Improvements in Electric Railways.
Year: 1895

page_text: COMPLETE SPECIFICATION.
Improvements in Electric Railways.
I, JOHN HENRY GUEST, of 535 Massachusetts Avenue, Boston, Massachusetts,
United States of America, 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 :-
This invention relates to electric railways wherein the working conductor from
which the car takes up current is divided into sections which are insulated from
one another and from the source of power current, and are provided with
antomatic switches that are actuated to close the connection with the source as
the car enters a section and open it when the car leaves the section.
One part of the invention relates to the construction of a sealed conduit
containing automatic switch-boxes the switches of which are provided with
operating devices actuated by a magnet on the car or vehicle and consists, among
other things, in mounting the sections of contact rail or working conductor_upon
the upper or outer edge of the side of the conduit so that they will be well and
firmly supported.
The invention consists also of a longitudinal supporting frame or stringer
running through the conduit for supporting or stiffening the centre of the cover
and provided with connection studs or points for attachment of the wires which
interconnect the switches in the various switch-boxes mounted within said conduit.
Another part of the invention consists in the combination with an armature
in the conduit actuated by a magnet on the car to establish initial contact, of
a switch magnet energized by said initial contact, and a switch actuated by said
magnet but mechanically independent of the armature for closing the connection
between a section of working conductor and the supply wire or source.
Other improvements in the automatic switch will be more particularly hereinafter
described, and then specified in the claims.
The invention consists further in providing the trolley or collector wheel with
a flange by which it makes a rubbing or side contact with the working rail or
conductor, applying to the said wheel a spring or other device tending to move
or press it sidewise so as to cause the flange to bear sidewise against the rail,
and in assisting the rotation of the trolley wheel by means of a driving wheel
connected therewith and running, preferably, on a surface independent of the
trolley rail or working conductor. This driving wheel is preferably mounted on
the same axial line with the trolley wheel but might be otherwise mounted and
connected with the trolley without departing from the invention. The driving
wheel compels the wheel to rotate which it might otherwise fail to do owing to
the friction by the side contact made by its flange. Other details in the con-
struction and mounting of the trolley will be described and then more particularly
specified in the claims.
In the accompanying drawings
:-
Fig. 1, is a cross section through a conduit constructed in accordance with the
invention, and containing the boxes for the automatic magnetic switches.
Fig. 2, is a general plan of the conduit with the cover broken away to show a
switch-box.
Fig. 3, is a longitudinal vertical section of a portion of the conduit showing one
of the switch-boxes at one side thereof.
Fig. 4, shows in side elevation the trolley or collector and the manner of
supporting the same.

page_text: Fig. 5, is a plan of said trolley or collector, parts being shown in section to
better illustrate the construction.
Fig. 6, is a general diagrain of the connection of switches and sections of working
conductor for a portion of the road.
Figs. 64 and 6B, are similar diagrams showing modifications in the arrangement
of circuits and switches.
Fig. 7, is a diagram showing the circuits on the car or vehicle.
Figs. 7 and 7, show modifications in the arrangement of said circuits.
Fig. 8, illustrates diagrammatically, the proper relative disposition of the
operating magnet on the car, the trolley wheels or collectors and the sections of
working conductor.
Fig. 9, shows a modification in the contact for the automatic switch.
Fig. 10, is a view of the switch-box with its magnet shown partially in section
to disclose the additional switch contacts.
Fig. 11, is a vertical transverse section of the truck shown in Fig. 4.
Figs. 12, 13, 14 and 15, illustrate modifications in detail.
The conduit which contains the automatic switch-boxes is made of any suitable
material but for cheapness it is preferable to employ wood properly treated to
resist moisture and decay. When made of wood two longitudinal stringers A, A,
are preferably used to form the sides of the conduit and are properly bolted or
secured to the railway ties or sleepers B. The bottom of the conduit is formed of
plank which fills in the space between stringers A, and at its edges where it joins
the stringers makes a good water-tight joint. Any suitable means for making the
bottom water tight might be employed.
The sections of working conductor indicated at W, W', are formed of suitable
rails adapted for a flange trolley or collecting wheel to be presently described.
These sections of working conductor are employed in two sets forming respectively
the positive and negative sides of the system, and the two sides are normally
insulated from one another and from the supply wires or conductors indicated
at C, C, but as the car progresses are automatically connected to said conductors
by the switches and are disconnected therefrom when the trolley wheel leaves the
section of rail. The rails W, W', are bolted down upon the top of the stringers,
as clearly shown. The stringers afford a rigid and firm foundation for the rails.
E, is the cover plate of the conduit. This cover plate fills the space between
the rails W, W1, at opposite edges of the conduit and is preferably held at the
edges by the overhanging edge of the rail which at the inside is undercut, as shown,
and forms at the bottom a shoulder or seat for the edge of the plank or cover E.
This cover may be also made of wood properly treated to resist moisture and
decay and in practice need be no more than from nine to twelve inches wide. To
afford additional support for the cover a longitudinal stringer or frame A*, is
provided which runs through the conduit resting upon the bottom thereof, as
indicated, and at its top receives the central portion of the cover which latter
may, if desired, be bolted to said central support. This central support also
carries suitable blocks, studs or bolts of conducting material preferably extending
through and projecting from opposite sides thereof and affording a means whereby
the desired interconnection of the switch circuits and sections of working conductor
may be made as will be presently described. This central support A³, may be also
formed of wood.
D, D', indicate the switch-boxes containing the automatic magnetic switches.
Those for the positive side of the system are indicated by the letter D, and those
for the negative or opposite side by the letter D'. The switches in boxes D,
establish the connections between the leading or main power wire C, and the
sections of working conductor wo, while the switches in boxes D', perform a similar
office for the sections w¹, by connecting them with the return power wire C.
Suitable packing or cement may be applied at the edges of the cover E, to seal the
conduit more effectually. The boxes D, D', are preferably of metal, such as iron,
and are fastened in position against the inside of the stringers A, A, immediately

page_text: beneath the cover E. For this purpose the boxes may be provided with the
lugs d, through which the fastening bolts pass. The boxes are themselves of
metal and are conveniently employed as a part of the circuit or connection for the
power current passing from the switch to the working conductor w, w. The
connection between the box and the rail is in such case made by a wire indicated
at 5, which at one end is soldered or attached to the lug d, and at its other end to
the rail w, or w¹.
The cover of each switch-box is preferably made of aluminium although any
other non-magnetic material will be satisfactory. A suitable gasket is placed
between it and the edge of the box to ensure a tight joint (see Figs. 12 and 14).
Such material is employed in order that the magnet carried by the vehicle may
operate without interference upon an armature of the switch apparatus within the
box D. To assist this action as far as possible the box is supported with its.cover
against the underside of the cover E, thus bringing the armature as near as
possible to the upper surface of the cover E, over which the operating magnet
indicated at M, moves.
The leading and return power conductors C, C¹, are supported on hooks or
brackets on the inner side of the sides of the conduit as clearly shown in cross
section.
The connections for the switches and coils in the switch-boxes D,'D', are made by
the wires 1, 2, 3, 4, which may be carried out through an opening in the end of the box
in which opening proper sealing material is preferably applied to prevent entrance
of moisture at this point.
As will be obvious the manner of constructing the conduit and supporting the boxes
and contact rails or conductors hereinbefore described, may be used with any con-
struction of automatic switches within the boxes D, D'. I prefer, however, .to
employ a switch constructed as will be now described.
F, is an armature of soft iron supported immediately beneath the cover of the
switch-box and adapted to be raised against said cover or against a stop in connection
with the body of the case or box D, or D', by the influence of a magnet on the car,
thus establishing an initial contact or connection with the trolley rail or working
conductor to which the box is joined and thereby energizing an electro-magnet
the coils of which, indicated at a, are in the circuit thus established. Said electro-
magnet by operating on its core or armature actuates a switch mechanically
independent of F, and establishes and holds a connection independent of that
established by F, through which the power current may flow to the working
conductor. The armature switch F, is pivoted in a suitable support f, of metal
which is attached to or carried by a metal tube f', that in turn is supported
in blocks of insulation F₁, resting on the bottom of the box D. These blocks
of insulation form the heads of the magnet coil a, as well as the magnet
coil b, the latter being a resetting magnet coil which opens the switch that is
closed by the action of a, and at the same time pulls down the armature
switch F, by positive action, in case, it should tend to remain in circuit closing.
position.
01*
H, is the core for the electro-magnet or magnets whose coils are indicated at a, b.
This core slides within the metal tube f¹, and moving therein keeps the interior
surface bright and forms good electrical connection between the core and tube.
The switch that establishes the connection for the power current when the coil.a, is
brought into action, is formed by a stud or contact piece g, on the end of the.core
and by a suitable socket or contact y',,mounted in one end of the tube f¹, but
normally insulated therefrom. The contact g, is preferably a spring contact
formed, by the split end of a tube or cylinder g³, which in turn passes through, a
stopper or sleeve of insulation 9, fixed in the open end of tube . The opposite
end of the tube or rod g, abuts solidly against one end of the case D,. or is fastened
thereto in any desired way to form a good electrical connection.
As will be seen if the tube.", be in connection through suitable wires or conductors
with the power circuit wire C, or C, then, when the core is drawn to establish the

page_text: contact at g, g³, connection will be established through the case D, and wire 5, with
the contact rail.
The coils a, are wound over the tube f', and supported thereon between
blocks F. The coils b, are similarly supported on the opposite end of the tube.
The latter coils operate on the core H, in a direction to open circuit at g, g
The end of the tube upon which the coils b, are wound is preferably sealed
or closed by a stopper or other means, as indicated, to prevent the entrance of
moisture.
The armature F, is restored to position to open circuit by means of an arm f³,
which extends down into a slot or recess in the core H, as clearly shown. The
width of this slot is such as to allow considerable play of the core H, without
striking the arm f³. The coils b, the terminals of which are indicated at 3, 4, are
connected by suitable wires or conductors with the switch of another section of
working conductor and in such manner that when the latter switch closes circuit it
will establish a connection through coil b, thereby drawing the core H, to the right
opening the connection for its own section of working conductor and at the same
time positively moving the armature F, downward. The one terminal of the coil a,
connects with the power wire C, and its other terminal connects with the tube f¹,
through the metal support f, fastened to the said tube. A continuation 2, of
said terminal is joined to the coil b, in another box to the rear of the one in
question.
The terminals 1, 2, 3, 4, are carried to the connecting rods P, Q, R, S, which
are inounted in groups in the central support A', with the conduit and near each
switch-box, as clearly indicated in the diagram and in the plan view. The
connection rods or studs Q, R, are inter-connected for the purpose of bringing the
circuit of a coil b, in one box to and through the switch and working conductor of
another box, as will be seen more plainly by the diagram, and as will be now
described.
The sections of working conductor W, W₁, break joint, as indicated, or alternate
in position so that the break between sections W', W', is opposite the centre of the
sections W. Each connection rod P, to which the terminal 1, of any switch
magnet coil a, runs is joined by a tap wire 6, with the main power wire C or C',
and each terminal 2, is joined to a rod or connection bar Q, which, by_a
suitable wire running through the conduit is placed in connection with a bar R,
at another switch, to which bar R, a terminal 3, of the coil b, at the other
switch is joined. The opposite terminal 4, of the coil, is joined to a bar S,
which by a connecting wire 10, is placed in connection with a bar P, joined by
the tap wire 6, with the main wire or power circuit C¹, on the opposite side
of the system.
The manner or system of connection will be understood by taking a particular
case on the diagram Fig. 6, where the arrow shows the direction in which the car
moves over the sections. Thus, for instance, taking the switch for any section on
the opposite side of the system, the terminal 1, connects by the wire 6, with the
positive conductor C, being joined to the bar P, to which the wire 6, attached.
The terminal 2, connects with the bar or rod Q, and from the latter a wire runs
through the conduit rearwardly to the rod R, near the switch for a section two
sections to the rear and on the opposite or negative side of the system. At the
latter, one terminal 3, of a coil b, is connected to said bar R, and its opposite
terminal 4, to a bar or rod S, which in turn is in direct connection with a bar P,
that is joined by wire 6, to the positive main conductor C. A similar connection
for the terminal 2, of the coils a, on the negative side of the system exists. Each
terminal 2, is joined to a rod Q, and the latter is joined by a wire running through
the conduit with the rod R, for the coil b, in a switch of the section on the positive
side of the system two sections to the rear. The terminal 4, of the latter switch is
joined to a rod S, at that switch which by a connection 10, is joined to a rod P,
and thence by a tap 6, with the conductor C, on the negative side of the system.
When, therefore, any switch is connected with its section of working conductor,

page_text: current may flow to or from said section according as it is on the positive or
negative side of the system not only by a wire 1, and coil a, at said switch, but
also by wire 2, at said switch, thence by a bar Q, longitudinal connecting wire,
a bar R, at the section two sections removed to the rear and on the opposite side
of the system by coil b, at the latter section, bar S, wire 10, the bar P, and
by tap 6, to the same power wire as that to which the wire 1, is joined. The effect
of the current in each coil b, is to open the switch at the corresponding section
and in each coil a, is to close and keep closed said switch as before explained.
The armatures F, are operated upon by electro-magnets M, preferably of the
horse-shoe form, having each pole wide enough to embrace the switch-boxes at
both sides of the system and having one pole in advance of the other so that on
reaching any armature on either side, said armature will be subjected to the action of
both poles. The relative position of the magnet to the sections of working conductor
and to the trolley wheels I, I', for the two sides respectively of the system, is indicated
in Fig. 8. The magnet may, however, be arranged as indicated in Fig. 7B, so that
one pole is over one line of switches and the other pole over the other line of
switches. When the magnet reaches position to act on the armature of any section,
the trolley wheel I, on the same side of the system should be in position where it
will bridge the connection between such section and the next section to the rear
on the same side, that is to say, the section which is active and which it is about to
leave. This bridging may be obtained by the use of any desired form of trolley or
collector as I, I, Figs. 4, 5 and 11, or, if desired, a pair of trolleys may be used
for each side of the system as indicated at 12, 13, in Figs. 6 and 7B. Under this
condition when the magnet M, draws up the armature F, it will establish a
connection as follows; (see Figs. 2, 3 and 6):-From wire C, to a bar P, by
connection 6, wire 1, coil a, support for armature F, box D, section W, trolley f,
motor circuit on the vehicle, the trolley I, on the opposite side, rail W¹, on which
the latter trolley bears and which has already been made active by.the operation of
the magnet, box D₁, switch g, g¹, tube f', core H, coil a, conductor 1, wire 6, and
to the return C¹. By the action of coil a, energized as first described with reference
to section W, on the positive side the core H, will be drawn along so as to establish
the connection g, g', through which now the power current will flow in shunt with
the armature F, so that should F, be taken from its connection with the box the
power circuit would not be interrupted. The circuit first established by F, would
also, momentarily, include the connection to be now described and over which a
part of the current flows after the establishment of connection at g, g¹. This
circuit or connection is from the conductor C, through the wire 6, at the second
section to the rear on the same side of the system by rod P, wire 10, rod S, at the
first section to the rear on the opposite side, coil b, by wire 4, terminal 3, rod R,
and thence forward to the rod Q, to which the terminal 2, of the coil a, at the
switch just energized is connected. By this means it will be seen that the section W',
at the rear is thrown out of action. When the car moves from the section W, the
operation of which switch has been just described, onto the next section W¹, then
the section W, on the positive side one section back will be thrown out of circuit in
a similar way. Each switch remains closed by the action of current in its coil a,
until the car has progressed far enough to cause the magnet to operate on the
switch F, in the box of the section on the opposite side of the system one-half
section in advance as may be seen by following out the connections in detail. When
such point is reached the switch is thrown out of action by the operation of its
coil b. The switch retains its position until the coil b, energized owing to the
fact that the core works in a horizontal line and unless moved by some external
force will retain the position into which it is thrown by the action of the coil a.
It will be seen that the operation of the switch involves practically the closing of
an initial circuit by the armature F, to initially energize coil a, which thereupon
operates as a magnet coil to actuate a switch mechanically independent of F, thereby
establishing the power circuit or connection for the corresponding section of working
conductor and holding it established. Under this condition it is apparent that the

page_text: armature F, requires to be only momentarily lifted and it may drop back
immediately without disturbing the operation or breaking the connection.
To insure the return of the switch F, to normal position, it may be provided with
the arm as described which is engaged by the core H, when the main switch g, g',
is opened. The use, however, of this arm is discretionary with the constructor and
.is. not essential to the principles of the invention.
The main office of the coil b, is to open the circuit established by the action of the
-coil a.
While the action of the coil a, is ordinarily sufficient to hold the switch g, g',
firmly closed, in some instances still further good contact or connection at this point
may be insured by allowing the flat end of the core H, to abut against a piece of
soft irou as indicated in the modification Fig. 9, where it will be held by the
attraction between the two pieces in contact, but ordinarily the device already
described will be found sufficient.
In the modification shown in Fig. 6ª, there are two independent series of switches
one along each line of working conductor and each switch is provided with two
resetting coils b', 63, in the place of the one, already described. Each of these
coils has one end directly connected to the feeder while the other end of 6', extends
to the second switch to the front and the other end of 13, extends to the second
switch to the rear where they connect respectively to the armatures of said switches.
By this arrangement upon the attraction of any armature by the car magnet circuit
is closed as before described from the feeder over branch 1, through the coil a, to
the working conductor. At the same time circuit is closed over branch 2, for coil b',
two sections to the rear and for coil 63, two sections to the front, thereby resetting
the switch at the former and insuring the inactivity of the switch at the latter.
. Instead of using switches along both lines of working conductors as just described
they may obviously be located along one line only and the other line directly
connected to the feeder as indicated in Fig. 6B, but to lessen leakage and danger it
is preferable to use switches along both lines.
The magnet M, preferably, has its coils included in series circuit with the motor
as indicated in the diagrams Figs. 7, 7 and 78. In Fig. 7, the speed controller for
the motor is typified by an arm 20, moving over the series of contacts 21. When
the motor circuit is opened, however, the magnet M, would ordinarily be thrown
out of action to prevent which supplemental contact 22, is provided which may be
engaged by the controller arm 20, and thereby establish a branch connection to the
magnet M, as clearly illustrated in the diagram. In this branch a resistance R',
(omitted from Fig. 7B,) is provided which prevents excessive current in the magnet M,
when the motor is not running, so as, by its counter electro-motive force or by the
resistance controlled by 20, to cut down the current.
In Fig. 74, an additional feature is shown by which on failure of power current
a supplemental generator as a storage battery S, B, may be automatically switched
into circuit with the magnet M. This is provided for by locating a magnet as x, in
the main circuit of the car magnet which so long as the power current is on shall
hold up
its armature, thereby making a break in the branch circuit containing the
storage battery. When magnet, is de-energized its armature drops and closes
said branch circuit allowing the storage battery to supply current to,magnet M, and
to the motor. The motor may at any time be shunted by switch 20. The
interruption of the power current may be signalled in any suitable manner and in
means illustrated a bell hammer is attached to the armature of magneta, which, as
the armature falls will strike a bell indicated at z.
The trolley wheels I, I', are each provided with a flange indicated at 25, which
bears against the shoulder of the contact rail, as shown, and is pressed against the
same by springs or other devices indicated at 26, which springs may be attached to
any part of the car or truck and pressed against the hubs of the wheels. The
wheels themselves have their hubs sleeved upon the ends of a shaft 27,, and are
insulated from one another by the interposed insulation 28, forming the central
section of the shaft. On this central section is fixed a wheel 29, having a rather
wide tread which is adapted to move over the cover of the conduit and by friction

page_text: therewith positively turn the wheels 1, 1¹. The shaft 27, is turned by the wheel 29,
and the wheels I, II, are operated through arms 31, engaged by studs or pins 39.
carried by the shaft. The shaft and wheel 29, are mounted in the bearings 32,
which are supported in the end of an arm 33, in turn loosely sleeved at 34, upon the
car axle 35. The sleeve 34, is adapted to slide on the axle but is limited in its
sliding movement by the collars 36. This device provides for the turning of curves.
The driving wheel 29, causes the wheels I, I', to constantly rotate although they
are pressed with considerable force by their flanges 25, against the side of the
contact rails. This side or flange contact also insures the preservation of connection
with the contact rail although the trolley wheels may have considerable vertical
vibration. The weight of the trolley wheels and arm 33, is ordinarily sufficient to
preserve good connection, but if desired springs may be employed for pressing the
parts down.
The springs 26, though they may be otherwise mounted, are preferably mounted
as shown in Figs. 4 and 5, wherein they are bolted to block of insulation 37, secured
upon the sides of arm 33. From these springs, suitable flexible conductors, as 38,
may be led to the car motor.
Instead of constructing the cover plate E, wholly of wood it may, as shown in
Fig. 15, consist of a layer of wood e, covered and protected by a layer of cement
or asphalt el.
As a means of obtaining access to the switch-boxes suitable openings may be
made in the cover plate E, over said boxes and these openings closed by removable
plates of iron y, secured in place by suitable screws or bolts p. These plates y
are separated from the rails w, w, by a suitable thickness of the planking or
asphalt to insulate them therefrom and are divided transversely by a strip of
non-magnetic material J, such as brass. This division is for the purpose of
obtaining a better action by the train magnet M, upon the armatures F, its
magnetism which would otherwise be shunted in the plate if it were continuous
will be prevented from so doing by said strip J, and will descend in greater force
to the armature F. This descent is also assisted by the lugs or projections m,
formed upon the underside of plates y. The space n, hetween the covers of
boxes D, and the plates y, may be filled in with gravel or cement as desired.
The core of train magnet M, is preferably made of magnetic steel so that
it will be a permanent magnet, and the coils thereon will always keep it
saturated.
The invention is not limited to a driving wheel mounted to run upon a surface
independent of that on which the trolley wheel runs, nor to any particular means
for communicating the movement of the driving wheel to the trolley wheel.
It will be observed that, in the principal system herein before described, when
the car reaches a section of working conductor and the switch thereof is closed,
the section of working conductor next in the rear is not at such time disconnected
automatically but is retained in connection until the car has progressed to another
section which in the present case is the next section on the opposite side of the
system. The object of thus deferring the time when the section shall be thrown
out of circuit is to obviate the possibility of sparking at the switch within the box,
which sparking would obviously take place if it were attempted to open the switch
while the trolley or collector bears upon the corresponding section of working
conductor. This plan shortens to some extent the length of individual sections
which it is possible to use without at any time having a live section extend beyond
the space protected by the car. The length of sections which may be used is made
somewhat greater, however, by alternating and cross connecting the sections of the
two sides as described so that as the car establishes connection by the switch of
one section, a section on the opposite side instead of the same side of the system
shall be thrown out of circuit and while in the system as at first proposed it is
necessary to employ three sections of rail to the space covered or protected by the
car, or space within which sections may be alive without possibility of persons or
auimals touching a live section, by thus cross connecting the two sides of the

page_text: system it becomes necessary to use but two and half rail lengths for the same space*
as will be seen by following the action of the apparatus.
When, however, the system is one like that herein described wherein insulated
mains and insulated sections of working conductor are employed for both the
positive and negative side of the system, it may be deemed in some cases sufficient
if the sections are switched out of circuit soon enough to leave at no time both
sides exposed and alive; since, if the section at one side only be alive, no circuit
can be formed with an exposed conductor on the opposite side unless the latter be
also connected by its switch to the power circuit. In this case it becomes feasible
to use but one and one half lengths of working conductor to the danger space
which is guarded by the car as will be seen by examination of the system.
Although there may be now at times as much as one half rail length of connected
working conductor exposed either ahead or behind the car it will be found that in
all cases the opposite conductor is at such time disconnected from its insulated
power wire.
The invention is not limited to any particular construction of electro-magnets
for operating upon the switches though it is preferable to employ solenoid magnets,
nor is it limited to any particular construction or form of the switch contacts since,
as will be obvious, it is not necessary that the switch contact should be formed
upon or attached to the core itself. Other modifications in the details of the
devices and the manner of making the circuits will readily suggest themselves to
electricians.
Having thus particularly described and ascertained the nature of the inven
tion and in what manner the same is to be performed, I declare that what I
claim is
1. In an electric railway system, the combination substantially as described, of
a closed conduit having surface or contact conductors normally disconnected from
the sources of working or power current, magnetizable circuit closers within said
conduit, and electro-magnetic switches controlled by the same for connecting the
surface conductor with the source of working or power current.
2. The combination with a magnet on the car and an armature therefor on the
permanent way for closing the switch for one section, of a resetting magnet on the
permanent way for opening the switch, energized by current flowing to another
section when the car reaches the latter.
3. The combination with each section of working conductor, of resetting circuits
closed therethrough to sections both to the front and rear of said section and
including at each such section the coils of an unsetting electro-magnet.
4. In an electric railway system, the combination with the magnet on the car, of
an armature therefor, a switch connected to said armature for closing the connection
for a section of working conductor, and a solenoid magnet also connected to said
switch, and having its core arranged to work in a horizontal line, said solenoid
having a coil in a circuit completed when the switch is closed, as and for the
púrpose described.
5. In an electric railway system, the combination with a magnet on a car, of an
armature on the road-bed actuated thereby to close a switch in a connection between
a section of working conductor and the source of power current, and an electro-
magnet located in said section and acting when energized to maintain said connection
in closed-circuit condition either through said initial switch or through an auxiliary
switch, substantially as set forth.
6. In an electric railway, the combination, substantially as described, of a conduit
the sides of which are formed of insulating material, contact rails divided into
sections and supported upon the sides of the conduit at their upper edge, said
contact rails being normally insulated from the power circuit and forming at
opposite sides of the conduit opposite poles or terminals of the system, and
automatic switch-boxes within said conduit for connecting and disconnecting said
rails from the main leading and return wires, as and for the purpose described.

page_text: 7. The combination, substantially as described, with the conduit having the
automatic switch-boxes mounted within it, of the longitudinal support for the
cover of said conduit, and studs or rods mounted in said support forming means for
attachment of the switch terminals and for inter-connecting the terminals of
different switch-boxes.
8. The combination with the two lines of sectional working conductor forming
the positive and negative sides of the system and switcbes for connecting the same
with the power circuits or conductors, of resetting electro-magnets operating on
said switches to open the connections, the coils of the resetting magnets for
one side being in the connections of the sections of working conductor for the
other side.
9. The combination with the two lines of working conductor forming plus and
minus sides of the system and the switches therefor, of resetting coils for the
switches of each side controlled over the circuits of the sections on the other side.
10. The combination with a working conductor, of a trolley or collector wheel
making frictional or rubbing contact therewith, an independent driving trolley
wheel running on a surface independent of said working conductor, and means for
pressing the trolley wheel into rubbing connection with the working conductor.
11. The combination with the conduit and the automatic switches, of the cover
plate for the conduit made of magnetic material and provided with openings over
said switches, and plates for closing said openings divided down to the space
containing the switches by a strip of non-magnetic metal for the purpose set
forth.
12. In an electric railway system, the combination, substantially as described, of
two lines of working conductor beneath the car exposed at the street surface and
divided into sections and forming respectively the positive and negative sides of
the system, the sections on one side of the system being arranged to break joint
with the sections on the other, and automatic switches for closing the connection
between the sections of working conductor and the power circuit and disconnecting
a section to the rear of the car, as and for the purpose described.
13. The combination with the switch actuating electro-magnet on the car charged
by current taken up by the car through said switch, of a supplemental generator
on the car, an automatic circuit controller responsive to interruption in the normal
flow of the current through said switch actuating electro-magnet for completing
the circuit of the supplemental generator through the same, and a signal for
announcing such interruption.
נית
በዚ 1
c
11005
ALLISON BROS.,
Agents for the Applicant.