Improvements in Switch Apparatus for Electric Railways or Tramways.
Year: 1895

page_text: Date of Application, 16th May, 1895-Accepted, 13th July, 1895
COMPLETE SPECIFICATION.
Improvements in Switch Apparatus for Electric Railways or
Tramways.
I, JOSEPH YOUNG PORTER, of 190 Lake Street, Cleveland, Ohio, U.S.A.
Superintendent, do hereby declare the nature of my invention, and in what manner
the same is to be performed, to be particularly described and ascertained in
and by the following statement :-
My invention relates to improvements in track switches, and it consists of such
features as are hereinafter described and especially referred to in the claims hereto
annexed.
The invention is designed to insure the safe operation of street railroads or
railways.
The switch, in my system, may be normally maintained in an open position, so
that the car would be shunted if it passed over the portion of the track where the
switch was located while it remained open, and thus prevent a collision with the
passing car or cars in a direction across its own track.
I am aware that there have heretofore been used in steam railroad practice
derailing switches of various kinds, but I am not aware of there ever having been
used or invented a surface track switch which embodies my features of an ordinary
and derailing switch as herein set forth.
My switch has safety features in its construction, and the system under which it
operates, which substantially make it improbable that the distressing and appalling
surface railroad-crossing accidents will ever happen with my device, for the reason
that the conductor of each car is obliged to walk forward and observe whether he
has the right-of-way or not, while the car stops, some distance in safety, and on
determining this matter he must from this position make certain connections which
move the track switch and maintain the same in such position while the car is
passing over the switch, and upon his releasing the connections the switch is again
automatically, or otherwise, moved, so as to guard against any subsequent cars
being subjected to the probability of serious accidents, if the switch was not
normally maintained in such position as to shunt the car from danger.
In connection with my track switch, 1 may also use a trolley circuit breaker,
which deprives the motor car of current for a certain distance adjacent the switch.
This section of trolley-wire cannot receive any current until the conductor has
made the connections at the railroad-crossing already described, when the trolley
will receive its supply of current, but as soon as the car has passed over the track
switch, and as the conductor releases the handle which he has been operating, the
switch instantly moves into its usual position, and at the same time the section of
the trolley-wire referred to is thrown out of the circuit with the feed wire; or in
other words, this part of the trolley-wire is made "dead." I may also place in
circuit with the switch devices one or more electric lamps if desired.
Of course, it is also obvious that I might make suitable track connections upon
the intersecting railroad which would automatically make it impossible to close the
track switch when used for derailing purposes, and also deprive the car or cars, which
are to be protected, of current during the time that the intersecting railroad train
was passing over the car tracks. The details of connections, etc., would be substan-
tially as shown with but slight modifications, which do not in any sense depart from
the spirit of my invention as herein embodied.

page_text: With these ends in view the accompanying drawings illustrate as an instance of
the adaptation of the principles involved in my device, the following figures, of
which
Figure 1 is a diagramatic plan view of the arrangement of the several features
of my device.
Figure 2 is an end elevation of the same.
Figure 3 is an enlarged cross section of the details of the operating mechanism.
Figure 4 is also an enlarged view of the circuit controlling device, and the means
for operating the same.
I provide a switch A, which in this instance is shown as being of the rocker type,
but it should be understood that I do not limit myself to the application of my
operating device to this style of switch. In this instance I attach my operating
mechanism to the tongue a of the switch by means of a rod and connecting link a¹,
which in turn may be operated by a lever a this lever being fulcrumed at any
suitable point, for instance as shown.
Upon the other side of the switch, point a, I place an arm a³ which has a counter-
weight a*, which serves to normally keep the switch in an open position. The
rocker or tongue a has a bearing upon the shaft A¹. All of the several parts just
referred to are enclosed in a suitable box A2 which has removable covers thereon
and is connected in any suitable manner in a system of drainage.
From the box there is a pipe a³ which leads to a bell crank box B located just
inside of the curb, wherein is placed a bell crank b which has pivoted to the one
arm thereof a rod b' which leads to the switch arm a through the pipe a³.
From the other arm of the bell crank a rod or cable 62 passes through a second
pipe 63. This connection is secured to a pivoted arm c located in magnet box C
which is attached in any suitable manner to an adjoining pole or support C¹. The
lever c terminates at one end thereof in a crescent shape to which is attached a
cable c¹ which has suspended therefrom a core c² which is operated upon by the
electro-magnet or electro motor c³. This magnet is of the well known solenoid
variety, but I do not in any manner limit myself to the electrical means for
operating the switch tongue a as herein shown.
From the magnet c³ one terminal is led to ground, and the other terminal c¹ is led
to the controlling box D which is secured to a suitable pole or support D' adjoining
the railroad track. This box contains any suitable electric switch which breaks
the continuity of the circuit at this point. This switch d may be operated by a
handle d located directly at the box, which handle may be arranged to affect the
closing of the switch by pulling thereon, or by pushing, whichever may be desirable.
A counter-weight d² is provided which normally keeps the switch open. If it is
desired to station the conductor at points E and F, as shown in Figure 1, or at any
other points that may be desired, a lever box G may be placed flush with the street,
and a chain, or any suitable operating device for moving the bell crank g, placed
within access of the conductor. The bell crank y connects by cable or rod gl
through a pipe g² to a bell crank 93 located at or near the curb. From this point
the rod or cable may pass up to the electric switch box and be connected thereto if
such were thought desirable, thus enabling the conductor to control the track
switch as well as the current and the trolley from whatever point or points the
boxes G may be located. The circuit, as it leaves the electric switch box, is
designated as d³, and it passes into connection with the feed-wire d', or the trolley-
wire d' through the uninsulated span wire d. The circuit connection to the section
of the trolley-wire adjacent to the track switch which is insulated from the main
trolley-wire or either side of it, is led from the wire c by any suitable connection c³
to the insulated trolley section C2 which is insulated approximately at points c or
wherever desired.
From the circuit connections, as outlined, it will be seen that the electric switch D
controls the source of current supply to the magnet cs as well as the trolley section C³.
Of course it is well understood that I could supply the trolley section C³ after
having supplied the magnet c³, providing the insulation c was placed a sufficient

page_text: distance on either side of the switch A. so that the trolley car would be in: position
between these points before reaching the switch, and a path would be provided for-
the current through the car to the ground.
With this alternative connection, the current would come from the feed-wire, ¿',
pass over the span wire the short connection d³, to the switch or circuit
controller D thence by wire e to the magnet C and from there to the insulated
section of trolley-wire C2, from where it would be conducted over the trolley wheel
and pole to the car and thence to the ground, the car and magnet being placed in
series, while with the connection previously described the car and maguet were in
parallel connection. It is well understood that the size of the wire on magnet
would be different with the series than with the parallel connections, since the flow-
of current in a series connection through the magnet C must be sufficient for the
car, as well as the magnet, hence its resistance would likely be considerably less-
than when placed in parallel, for the reason that under this connection the current
necessary for the car, does not pass through the magnet, a small current being
sufficient for the magnet, its resistance must be higher, but these varying adaptations.
of connections do not limit me to their specific form.
It can also be seen, very readily, how, that as soon as the electric switch in the
box D is closed that with the connection as above, the current will have a path.
through the wire c* magnet c³ to ground, and also from wire c trolley section and
through the car to the ground.
Of course the electric magnet ³ could, undoubtedly, be located directly within.
the switch box A2, and in view of this possibility I herewith refer to this alternative.
adaptation of my principles as being embodied within the spirit of my invention, as
well as any substantial equivalent adaptation of lever etc., for operating the
switch A and the electric switch d, the aim being to utilize any means which.
enable me to electrically control one or more track switches, or the like, from a
point or points located some distance therefrom, as well as trolley sections adjacent
such switches wherever desired, whether the current first passes through the
electro-magnet, then through the circuit controller and to the ground or is grounded
beyond the magnetic device as herein described.
All the circuit connections incident to adapt my device to a double trolley system.
are obviously adaptations within the scope of my invention, as well as the operation
of my devices from sources of current not associated with electric railways.
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. A track switch, electro-magnetic means for operating the same, an insulated
section of trolley-wire adjacent said switch and extending some distance on each.
side thereof, and circuit connections to a source of current supply, from said section
of trolley-wire and said magnet, whereby both may be supplied with current,.
simultaneously, substantially as set forth.
2. A track switch, electro-magnetic means for operating the same, an insulated
section of trolley-wire adjacent said switch and extending one or more car lengths,
or less on each side of said switch and means for making an electric current.
operative, such means being thereby adapted to simultaneously control said electro-
magnetic device and insulated section of trolley-wire, substantially as set forth.
3. A track switch, electro-magnetic means for operating the same, an insulated
section of trolley wire adjacent to said switch, a circuit closing device located some
distance from said switch and adapted to simultaneously control said electro-maguet
and said insulated section of trolley-wire, either furnishing the same with a current
or depriving the said section of trolley-wire and the said magnet from having any
current, substantially as set forth.
4. The combination in a derailing switch, of the track, the derailing switch set
to derail cars running on the track, and an operating device for said switch adapted
to set the switch for derailment when released, said operating device being

page_text: situated at some distance in advance of the switch, to which place the conductor or
other operator must precede the car before it passes the derailing switch, and at
which place only, or its immediate vicinity the derailing switch can be shifted to
clear the track, substantially as set forth.
Dated this 16th day of May 1895.
DAY, DAVIES & HUNT,
321, High Holborn, London, W.C., Agents for the Applicant.