Improvements in Power Conduits for Tramways or Railways, and in Electrical Connections therefor.
Year: 1890

page_text: Date of Application, 4th Sept., 1890
Complete Specification Left, 4th July, 1891-Accepted, 3rd Oct., 1891
IDIONAL ST DUIFRALION.
Improvements in Power Conduits for Tramways or Railways,
and in Electrical Connections therefor.
I, CARL THOMAS BLANCH BRAIN of Devonport Cottage Helsby in the County
of Chester, Electrical Engineer, do hereby declare the nature of this invention to
be as follows:-
My invention relates more particularly to that class of electric railways or
tramways in which a channel or conduit, containing the main conductor, lies in or
near and parallel to the permanent way, direct access being obtained into the
conduit by an insulated and protected conductor. It is also applicable where power
is transmitted mechanically through a channel into which a connection is made,
such as the cable system.
It has for its object the use of a sealed or closed conduit or channel, with a system
of direct connection between the cable or conductor therein and the moving vehicles,
also structural improvements in the conduit dimensions and strength, allowing the
same to be laid over transverse sleepers and admitting the use of a much larger
connection and opening into the channel or conduit, whilst making every part very
accessible, also the improvement of the electrical conductor, the construction,
fixings and insulating thereof and connections thereto.
In carrying out my invention, I construct a conduit or channel, closed, but which
throughout its entire length is capable of being opened and closed automatically by
the passage of the car or otherwise, allowing an electrical or mechanical connection
attached rigidly or otherwise to the moving vehicle to travel with ease and
rapidity.
The surface or upper side of the conduit or channel through which the connection
passes, I construct in two parts leaving a space along the length of the conduit.
This
space
I close over by rails or bars of such section as to give considerable
flexibility within a few feet.
The connector travelling with the vehicle reaches to the conductor or cable and
ploughs open a space between these flexible bars or rails or between the flexible
bar and the surface of the conduit. These bars spring automatically or are pressed
together again after the car has passed, thus healing up or closing over again, the
channel or conduit opening.
Such construction, although flexible in the required direction, will bear a heavy
weight directly above it.
As will be evident this may be carried out in various forms.
I may employ long flaps or springs or sections of flat bars hinged together at their
ends. Such may be arranged to move vertically or horizontally, be pressed sideways
or ploughed up, fixed on each side or one only, the same principle actuating all, being
ploughed open and closing or being closed behind connector.
may also use long thin plates, sheets or strips fixed (standing on edge) at the
bottom only, so that the top or upper edges meet, forming in cross section an
inverted V which can be wedged or ploughed open at the top point, the sheets or
plates bending flexibly. The upper edges may each slide under a cover or be
flanged outwards to prevent dirt from falling behind them.
Only one spring plate may be used pressing on an opposite fixed plate. The
spring plate may be flanged on one or both sides, sliding a little upwards, when
opened radially or otherwise, to free itself.
Light bars or sheets may be employed as covers or top bars or V plates, operated
by wheels or springs or other means fitted on the vehicle or fitted along the
chanuel.
In order to raise the conduit to the level of the road surface and obtain other

page_text: improvements, I prefer to construct it having on the surlace a strong flet strip of
metal the entire length of the conduit, and of such width and section as to firmly
bridge over the opening, and yet be very flexible in a length of several feet.
This continuous strip closes or seal the conduit along its entire length and is
supported on either side by a ledge to which it ink down as a lid.
Mechanism, preferably rollers, over which the flexible rail runs--passing with
the vehicle, raises it from its seat, high enough to allow the connection on one or
each side to reach in under it from the vehicle to the conduit, and adjustable wheels
or studs travelling in front and behind the supporting wheel or roller above the
flexible rail ensure the latter correctly returning to its seat, which its flexibility
would allow it to do by gravity in a short length.
The rollers and wheels, above mentionel, might, by their friction, have a remdency
to drag the rail in one direction or make it "creep," to prevent this these rollers or
wheels can be rotated by gearing or other motion conductors from the axles of the
car or other part of the "îmechanism, so as to be propelled by power at normal
speed.
To still further ensure the flexible rail always descending to the same place after
being raised, I may provide it with pyramid or spike projections or hollows or
both on its lower surface fitting into corre powling hollow- and projections in the
side ledges on which it rests, the pyramid or tapering projections falling into the
pyramid or tapering holes guide themselves inter normal position.
At the points and ero-sings I employ similar mechanism or a suitable combina-
tion of before mentioned methods,
The sections or lengths of the thexible rail may be joined together or left dis-
connected, in which case the connecting mechanism is construet d to plough up the
rail and return it.
The cross section of this rail may be any convenient pattern, but it is preferable
to fit it on ledges inclined inward, thus causing dirt to tall away from the ledges.
This also enables the conlint to be bellied out below, and yet the strain to follow
nearly a straight line in the metal giving increased strength.
These ledges or supports are preferably of iron or steel to obtain strength with
little depth of section. They are capped år fastened on to the sides of the elaunel
or conduit. al held by strong chairs at short intervals. The use of deep channel
iron each side of the opening is thus avoided, and the bottom of the conduit or
channel can be made on a level with upper surface of the transverse sleepers,
The centre flexible rail (the joints of which, as also all other joints and
fastenings, are easily disconnected by proper tools or keys) is so sunk in its seat as
Lo be very difficult to lift unless something has been fixed underneath it or the
travelling mechanism comes in contact with it, when it is very easy to move from
its position. It is thus difficult to tamper with.
construct all the main conductors, insulators and other fittings of such shape
and dimensions as to be easily placed in or withdrawn from the conduit through the
opening made by removing the centre rail.
The conductor is fixed directly beneath this rail and at a level above the top of
the tie bars which are not cut or disturbed from their onlinary position. I utilise
the present tie bars to support the insulators, and I flatten, twist or modify their
shape at the centre to suit varions channel and rail dimensions, thus bringing the
insulator the required height. Where required, the insulators are also fixed
horizontally to one or both sides of the channel or conduit, ample room for dirt
accumulation and cleansing can be left underneath.
The sides of the conduit construct of wood, stone or concrete, suitable recesses
being made to receive the insulators and insulator bolts.
The insulators can be made of insulating material fixed without bolts or ironwork
in the concrete forming the conduit sides. Where from any use the tie bars have
to be cut away at the conduit | clamp up their ends and hury the latter in the
concrete or masonry of the conduit, thus binding the whole together.
1 construct larger condu't the botcom at a level meth that of the

page_text: sleepers, leaving a sufficient room, between the channel bottom and the underside
of the sleeper, for cleaning and dirt accumulation. I fix the conductor at a level
above the sleepers, which. when transverse, run right through the conduit and are
not cut or disturbed from their ordinary position. I also utilise them to support
the insulators which, in this case, can be of the ordinary telegraph cup, fluid or
other type, the bolts of which fasten against or screw into the sleepers.
In all cases I construct, at convenient distances, sumpholes, etcetera, with suitable
openings into the sewers, drains or other exits, also arrangements for flooding the
conduit with water from the ordinary street mains or other supplies.
The conductor I construct of iron, copper or any suitable low resistance metals
or alloys, and of any suitable section and shape, according to the requirements of
the case.
Where suitable, I use a stranded rope or cable, which is more flexible for
carriage and erection, and can be used in long lengths without joints. To prevent
rapid wearing of the strands, 1 support the cable from shorter lengths of stiff bars
of girder or suitable section mounted on insulators; the collector or moving contact
rubbing on these bars instead of the cable or I cover the cable with lengths of
thin sheets of harder metal, (iron, steel or aluminium alloys) which is bent round
over the top and down either side like an inverted trough of U-section. I construct
this with the sides of the U so deep and thick that I obtain a stiff and rigid casing
inside and underneath which the cable is lung or supported between the insulators,
thus making the whole as rigid as the solid bar construction, with every allowance
for expansion. A flexible armoured covering to the cable of hard wear resisting
metal may be used, but a stiff pipe, or better, an open and rigid section, is preferable
presenting a flat upper surface, the conductor, which can be laid before being
covered, fitting loosely into the inverted troughs, and being supported underneath
by straps or pins, the whole being easily erected or removed. Where it is advisable
to divide the line into sections, each tapped on to a supply main, I use this con-
struction of conductor but insulate the cable core from the troughing or covering.
The latter divide into working line sections and to which the conductors, tapped
on to the former, (which I use as the main lead) are joined after passing through
the necessary switches or automatic safety arrangements, and I support both these
conductors upon the same insulators, similarly as before described.
In some cases, I form the conductor channel double with a lead and return con-
ductor in order to avoid telephonic disturbance or disarrangement.
The return or earth circuit is made through the rails and I also join, to the iron
framework of the movable connection frame (called the collector) and to the
flexible rail, rollers, etcetera, thus "earthing" through the conluit ironwork. This
latter I "joint" throughout the line. With light railways where a light bridge
rail is used, I improve the earth return circuit by laying the rails over a bare
conductor, which runs throughout the line. This bare conductor can also be used
with longitudinal metallic sleepers especially of the V form.
All these channels' designs already referred to can be altered or enlarged to
carry two conductors, either as a double conductor or one as lead and the other as
return circuit.
In those cases where I use two insulated conductors as lead and return (and
construct each with an outer sheathing and internal insulated core as described)
in order to obtain increased safety to passengers and workmen, I connect the bed,
wheels, ironwork and machinery of each vehicle in connection with conductors to a
point in its working circuit at which the electric potential to either conductor is
just one half of the total working difference of potential between the main con-
ductors. It is thus impossible for anyone, in case of an accident or undetected
faulty insulation. to get a shock with a greater difference of potential than one half
of that in use, such connections with proper instruments also providing an easy
means of detecting faults as well as indicating on which side of the central connec
tion they are.
I further use this system of connection to provide continuity of supply, in case of
accident, etcetera, causing any one of the sections in the main conductor to be "
cut

page_text: out ” of circuit. The cut out arrangements to each of the conductors arrange, not
opposite but alternately, by that means, in case of a cut out," the vehicle, if both
conductors were cut out, has at most only to travel one half the length of a section
before meeting a "live" section on one side, and where only one conductor is
divided into sections, or when (as is usual) only one conductor is cut out, the vehicle
is always in connection with a live section on one or the other side. The circuit is
then completed through one half the vehicle working circuit and by means of the
central connection to an "earth" return, (for which the conduit ironwork and outer
rails etcetera are used as before described) and from this earth connection the
current is returned to the other vehicles working on the line and through one
half of their working circuits to the opposite conductor from which it started, thus
propelling the car with one half the full potential until it arrives at a live section
on the cut out" conductor. This same circuit I also use as a means of utilising
the momentum now lost in braking the vehicles. I construct switches or other
arrangements on each vehicle, whereby, when it is desired to stop or "brake" it,
the motor is connected as a dynamo to the before described circuit by connecting
one motor terminal, instead of the central connection on the vehicle, to the
"earth, thus having an opposing potential only half of that previously driving it,
against which it is able to generate a current, which, travelling along the before
described circuit, assists to drive other vehicles on the line. The vehicle are
preferably arranged so that, when braked, they are not all connected to the same
conductor, but divided between the two conductors as equally as practicable or all
vehicles may be "braked on one conductor and a large stationary motor fixed in
convenient situation is arranged to obtain the current off the line and utilise same,
or the earth circuit may have a central connection to a double dynamo motor or to
the generating machines, thus balancing the return power, as well as obtaining the
increased safety and continuity of current supply desired.
The collectors or connectors traveling along the conductor or conductors can be
of various designs, but I prefer to use two rubbing contacts a short distance apart,
to each conductor being thus able to bridge any short gap between the conductors
at the section ends or crossings without breaking the circuit,
I also employ stiff rubber or flexible sheet travelling with the vehicle on all sides
of the current collecting or connecting mechanism, thus acting as squeezers for
cleaning away mud, etrelera, and prevouting water from obtaining an entrance to
the conluit.
Dated this 3rd day of September 189n
"
WM. P. THOMPSON & Co..
Of 6, Lord Street, Liverpool, Patent Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Power Conduits for Tramways or Railways,
and in Electrical Connections therefor.
I, CARL THOMAS BLANCH BRAIN of Devonport Cottage. Hulsby in the County
of Chester, Electrical 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 that class of railways or
tramways in which the motive power is transmitted to the vehicle from a distance
by means of a power conductor contained in a channel or conduit, lying in or near
and parallel to the permanent way, and by a connecting device moving with the
vehicle and projecting into said conduit to the conductor.
My invention is more especially applicable to railways in which the power
conductors are electrical ones, but some parts of it may also be employed in
connection with any kind of power conductor contained in a conduit as above
described, whether cable, electric, pneumatic or hydraulic.

page_text: The invention has for its objects :-
1. The affording of facilities whereby a closed or sealed conduit may be
employed in conjunction with a direct and more or less rigid connection from the
veliicle to the power conductor in the conduit ;
2. The construction of such a conduit in a manner to allow a very wide opening
into it, whereby a much larger and stronger connecting device may be employed
than is permissible with an open slot conduit;
3. Improvements in the construction of the conduit for the above, giving
increased strength with much reduced dimensions, whereby the conductor may be so
near the road surface as to be fixed without interfering with the tie-rods of the
permanent-way, and whereby the depth of the conduit is so reduced that the whole
may be laid upon the road-bed or pitching;
4. Improvements in the arranging, mounting and insulating of the electrical
conductors within the conduit, and in their construction ;
5. Improvements in the method of connecting the conductors, thereby ensuring
continuity of current supply, and safety from accident;
6. Improvements whereby the interior of the conduit is rendered more accessible
and whereby the whole may be more readily cleansed or repaired;
7. Improvements in the method of connecting the vehicles to the conductors,
and of controlling them, whereby an economy is effected in the power required.
In carrying my invention into practical effect, I construct a conduit which is
normally closed, but which, throughout its entire length, is capable of being opened
by the passage of a vehicle and of closing automatically or by the action of the
vehicle, after the passage of the same, the opening and closing being performed in
such manner as to permit the connecting device (hereinafter called the "connector")
which is attached more or less rigidly to the moving vehicle, to travel with case and
rapidity along the conduit.
The conduit is furnished along its entire length on its upper side with a space or
opening through which the vehicle connector projects in order to reach the power
conductor within the conduit. This opening is normally closed by one or more
cover strips which are adapted to be ploughed open by the connector or some part
moving therewith, and to be closed after the connector has passed, by gravity, or by
a device moving with the vehicle in the rear of the connector, or by their own
elasticity or that of a suitable arrangement of springs, or by some two or more of
these agencies combined. The cover strips may be either flexible or rigid, and
either continuons (that is, in connected sections) or formed in sections acting
independently of each other. They may be capable of moving bodily upon or
within the conduit or they may be flexibly attached or hinged thereto. They may
be formed either in single or double lengths, arranged to move either vertically
upward when opened, or in a more or less horizontal direction towards one or both
sides of the conduit. The flexible cover strips, though sufficiently flexible in the
required direction, are so constructed and arranged, when necessary, as to be
capable of resisting any downward pressure which is likely to be put upon them by
the passage of road traffic.
I prefer to use a single continuous flat flexible cover rail or strip, placed on or
near the surface of the roadway, over a wide opening built in the conduit, and the
conductors are placed directly under it, the cover strip preventing dirt from falling
upon them. The strip is supported at both edges by ledges, and the strip and
opening are made of such width that the conductors can be fixed near the underside
of the strip passing above the rail tie-bars, which are used to support them.
The conductors are divided into sections along the line, each connected to a main
conductor. The main conductor, and the sections of the divided or working
conductor connected to it, are both supported in the same position and by the
same insulators, the working conductor being made to serve as a mechanical
protector and cover for the main conductor over which it is laid. A safety cut out
is in circuit with cach section of the line, but arrangements, as hereinafter described,
are made whereby the continuity of current supply to the vehicles is ensured even

page_text: in ease of accident to either of the working conductors. Such arrangements are
also utilised as a means of economising the power given off by a vehicle when
descending an incline or being stoppel.
The cover strip enn be easily removed from the conduit and the opening then
gives perfect access to its interior. There is, therefore, no necessity to make the
sid ironwork and leige- removable, and deep channel iron each side of the opening
is not required. The cover strip is so shape that the ledges can be strongly buil
though small and their undersides are ent away, so that the conductors can be fixed
nearer them, thus reducing the necessary depth of the conduit, whereby the road
pitching need not be cut into nor disturbed but used as a continuous support for the
sides of the conduit.
The connector is attached to the vehicle in such manner as to be sufficiently
rigid to plough open the conduit opening. Its attachment is, however, sufficiently
flexible to enable it to accommodate itself to any irregularities in the conduit or in
the movement of the vehicle. It is also attached to the vehicle in such manaer
that, should any abnormal pressure be brought to bear upon it, it will become
detached and permit the vehicle to pass on without it. The connector may pass
down one or both sides of the cover strip in order to reach the interior of the
conduit, or it may pass between the strips when double lengths are used.
The electrical contacts for connector are two in number and have each a separate
insulated cable, commected to the vehicle circuit. Safety cut outs are arranged in
circuit with these, as hereafter describod, and also upon the connector within the
conduit, whereby the risk of injury through accident is minimised.
In the drawings:—
Figure 1 is an isometric view of a portion of the conduit and track and of parts
connected therewith.
Figure 2 is a transverse section of the conduit on a larger scale than Figure 1.
Figures 3 and 4 are plan and transverse section respectively showing a method of
staying the conduit Interally.
Figure 4 shows a modified construction of cover strip.
Figures 5 and 6 are respectively edge view and isometric view of the joint of the
conduit cover strip shown in Figures 1 and 2.
Figure 7 is a sectional elevation through the central plane of the conduit,
showing the connector and the various parts belonging thereto and also one of the
guiding devices for the cover strip of the conduit.
Figure 8 is a transverse section on line, Figure 7.
Figure 9 is a plan of part of the bearing for the guide stem shown in Figure 7.
Figures 10 and 11 are respectively transverse and longitudinal sections, showing
a device for preventing the cover strip from "creeping," the said strip being shown
raised slightly in the latter figure.
Figure 12 shows a modification of the preceding construction.
Figure 13 is a plan showing the construction and arrangement of cover strip at
the junction of two conduits.
Figuro 14 is a transverse section on an enlarged scale along the line y,
Figure 13.
Figure 15 is a side view of part of the mechanism shown in Figure 14.
Figure 16 is a detail of the junction cover strip hereinafter described.
Figure 17 is a plan showing the method of arranging and constructing the cover
strips at the crossing of two conduits.
Figure 18 is a transverse section on line aa, Figure 17.
Figure 19 is a transverse section showing a modified form of conduit and cover
strip
Figure 20 is a section on the line ww, Figure 19.
Figures 21 to 31 inclusive are transverse sections showing various forms of cover
strips hereinafter more particularly described.
Figure 32 is a transverse section of a modified form of conduit hereinafter
described.

page_text: Figure 55 is a section one, Figure 7.
Figure 34 is a section on line uu, Figure 2.
Figure 34 is a transverse section of the form of conductor which I prefer to nsc.
Figures 35 and 36 show two methods of supporting the conductor at points
intermediate to the insulators.
Figure 37 is a plan of the saddle piece shown in Figure 7.
Figure 38 is a part section (on an enlarged scale) of the connector contact and
parts in immediate connection therewith.
Figures 39 and 40 are side elevation and transverse section respectively of the
arrangement of conductor.
Figures 41 and 42 are transverse sections illustrating a method of improving the
earth circuit of the conductor.
In the preceding figures, the conduit is shown with only a single electric power
conductor in it. It must be understood, however, that I prefer to employ two con-
ductors as seen in the following three figures.
Figure 43 is a diagram illustrating the improved arrangement of connections
between the working circuit of the vehicle, the earth circuit, and the main
conductors.
Figures 44 and 45 are diagrams illustrating the manner in which the above
improved connections may respectively be utilised to ensure the continuity of the
electric supply, in the event of a section of the conductor being cut out, and to
assist in braking the vehicles.
Figure 46 is a diagram, showing how the working sections of the conductor, the
connector contacts, and their electrical connections may be arranged to reduce the
risk of damage to the remaining sections in the event of a fault in, or a cut-out of,
oue of the sections.
Referring first to Figures 1 and 2 :-
A, is one of the track rails, mounted, in this case, upon longitudinal sleepers A',
which are laid upon the road pitching A². A³ are the paving sets. A' is one of
the transverse tie rods, connecting the track rails as usual.
B is the power conduit, formed, in this instance, by the upper surface of the road
pitching A two side timbers B' laid upon the same; two roof plates B³ B³ firmly
secured to the timbers B', as by wood screws and projecting over the conduit so
as to form between their opposing edges the opening C through which the connector,
hereinafter described, projects, and a movable cover strip D, closing said opening
and supported upon the plates B2 B. The angles at the bottom of the conduit
may be filled in with concrete fillets, as shown in Figure 2.
The upper surface of the cover strip D and the exposed portion of the plates B³
Lie on or near the road level and are roughened or serrated to make a good roud
surface. The spaces above the flanges of the plates B² are filled in with asphalt or
concrete A. The plates are preferably of steel to secure great strength with little
depth of section, and they may be held at a fixed distance apart by being firmly
clamped or fastened to strong chairs B, Figure 4, which are placed at short
intervals along the conduit and are strengthened by transverse webs or bars B³
passing through the conduit and placed at about the level of the tie-bars, for a
purpose hereinafter described. By forming the chairs in this manner, I am enabled,
without reducing their strength, to make them much shallower than usual, so that
they may be placed directly upon the road pitching, the webs being at such a height
above the bottom of the conduit as to leave sufficient space for cleansing the latter
The chairs may, if desired, be firmly secured to the tie-bars as seen in Figure 4, the
tie-bars being passed through the chair, and the latter held in place thereon by the
cotters A. The side timbers B' may be secured to the chairs by tongues B', cast
with the chairs and fitting into grooves in the ends of the side timbers.
The cover strip D is a flat flexible strip or tape of metal running preferably in
connected sections the entire length of the conduit, and having such a width and
thickness as to firmly bridge over the opening C, and having such a flexibility in a
ongitudinal direction that, when raised vertically one or two'n ches at any point, it

page_text: bends by its own weight and flexibility on both sides of said point within a length
of a few feet, as seen in Figure 1, returning to its seat by its own weight. The
upper surface of the cover strip may be deeply corrugated in a transverse direction,
as seen in Figure 4ª, whereby any desired lateral strength may be obtained with the
required longitudinal flexibility. The various sections of the strip (when united)
may be hinged together at their ends or otherwise connected together in any
convenient manner, as by half cheeking their ends into each other, as seen in
Figures 5 and 6, and passing one or more countersunk screws d, through said ends,
the screws being readily unfastened by a proper tool when access to the conduit is
desired.
A ledge, either continuous or interrupted, is formed on the two opposing sides
of the plates B' for supporting the tape D. The tape may be of any convenient
shape in cross section. It is, however, preferable to chamfer it off on the under-
side near the two edges, as at d³, and to fit these chamferred parts against corre
spondingly inclined faces on the ledges b. This arrangement enables the
dirt to fall away more readily from the ledges. It also enables the plates B² to be
cut away on their undersides as at & without materially weakening them, as the
downward thrust of the tape takes place along a line within the metal, even when
this is cut away. This arrangement also lessens any tendency which the sup‐
porting plates may have to tilt or collapse in a downward and inward direction
when an abnormal pressure is put upon the tape from above. As the roof plates
need not be removable, are so little overhanging the conduit sides and can be
supported all along their length, they are made to occupy a minimun vertical
depth, heavy bulb rails or channel iron being thus unnecessary. This is an
improvement yielding valuable advantages.
E, Figures 1, 7 and 8, is the connector, which is mounted upon the vehicle as
hereinafter described, and is, in this case, shown as applied to a single electric
conductor only. Its lower end extends past one or both edges of the flexible
tape D (the tape being raised from its seat at this point) and passes underneath the
same, so that, as the vehicle travels along, it raises the tape from its supporting
ledges and thus gives the connector free access to the conduit. A roller E' is
mounted upon the lower end of the connector and bears against the underside of
the tape. Bearing rollers E E' may also be furnished on the sides of the
connector to hear against the concreto A' or on the upper faces of the roof
plates 1 B and prevent any downward movement of the vehicle from thrusting
the connector into the conduit to an abnormal extent.
FF arc a pair of upright stems mounted upon the vehicle as hereinafter
described, and each provided with a roller Fadapted to bear against the upper
face of the tape D. The stems are located in front and rear of the connector, and
preferably several feet apart. They serve to ensure the return of the tape to its
supporting lelges as the vehicle passes onwards.
In order to counteract any tendency which the rollers E and F may have to
drag the tape longitudinally in the direction of the vehicle's travel, that is, to make
it creep, I provide the tape with an additional bearing roller moving with the
vehicle, and rotated by suitable gearing in such a direction and at such a speed as
to counterbalance the "creeping" or even to tend slightly to push the tape in the
opposite direction to that in which the vehicle may be travelling. Such a roller
as E may be conveniently mounted on the connector E, and its shafte may be
provided with a small pinion E working in a circular rack E' on the interior of
one of the bearing wheels E.
To still further ensure the flexible tape always returning to the saine place after
being raised, I may provide it, on its under sido, as shown in Figures 10 and 11,
with pyramidal or conical recesses fitting on to corresponding projections 6+ on
its supporting ledges . Or the recesses niny be on the ledges and the projections
on the tape. The tapering projectious, engaging with the tapering recesses, guide
the tape into its normal position. In Figure 12, a slight modification is shown, in
which the projections and recesses are formed by serrating or corrugating the

page_text: underside of the flexible tape near both edges, as at ³, and also the adjacent faces
of the supporting ledges 63, as at 1.
As seen in Figure 2, the tape D is very little narrower than the opposing faces
of the upper ribs 6 of the roof plates, so that, when the tape is bedded down with
its upper surface about level with that of the said ribs, it is very difficult to lift it
from its seat for the purpose of tampering with it or the conduit, or with any of
the parts contained therein. It is, however, very easily lifted when once raised
slightly from its seat (as it is near the connector) by thrusting a bar below it. Or
it may be raised by getting underneath it at hand holes, provided at suitable points
along the line.
Figures 13 to 18 illustrate the manner of manipulating the tape cover strip at
the points and crossings of the conduit, Figures 13 to 16 showing how the invention
is applied in the case of an ordinary "turn out," and Figures 17 and 18 showing
its application to a "diamond" crossing, all other points or crossings being
modifications or combinations of these two types.
In Figure 13, A A are the track rails arranged as in an ordinary turn out, the
arrows a showing the direction of travel of the "down" vehicles and the arrows a¹
that of the "up" vehicles. The conduit of the turn out opens out from the main
conduit in the well known manner. B 13 are the roof plates of the conduits
and D D D the tapes supported thereon. The tape D of the turn out conduit
and the part D of the main line tape converge and are stopped off short, as at d
at or near the point at which the inner edges of the tapes intersect. The part D'
of the main line tape terminates, as at d, at some distance from the ends of
tapes D D', preferably at or near the point of intersection of the centre lines of the
tapes. The intervening space between the tapes D and D1 and D2 is filled up with
a short junction tape D³ which is hinged at to the tape D', so as to be capable
of turning in a horizontal plane, and at its opposite end it is provided with a
tongue piece d', Figure 16, adapted to fit into a groove in the adjacent end of
either the tape D or D₁, according to the position of the junction tape.
In the normal position of the "points," the Junction tape D³ lies as shown in
Figure 13, so that, as a vehicle comes along the down line, as shown by arrows a,
the connector picks up the tapes D D and D in succession and passes freely into
the turn out portion of the conduit.
In order to draw over the junction tape D³ and place it in alignment with the up
line tape D', there may be employed any suitable arrangement adapted to be
operated by some part moving with the advancing vehicle, before the connector
and forward bearing roller thereon have reached the junction tape D³. To this
end, the said tape may be conveniently operated by one of the fore car wheels as
follows:-
The junction tape D³ is supported at its free end by a frame G, the upper
ends GG of which have a cross section similar to the body portions of the roof
plates B, the latter being cut away, where necessary, to permit of the ends G¹ G¹
hugging the sides of the tape. The frame passes down the sides of the conduit and
below the conductor, both it and the conduit being of such a size that the frame
may be moved upon a guide bed G transversely to the conduit the required
distance without coming into contact with the conductor H. J is a rail or fence
let into the inside of one of the track rails A and projecting a short distance above
the tread of the rail at its forward curved end J. The fence is so shaped and
located that as the "up" vehicle advances, the flange of one of the fore wheels
thereof comes in contact with the fence and thrusts it aside before the connector
and forward bearing roller have reached the end of the tape D', holding it back
until the connector has reached the tape D as hereinafter described. The fence is
mounted upon a pair of vertical arms J2 J2 attached to a horizontal oscillatory
shaft below the roadway. The said shaft carries a depending arm J which is
connected by a link J with the frame G in such manner that, each time the fence
is thrust back by the vehicle wheel, the frame and junction tape are drawn over
and the tongue if of the latter passes out of the groove in the end of the tape D
B

page_text: and into that in the end of the tape D'. The tapes D¹ D³ and D' now form a
continuous cover strip along which the connector may pass unimpeded. After the
connector has passed the junction tape and the vehicle wheel has released the
fence J, the latter, with the frame and tape D' are all returned to their normal
positions by a strong spring J
K is a loose plate or flap, which serves to fill up the gap left at the side of the
junction tape D when the latter is in its normal position. The plate is supported
at its outer edge and at its broad end by the adjacent roof plates 132, which, if
necessary, may be cut away or hent aside to some extent to receive it. The plate
may also rest upon the end of the frame and of an arm (projecting therefrom.
The outer edge of the plate is bevelled off as shown at k, so that, as the junction
tape D is drawn over as before described, the plate rides upwards over the edge of
the roof plate, falling into position again on the return of the tape. It will be
understood that the opposite end of the turn out is provided with a similar arrange-
ment of conduit tape switch.
Figures 17 and 18 show the arrangement of the conduits and tapes at a
"diamond" crossing. is a circular plate, which is mounted upon a frame L',
similar to the frame Gaforesaid, and standing transversely within the conduits at
the intersection thereof. The centre of the plate is formed with a gap L' through
which the connector may pass, the edges of the gap being so shaped as to form a
continuation of the roof plates at each end of it. D' is a short tape section filling
in the gap and supported upon the ledges at each side thereof. The ends of the
section D are provided with tongue pieces d' adapted to fit into grooves in the
converging ends of the tapes D 1, which all hear against the circular plate. The
frame is mounted upon a pivot 12 in such manner that it is capable of being
oscillated about a vertical axis in order to place the tape section D' in alignment
with the main tapes of either of the intersecting conduits. The movement of the
frame in either direction may be effected, in a similar manner to that described
with reference to Figures 13 to 13, by movable fences operated by the approaching
vehicle and connected, by any suitable mechanism, with the frame. It will be seen
that, according to the position of the plate 1. and frame 1, the tape section D*
forms, with the tapes D D or D' D', a continuous cover strip for the conduit of the
track along which the vehicle is advancing, so that the tape is readily picked up,
by the connector at the crossing and again returned to its seat. Lare plates
covering the chamber formed in the roadway at the intersection of the conduits.
The plates are grooved on their inner edge in a similar manner to the tapes D
and D. and the plate 1 is provided with peripheral tongues L' forming continua-
tions of the tongues of the tape section D. By this arrangement, the latter
tongues are always guided into the grooves, and the louse ends of the main tapes
are held down securely in position.
When the track rails are laid upon transverse sleepers A. Figure 19, the side
timbers B of the conduit may be laid upon the sleepers. In situations where a
very large conduit is required, for the collection of dirt or for flushing purposes,
the road pitching may be removed for some distance below the side timbers B Bi
and sleepers AA, as at 13, Figure 19.
In Figures 21 to 31 there are shown several modified arrangements of cover
strips for the conduit, which, though offering certain advantages, are to a great
extent limited in their application to conduits having comparatively narrow
openings, say from inch to 1 inch wide and they mostly occupy much more room,
requiring the road pitching to be cut up; whereas, with the tape form, an
opening of 1 inches and upwards may be obtained, and, consequently, a stronger
connector may be employed and greater facilities of access to the conduit are
afforded.
In Figures 21 and 22, D' is a continuous cover strip (formed of light bars in
connected sections) very similar to the tape D but narrower, and flexible in such
manner that it is capable of being moved, by the passage of the connector, in an
upward and lateral direction, as seen in Figure 22. The strip or bar D³ rests upon

page_text: supporting ledges bb, as before, and the connector passes along one edge of it.
The opposite edge is bevelled off, as at d, and lies in close proximity to a similarly
bevelled part b' on the upper part of the conduit, so that the lateral pressure of the
connector causes the bar to slide upwards, as shown in Figure 22.
In Figures 23 and 24, the bar D' is shown attached to one or more arms do
which, at their lower ends, are hinged or flexibly mounted upon one side of the
conduit and lie normally at such an inclination that the bar is enabled to make the
same upward lateral movement as in the construction shown in Figures 21 and 22.
The sections of the bar may, in this ense, be either connected or disconnected,
and the arms do may be placed at intervals or they may run continuously with the
bar as a thin flat spring plate fixed along one edge, being, to that end, made
sufficiently flexible. Such are able to hear great weight when fixed nearly
vertical. The bar lies normally with its working edge-that is, the edge in
contact with the connector-against the adjacent side of the conduit opening.
In the construction shown in Figures 25 and 25, the bar D' forming the cover
strip, rests at one edge within a recess in one side of the conduit, at a short
distance below the road level, and is adapted to be moved laterally by the pressure
of the connector into a recess, which is formed in the opposite side of the
conduit and within the month of which the opposite edge of the bar lies when at
rest. The bar may be either a continuous flexible bar formed in connected
sections and adapted to be returned into position by its own elasticity, or it may be
formed in more or less rigid and disconnected sections each adapted to be returned
into position by springs placed within the recess, as at 7, Figure 25, or by
flexible arms attached to the bar as in the construction shown in Figures 23
and 24.
In Figure 27, the cover strip is shown formed of a series of flaps D', preferably
disconnected and more or less rigid. The flaps are hinged, as at d upon one side
of the conduit, and lie with their upper portions horizontal and their working
edges resting normally against a ledge on the opposite side of the conduit. The
movement of the connector thrusts the flaps aside so that they take up a position
below the overhanging roof plate B³. The flaps fall back by their own weight
after the passage of the connector, or they may be thrust back by springs as in the
construction shown in Figure 25, or they may be attached to their support by
flexible arms, as in Figure 23, the elasticity of the arms serving to return the flaps
to their normal position.
The flaps D may be hinged at one edge to the upper side of one of the roof
plates of the conduit, as at 2, Figure 28, the opposite edge being supported by the
ledge of the other roof plate. The passage of the connector turns the flap
upwards about its hinge as seen in dotted lines.
Some of the modified constructions above described may be arranged in a duplicate
manner, as seen in Figures 19 and 29 to 31. The counector, passing between the
two bars or flaps, ploughs them open, thrusting them aside and in a more or less
upward direction as seen in Figures 29 and 30.
It will be noticed that, in some of the constructions, such as those shown in
Figures 19 and 24, the flanged portions of the cover strips are bevelled off on the
underside. As the strips are pressed aside by the connector, these bevelled parts
are raised slightly by the flexible arms moving in an arc and move in close
proximity to the adjacent bevelled parts of the conduit. This movement, by
allowing the strip to fit closely down and yet work free, prevents any accumulation
of dirt behind the edges of the cover strips, which would otherwise interfere with
the proper working of the latter. If the aforesaid flanged portions are to be
extended to form a wider cover plate, the requisite lateral flexibility of the cover
strips may be obtained by cutting or notching the flanges transversely, or by
jointing them together at the ends in such manner as to render them sufficiently
flexible in a lateral direction.
Whatever may be the particular form and arrangement of the covering strips,
the same principle underlies all the constructions, namely, that of a movable covering

page_text: device adapted to be ploughed open for a few feet and to close or be closed by the
passing of a vehicle, whereby a connector ranching into the comluit to the power
conductor may travel freely along with the vehicle,
The conduit is prefera' ly cum-tructed in the centre of the permanent way, as in
Figure 1. Or it may be pled on either side of the permanent way, or directly
alongside one of the track rails A, which thus forms one side of the conduit, as seen
in Figures 25, 26 and 32. In the latter case, the wheel of the vehicle may run
either in the rail alongside the conduit opening, C. n in Figure 32, or in the opening
itself, as in Figure 26, the covering strip having been moved aside by the connector
to a suflicient extent to permit of this. The latter arrangement is, however, not
applicable when the "tape" form of cover strip is employed.
The connector E aforesaid is attacked to a stiff base M, which is detachably
mounted upon a larger led Married by a strong framework M attached to the
body or mider frame of the vehicle. The bed Mis provid d on its upper side with
two or more upright stems M² which pass through and work within bearings min
the framework M², and are provided with springs m' in-erted between the upper
side of the framework and pins or collars on the upper ends of the stems. The
springs m² serve to carry the weight of the connector mechanism and tape D, so
that variations in the height of the vehicle from the ground or irregularities in the
track have a minimum eflect up on the position of the connector in the conduit.
The base Mimounted upon the bed M that, although held more or less
rigidly in its upright position, that it moves along steadily with the vehicle, it is
yet capable of being dtchel from the vehicle should any abnormal strain he
put upon it, as, for in taner, in case of a fouling of the connector at the points or
crossings of the comluit, a derailment of the vehicle, or other serious accident. To
this end, the base may be retained in position at it front and rear ends by
clamps M which are pivotel to the heal Mas at and project through the same,
as shown. The clamps are held normally in their upright position by springs m³ which
press upon the flat heads of the clamps, and are of such a strength that they will
only yield when an abnormal strain is put upon the connector in a fore and aft
direction. The base M bears again-t the bed MP, and the connector is held fairly
in line with the conduit by flanges MP which depend from the bed M³ past the sides
of the base M and are provided with the pieces mª which project a short distance
below and bear against the underside of the base, so as to uphold the latter against
the bed. In order to permit of the connector becoming detached should any
abnormal lateral displacement of the vehicle occur, the flanges are pivotted to
the bed M', as at m², and provided, with strong springs in a precisely similar
manner to the clamps M. The flanges form, in fact, spring clamps for the sides of
the base M. The base is allowed a small amount of lateral play as at ², so that
the connector may accommodate itself to any slight irregularities in the conduit or
track rails. As the base M has a broad bearing upon the upper bed M', the con-
nector is held by the clamps in a sufliciently rigid manner to take the points at the
crossings or junctions of the conduit, and is also prevented from rocking or tilting
up when it is detached from the clamps as hereinbefore described.
n
The upright stems FF slide within hearings on strong frames mounted on
the body or under frame of the vehicle. A spring surrounds each stem and
bears against the under side of the bearing in such manner that the bearing roller
is always held in contnet with the tape, despite the rise and fall of the vehicle.
The bearing is cut away as at 7" on the side facing towards the adjacent end of
the vehicle, and the stem F is reduced in diameter below the bearing, as shown,
to such a size us to pass freely through the gap. In the event of an accident, as
above described, the connector E and base M remain in their upright position upou
the track, the tape being raised above the level of the latter, as shown. The
onward movement of the vehicle causes the rearward stem to be pushed upwards
within its bearing, as the ruller F rolls up the elevated tape, so that by the time
the stem has come into contact with the connector base M, the reduced portion of
the stem is lying within the bearing and such contact easily thrusts the stem out of

page_text: the bearing through the gap ƒ³, the stem being thus prevented from injuring the
connector in front of it.
I employ stiff rubber or flexible metallic or other sheeting N, Figures 7 and 33,
travelling with the vehicle in front of the connector and preferably supported upon
and surrounding the bearing stems F. The lower edges of the sheets bear upon the
road-way and act as squeegees for cleaning away mud, etcetera, from the path of the
advancing connector, and preventing it from obtaining access to the conduit through
the gap caused by the elevated tape. I further use canvas or other sheeting N¹
hung at each side of the connector and gap aforesaid to prevent any sparks which
may occur from becoming visible, and thus frightening animals. With the latter
object in view, the lower parts of the vehicle wheels may also be hidden by sheeting
in a similar manner.
The insulators P P, Figures 1, 2, 4 and 34 are fixed in any convenient manner
upon the tie-bars A. They are preferably of a saddle-like form, as shown in
Figure 34, adapted to be dropped into place upon the tie-bars. The shape of the
latter is, if necessary, modified to suit the shape and desired position of the insulators,
but otherwise the tie-bars are not cut or disturbed from their ordinary positions.
Each insulator is provided on its upper side with a groove or recess p to receive the
power conductor H, which is located above the tie-bars directly below the tape D
and as close as practicable to the latter.
When the conduit is laid upon the transverse track sleepers, which run through
the conduit, as seen in Figure 19, the sleepers are not cut or disturbed from their
ordinary positions, but utilised for supporting the insulators, the conductor being
laid above them, as shown. The insulators P1 may, in this instance, be of the
ordinary telegraph cup type, their bolts or shanks p' being screwed into or otherwise
attached to the sides of the sleepers.
In cases where chairs B are employed, as in Figure 4, the insulators P may be
supported upon the webs B³ thereof, as shown. Or, when tie-bars or the like are
not employed, the insulators may be fixed into recesses in the sides of the conduit or
otherwise, the conductor being supported therefrom, in such manner as not to assist
the accumulation of dirt in the conduit or prevent the proper cleansing of the
same.
The conductors H are constructed of iron, copper or any suitable low resistance
metal or alloy and of any suitable shape in cross section. Where applicable, I
prefer to use a thin flat solid flexible tape H*, Figure 344, or a stranded cable H,
(Figures 2, 35, 36, etcetera,) as these, being flexible, are more convenient for carriage
and laying, and they can be employed in long lengths without joints. On short
branch lines or in any cases where working and main conductors need not be used,
a stranded conductor may be mounted in any convenient manzer upon or within the
insulators P P. To prevent the wearing of the strands, however, I prefer to
support the cable by shorter lengths of stiff bars H'H' of any suitable section
mounted upon the insulators in electric contact with the conductor, the said bars and
the contact devices of the connector being so arranged that the latter rub upon the
bars instead of upon the conductor proper. I prefer to make the bars H₁ (which
may be of any hard metal, such as iron, steel or an aluminium alloy) of an inverted
trough or U-section, as shown, and of such a depth and thickness as to impart the
necessary rigidity to the conductor. The bars fit within the recesses in the insula-
tors and form a rigid casing within which the cable is hung or supported at points
intermediate to the insulators by means of straps or pins h, as seen in Figures 35
and 36. The entire conductor is thus rendered as rigid as the solid bar construction,
whilst great facilities are offered for expansion, as the flexibility of the stranded
portion I permits it to expand freely and the various sections of the rigid portion H'
are placed a short distance apart. the joints being conveniently made at the insula-
tors, as in Figure 39. The stranded conductor might be encased in stiff pipes or in
a flexible armoured covering to prevent wear, but the inverted open trough-shape
is preferable, as it presents a flat upper surface to the contacts of the connector, and

page_text: also permits of the conductor being laid before being covered, the conductor merely
fitting loosely within the troughs and being supportel therein as before described.
It will be noted that a conductor, constructed as above described, presents a flat
working surface to the contacts on its upper side through the entire conductor
system. This arrangement is of great advantage at the branchings and crossings
of the conductor, as it thereby avoids the necessity of switches or other complications
at these points, such as are to be found in many systems having a bare conductor
Inid in an underground conduit.
Preferably (as is usual) the working supply conductors are divided into sections,
each tapped on to a supply main, and in such case I use the constructions of con-
ductors before described and shown in Figures 2 and 344, but I insulate the cable
or tape core from the troughing or covering H', as seen at 11 in Figures 34ª, 39
and 40. The covering H' I divide into working line sections hh, to each of which
a conductor 11' tapped on to the core 1 or 1° (which is employal as the main lead)
is joined, after passing through the necessary switch or automatic safety arrange-
ment. Both the conductors Hor II and I are supported in proximity to each
other upon the same insulators PP preferably as before describal. The lead being
supported on the insulators and thus insulated from the earth, a rough insulating
covering of fair mechanical strength is quite suflicient to separate the main from the
outer working conductor, there being rarely any electrical strain between them
except in case of accident, and then only on a short length for a limited time. By
these means I obtain good insulation for the main lead, and this without a costly
insulating covering, and I also obtain a main lead well laid and protected, without
having to make an enlarged or a separate conduit for it.
I
It will be obvious that the conduit shown may be altered or enlarged to carry
two separately mounted conductors H³, as in Figure 43, this being the arrange
ment prefer. The conductors are insulated from each other, one acting as lend
and the other as return circuit, in the manner adopted to avoid disturbance of
neighbouring telephone or other electric circuits, but they may be electrically
connected as duplicate conductors (both having the same polarity). In such cases
or where only one main conductor is used, I make the return circuit through the
wheels, track rails and earth.
Where I employ two insulated conductors, as lend and return-each being con-
structed with an outer sheathing and internal insulated core as before described-
in order to obtain increased safety to passengers and workmen, 1 connect the bed,
wheels, ironwork and machinery of each vehicle connected with the conluctors,
to a central point S in the working circuit of the vehicle. In Figure 43, the
wires SS'S, are supposed to connect the bed, wheels and ironwork with the central
terminal S. The wires S & S counert the connector and bearing stems aforesaid
with said terminal, & the vehicle or motor circuit which is represented in the
diagram by the coils S S is connected to the central terminal S and also to
the two main terminals T and T, which are in electric connection, through the
wires TT, and connector contacts QQ with their respective conductors H H. The
working circuit is electrically divided into two equal parts, so that the electric
potential between either conductor and the central terminal is just one half of the
total working difference of potential between the main conductors. It is thus
impossible for anyone, in case of an accident or undetected faulty insulation, to get
a shock with a greater difference of potential than one half of that in use, as the
central terminal, ironwork and machinery (connected by the wires S' S S'S') are
all "earthed through the wheels and connector, which are respectively in electric
connection with the track rails and conduit ironwork. The above arrangement of
connections in conjunction with proper instruments also provides a ready means of
detecting faults in the circuit, as well as of indicating on which side of the central
connection they are.
I connect the iron framework of the connector E and stems F through the
rollers EF to earth, as herein before described, thus "earthing" through the flexible

page_text: |tape D and conduit ironwork B³ B³.
This latter I "joint” throughout the line,
and connect in places to the track rails. By these means-as the roller E', over
which the flexible tape runs, makes a connection on the under side of the tape which
is always comparatively clean and free from dirt-I am enabled to improve the
connection of the vehicle to earth and decrease the tendency to spark at the wheels.
By this arrangement, I also utilise the metal in the conduit to reduce the resistance
of the earth or return circuit.
In those places where the inflammable nature of the material on the roadway
necessitates extra precaution, I use the inside bearing roller E' as the sole connection
to earth, disconnecting the vehicle wheels and frame from the circuit or constructing
the wheels of an insulating material, such as paper, etcetera.
With light railways where a light bridge rail A, Figure 41, is used, I improve
the earth return circuit by laying the rails over a bare conductor R such as an old
metallic cable which runs throughout the line.
This bare conductor can also be
used with longitudinal metallic sleepers especially of the V form. Or, where
vignole rails A are employed, they may, for a similar purpose, be laid upon a
continuous flat stranded tape R', as seen in Figure 42.
Figure 44 is a diagram showing how I use the foregoing arrangement of connec-
tions within the vehicle to ensure the continuity of the electric supply in the event
of any one of the sections of the working conductors being, from any cause, cut out
of circuit.
H3 H are the two main insulated leads and H' H* H** the_working sections
thereof connected to their respective leads by fusible cut-outs H. A A are the
track rails and B D the conduit ironwork connected through the wheels E² and
connector roller E' and by the wires S' S S S to each of the central terminals S
of the various vehicle circuits and forming earth returns as before described.
TT are, as before, the wires connecting the conductors through their working
conductor sections H H H with each of the central vehicle terminals S S through
the connector contacts and main vehicle terminals.
The working sections H H H and the cut-outs H' of the two conductors are,
by preference, so arranged that they break joint as shown. By this means, even if
two opposite overlapping sections were cut-out, the vehicle would only have to
travel one half the length of a section before reaching a "live" section on one or
other of the conductors. Or, if only one conductor is provided with working
sections, or (as is generally the case) only one section is cut-out at a time, then the
vehicle is (in the event of a cut-out) always in connection with a "live" section on
one or other of the conductors. This arrangement is utilised as follows:-
In the event of a section E being cut out, as at 2, the circuit of a vehicle Z in
connection therewith is completed from the opposite "live" section H³, through
one half the vehicle working circuit, and through the central terminal S, and the
wires S S S and S' to the earth" returns A A. and B D as shown by the
arrows. From this earth connection, the current passes to the other vehicles Z¹
working on the line and through one half of their working circuits to the opposite
conductor H from which it started, thus propelling the vehicle Z with one half
the full potential until it arrives at a "live" section H** on the "cut-out
conductor.
11
Figure 45 shows how the above described arrangement of connections may be
employed for the purpose of utilising the momentum now lost in braking the
vehicles. Within each vehicle, a suitable switch is provided, whereby, when it is
desired to brake the vehicle, one of the vehicle main terminals T¹ is connected
(as shown in the right hand side of the figure) to the earth circuit B D instead
of the central terminal S being connected thereto. The vehicle motor is thus
connected as a dynamo to the earth circuit and has an opposing potential only
half of that previously driving it, against which it is able to generate a current,
which, travelling along the earth circuit, assists to drive other vehicles on the line
by driving a current through one half of their circuits, from their central connections
to that conductor on which the vehicle being braked is connected.

page_text: 68
'
The motor on the vehicle brake" is thus neting as a dynamo, obtaining the
power from the momentum of the vehicle, or from th power generated by the
vehicle descending an incline. The current generated by the motor retoris its
motion, an the energy of the vehiele, is thus given up to it awl trin formal into
electrical energy which is transmitted along the line.
The vehicles are preferably arranged so that, when being brakel, they are not
all connected between the same conductor and the earth eirenit, but divided no
equally as practicable, some on one side and some on the other.
To still further balance this return power and also obtain the increased safety
and continuity of current supply before mentioned, connect the middle or earth
return circuit to current balancing and regulating mechanism situated along the
line in convenient places or at the generating station. Or I connect it to a central
point in the generating plant, in similar ways to those used when economising
mains with multiple wire systems for distribution, in which case the central
terminal need not be permanently connected to the earth circuit, but only when
required, or it can be dispensed with altogether, as the required safety is obtained
at the generating plant. When a line section is cut out, continuity of supply
can be obtained by connecting the opposite main terminal to the earth circuit
as when braking. That connection may be further used when starting the vehicles,
to supply half the ordinary difference of potential until the vehicle has acquired
speed.
That part of the connector which travels in contact with the conductor or
conductors may be designed in any convenient manner. I prefer, however, to
employ two rubbing contrets QQ, Figures 7, 38 and 46, on each conductor, the
contacts being placed a short distance apart, so as to bridge over any short gap
which may occur in the conductor-as, for example, at the adjoining ends of the
sections hereinafter described, or at the crossings or branchings of the conductor-
and thus prevent the circuit being broken at such points.
The contacts Q Q are mounted upon a saddle piece Q' extending along the
conduit below the tape D and firmly secured, as at 7, Figures 8 and 37, to the
lower end of the connector. The saddle piece is provided with a central opening y',
Figure 37, through which the upper part of the bearing roller E' projects to
support the tape.
It is preferable to mount the contacts in an insulated and flexible manner
upon the saddle piece Q, and, to this end, they may be attached to insulating
blocks each attached at its centre to a bent spring 7, Figures 7, and 38,
which is secured at one end, as at, to the saddle piece, and, at the other end
is capable of working freely within a lug g on the underside of said piece.
Each of the contacts is connected through a cut-out q" with a separate insulated
cable, which is led into the vehicle, and is there connected to an automatic
switch or to a fusible cut-out 10, Figure 46, or preferably to both, as shown
and as hereinafter described. Each cable may conveniently pass from the top of
the contact through the insulation block 72, as seen in Figure 38, to one of the
depending arms of the connector, as at 77, thence up the edge of said arm, as shown
in Figure 8, and through the base M and bed M' into the vehicle. The cables q
may be jointed between the base M. and hed M³, ns at 7, Figure 8, with any well
known and suitable rubbing contact device, which will permit the disengagement
of the bed and base, as hereinbefore described, without rupturing the cables.
The safety cut-outs or equivalent automatic arrangements q, Figure 38, 1
insert into the circuit between each contact piece and the end of the connecting
cable; to prevent, as far as possible, any accident to the connector, even within
the conduit or any injury to the connecting cables causing a section of the line to
be cut-out, as I construct these to "blow out or break the circuit before the line
section cut-out is effected.
"
Figure 46 shows the arrangement for preventing a cut-out section from becoming
a source of danger to an adjoining "live" section. Its object and operation may
be explained as follows:-

page_text: Supposing a vehicle to be just passing from a working conductor section H*,
having a bad fault 3, and being already "cut-out" of circuit, to the adjoining
section, which, being in order, is in circuit, it is evident, if the two contacts QQ
of the connector were directly connected together, a large current would pass, as
shown by the arrows, from the contact on the "live" section to that on the
cut-out," and hence to the fault thereon. This would cause the "live"
section H to be cut out by its finse, or automatic arrangement H. I therefore
bring the cables 7 from each contact to fusible cut-outs 70 within the vehicle or
to an automatic switch therein through the contacts and around the maguet or
The
magnets of which the cables each pass before being joined together.
switch cut-out may be an ordinary magnetic cut-out operating with an excess of
current, or it may be any known type of cut-out such as is employed for charging
accumulators and operating with a reversal of the current. Or a combination of
these devices may be employed. Should an abnormal current attempt to flow
from one of the contacts Q Q to the other, the fuses "blow out" and prevent it,
or, it is evident, if an ordinary switch cut-out were used, the cables from the
switch contacts would be wound round the magnets in opposite directions, thus
neutralising each other under normal conditions. In case, however, of accident,
their currents are also opposite, blowing up one and down the other, as shown in
Figure 46, and, their magnetic efforts being united, operate the switch, which
would thus disconnect both contacts from the vehicle circuit, and from each other
at the points 10 before the "live" section cut-out H* can be affected, and render
"carthed
it impossible for any injury to be caused by the contacts QQ being
on a faulty conductor section. A single fuse at 71º, or the breaking of the con-
nection to one contact only, would answer the purpose of saving the adjoining
sections, but it is preferable to disconnect both contacts.
"
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 :-
1. In an electric railway or tramway having a power conduit with an opening
throughout its length as described and having an insulated connection between the
power conductor in the conduit and one or more of the vehicles, a closing or
covering device for the said opening, adapted to be opened, as the said connection
travels along with its vehicle, to permit of the passage of the connection into and
along the conduit, but adapted to close or be closed in the rear of said connection,
substantially as described.
2. In a tramway or railway having a power conduit with opening throughout its
length as described, the employment of flexible strips or tapes of metal or other
suitable material as a closing or covering device for the said opening, substantially
as and for the purposes described.
3. In an electric railway or tramway having a power conduit as described, the
utilization of the permanent way tie-bars as a means of supporting the conductor
or conductors within the conduit, substantially as described.
4. In an electric railway or tramway, the combination, with a continuous flexible
conductor, of a series of lengths of stiff troughing protecting and supporting said
continuous conductor, electrically connected therewith either throughout their length
or at intervals and forming a durable working surface for the connector contacts,
substantially as described.
5. In an electric tramway or railway having sectional working conductors fed
from a main lead, the supporting of the main lead in proximity to, and upon the
same insulators as, the working conductor, substantially as herein described.
6. In an electric railway or tramway of the kind described, the connecting of the
vehicle working circuit with that part of the vehicle connector which works
against the conduit or its cover strip, whereby a clean earth return through the
conduit is obtained, substantially as described.
7. In an electric tramway or railway, the laying of the permanent way or track
C

page_text: rails upon and in direct electric contact with a continuous bare conductor, substan-
tially as and for the purpose described.
8. In an electric railway or tramway having two insulated lead and return
conductors, the method of arranging and connecting the vehicle motor circuit which
consists in dividing said cirenit into two parts in such manner that the differences
of electric potential between the dividing point and each of the main conductors
shall be approximately equal, connecting the ironwork and machinery of the vehicle
to said dividing or central point, and connecting the earth to a point in the
generating circuit, or to the said central point in the vehicle motor circuit, or to
hoth, substantially as and for the purposes described.
9. In an electric railway or tramway having two insulated conductors as
described, the employment of a third conductor as an auxiliary supply line in case
of nccident to either of the main conductors, as a low pressure main for starting
or regulating the speed of the vehicle or vehicles, and as a lead to conduct the
current generated by any one of the vehicle motors to the motors of other vehicles
upon the line thus economising the electric energy when braking or stopping the
vehicle, substantially as described.
10. In an electric tramway or railway having two insulated conductors and a
third conductor as described, the connecting of said third conductor to a point
situated centrally in an electrical sense, in the motor circuit of each vehicle,
whereby each of the said circuits is utilized as a current balancing device, substan-
tially as described.
11. In an electric railway or tramway having working conductors divided into
sections as described, the employment of two or more conductor contacts placed a
suitable distance apart as described, and connected to the vehicle motor circuit by
two or more insulated cables provided with cut-outs or other suitable safety
arrangements, whereby the gaps between the said conductor sections may be
aafely bridged over without breaking the circuit, substantially as described.
Dated this 3rd day of July 1891.
WM. P. THOMPSON & Co.,
Of Liverpool, Manchester, Nottingham, and London,
Agents for the Applicant.