on the car, brake
mechanism on said cars actuated by the turning on and off of the main current, and a
frame-work having the arched sections in which the rails are laid, substantially as set.
forth.
Fifth. An electric railway system comprising the stationary dynamos, the travelling
locomotive and cars, an upper electrically charged rail, and lower bearing rails, brake
mechanism on the train actnated by the turning on and off of the current, and a.
means for reversing the motor on the train and driving said train in a reverse direction,.
substantially as set forth.
Sixth. In an electric railway system for mail and express packages a series of cars.
having ends adapted to telescope with each other, and having the front end of the
front car, and rear end of the rear car, pointed and means for reversing the motors.
on the car and propelling said train' in reverse directions substantially as herein
described.
Seventh. In an electric railway system for transporting packages of mail and express.
a locomotive having an electric motor and a series of cars connected therewith, said
cars having ends adapted to enter or telescope with adjacent front cars and a means.
operated by a secondary current to effect a reversal of the motor whereby the train is.
moved in opposite directions, substantially as herein described.
Eighth. In an electric railway system cars of approximately uniform diameter
throughout, and provided with compressible wings whereby the ends of the cars may
enter or telescope with contiguous cars cushions behind the wings resisting their inward
movement, contact plates having conductors leading from the electric rail to the
brake mechanisms and a locomotive and rear car having one end pointed, substantially
as herein set forth.
Ninth. In an electric railway system, a train of cars and a means for effecting a.
reversal of the motors on the train, comprising a shifting magnet actuated by a.
secondary current to change its position and thereby reverse the motors and subsequent.
travel of the train, substantially as specified.
Tenth. In an electric railway system, the main and upper electric guide rails, a.
locomotive and train of attached cars said locomotive having a motor, a shifting.
electro-magnet, and fixed armatures on the locomotive, and a secondary current con-
nected with the magnet and changing the position of the magnet from one armature
to the other whereby the motor is reversed, substantially as and for the purpose.
described.
the
Eleventh. In an electric railway system a locomotive having a motor, the cars,
lower bearing rails, and the upper rail to which the main current is turned off and on,.
a magnet carried in a housing or box on the locomotive, fixed armatures in said box,
and connected with the main current, a secondary current for moving the magnet
from one armature to the other, when the main current is cut off, and a spring for
returning the magnet when the secondary current is removed, substantially as herein.
described.

page_text: Twelfth. In an electric railway system the main and guide rails, a main current
charging the guide rail and leading therefrom to the motor on the locomotive, a box
or housing having fixed armatures and shifting magnet therein, said armature being
connected with the main current, a secondary current, a removable plug in the circuit
thereof for making and breaking the same, and connections from the secondary
current to the magnet whereby the position of the latter is changed and the motor
reversed when the main current is cut off and the secondary current established,
substantially as herein described.
Thirteenth. In an electric railway system the main and guide rails, the main and
secondary currents, a locomotive having a motor and attached cars, a removable plug
in the secondary circuit for making and breaking the same, fixed armatures and a
shifting magnet on the locomotive, and connected with the main and secondary currents
respectively, whereby the motor is reversed when the main current is cut off and
brake mechanisms in the main current, and automatically actuated when the main
current is turned on and off, substantially as and for the purpose described.
Fourteenth. In an electric railway system in which a train of cars is operated by
a current from an electric rail, a series of contact points of varying resistance and in
the motor circuit a switching-lover adapted to engage therewith, a second lever con-
nected with the first lever, and a plural series of varying or adjustable stops on the
line of road and in the path of the switching-levers, whereby increased or reduced
currents are automatically transmitted from the electric rail to the motor.
Fifteenth. In an electric railway system, the combination of a train of cars having
brake mechanisms, magnets on the cars for actuating the brake mechanism, the main
rails or tracks, an electrically charged rail, a series of adjustable stops, switching levers
actuated by said stops for transmitting the current from the electric rail to the train,
whereby the speed of the latter is controlled, and connections between the magnets
and switching-levers.
Sixteenth. The combination, with a train of cars, an electric motor connected
therewith, the main rails, and the electrically-charged guide rail, of a plural
number of switching-levers carried by the train graduated contact points in the path
of the levers for increasing or decreasing the speed of the train, and automatic brake
mechanism on the train in electric connection with the guide rail, substantially as
described.
Seventeenth. In an electric railway system in which a train of cars is propelled by
the current from an electrically charged rail, suitable contact points of varying
intensities on the train in electric connection with the electric rail, a switching-lever
having a contact point adapted to move in the path of the varying contact points,
whereby an increased current is transmitted to the train, a second switching lever
connected with the first lever and adapted to reduce or entirely cut off the current
from the train, brake mechanisms on the train connected with the varying contacts,
and adjustable stops on the line of road for operating the levers, substantially as
described.
Eighteenth. In an electric railway system in which a train of cars is operated by a
current from an electric rail, a suitable motor on the locomotive, and a housing or
frame having contact points N¹ O' P', with wires leading therefrom to the motor and
to the brake mechanisins, a switching lever having a contact point adapted to move
in the path of and to engage the contact points on the housing, a second lever con-
nected with the first lover, and suitable adjustable or varying stops on the line of road
for tripping the levers and automatically increasing or decreasing the speed of the
train, substantially as described.
Nineteenth. In an electric railway system in which the train is propelled by a
current from an electric rail, a mechanism for increasing or decreasing the speed of
the train, comprising contact points N' O' P', and their connections between the
electric rail and the motor on the train, a switching lever adapted to be moved into
and out of contact with said points, a second lever connected with the first lever, and
adjustable and varying stops on the line of road and in the path of the levers, whereby
when the switching lever is moved in one direction or from one contact point to

page_text: another the speed of the train is increased and when moved in the opposite direction
the speed is decreased, substantially as herein described.
Twentieth. In an electric railway system in which a train of cars is propelled by a
current from an electric rail, said train having suitable brake mechanisms, of a
mechanism for starting and stopping the train and controlling its speed, comprising
contact points of variable intensities, a switching lever having a contact point adapted
to engage therewith, a second lever connected with the first lever, moving with it, but
in an opposite direction, and stops on the line of road for tripping the levers, whereby
the contact lever is moved from one point to another to vary the speed of the train,
or may be moved out of engagement altogether with the varying contacts, whereby
the current is cut off from the train.
Twenty-first. In an electric railway system for transporting mail, express packages
and the like, the electric rail, and bearing rails, the locomotive, and means for
conveying the current thereto in predetermined quantities, consisting of a housing
having graded contact points, the pivoted lever K, having a contact point adapted to
engage therewith, a second lever, a connection between the two lovers, whereby they
move in unison, a guide sheave or pulley for connecting the wires leading from the
graded contact points to the locomotive, and the stops on the line of road for tripping
the levers, substantially as and for the purpose described.
Twenty-second. In an electric railway system, the combination of bearing rails, and
upper guide rail, a locomotive having a motor in electric connection with said rail,
and cars attached to the locomotive and adapted to contain mail, express packages &c.,
trip levers and graded contacts on the locomotive or cars, and a series of electrically-
operated stops on the line of road for tripping the levers and regulating the speed of
the train, and an indicating apparatus at the stations and connected with the stops,
whereby the latter are operated, substantially as described.
Twenty-third. In an electric railway system, for transporting mail and packages, a
locomotive and train of cars, the upper guide-rail, and the lower bearing rails, in
combination with an indicating apparatus at the stations, comprising drop-plates and
push buttons, and connections between the indicating apparatus and suitable stops on
the line of road, whereby the stops may be actuated from any of the stations and the
adjusted stop indicated at the remaining stations, substantially as described.
Twenty-fourth. In an electric railway system for transporting mail, express packages,
&c., the upper and lower rails, the locomotive and train of cars, and means for
conveying the current from the upper rail to the locomotive in predetermined
quantities, in combination with a series of electrically operated stops on the line of
road; an indicating apparatus connected with each stop, a secondary current for
effecting a preliminary movement of the stops, and connections between the upper
electrically charged rail and the stops, whereby said stops are held in position by the
main and secondary currents, substantially as herein described.
Twenty-fifth. In an electric railway system for transporting mail, express packages,
&c., the upper and lower rails, the locomotive and train of cars, one or more
generating plants between the terminals of the road, and adjustable stops electri-
cally operated from said terminals and generating plant, whereby the speed of the
train is regulated substantially as described.
Twenty-sixth. In an electric railway system for transporting mail, express packages,
&c., the combination, with upper and lower rails and a locomotive having a motor
and tripping levers, of a series of obstructions in the path of the levers, said obstructions
comprising a suitable housing, an electro-magnet and adjustable stop having an
armature connected therewith, and a counterpoise for returning the stop to its normal
position when the current is removed from the magnet, substantially as described.
Twenty-seventh. In an electric railway system, the main rails, the upper guide rail
for conducting the main current, arched sections of the frame in which said rails are
secured, the rail secured to said section and conveying a secondary current, a
locomotive having a motor, and a housing with fixed magnets, a shifting magnet
therein, a brush engaging the rail and conveying the secondary current to the magnet,
B

page_text: and a removable plug for making and breaking the secondary circuit whereby the
motor is reversed when the main current is removed therefrom, substantially as
herein described.
Dated this 9th day of July 1889.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.