Improvements in and relating to Electric Railways.
Year: 1894

page_text: COMPLETE SPECIFICATION.
Improvements in and relating to Electric Railways.
1, MICHEL ANGELO CATTORI, of Piazza Colonna, Palazzo Wedekind, Rome,
in the Kingdom of Italy, Sea Captain, 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 conductors and conduits for electric railways.
The object of my invention is to provide a conductor or conductors which will
present a high degree of safety against short circuits, to construct such conductors
in sections and yet avoid sparking when the electrical connection between two
sections is interrupted, to utilize one or both rails of an existing track as electrical
conductors, and to provide sectional conduits that will be strong and comparatively
light, and adapted to be used either in connection with special rails, or with the
ordinary track rails, thereby affording a convenient means of converting an existing
railway into an electric railway.
To these ends, my invention consists of certain features of construction and
combinations of parts that will be hereinafter described.
In the accompanying drawings :
Figure 1 is a diagram illustrating an electric railway having two parallel
conductors arranged according to my invention;
Figure 2 is another diagram showing the same arrangement of conductors, the
position of two motor cars being indicated in the said figure;
Figure 3 is a diagrammatic view representing a motor car in three different
positions relatively to the ends of the conductor sections, and showing also the
switch for connecting and disconnecting the ends of the conductor sections ;
Figure 4 is a perspective view illustrating an arrangement in which the ordinary
track rails are employed as conductors;
Figure 5 shows the combination of a special sectional conductor with one formed
by the track rails;
Figure 6 is a transverse section of the track and the conduit for an underground
conductor;
Figure 7 is a plan of the track and conduit shown in Figure 6.
Figure 8 is a transverse sectional elevation of a conduit for an underground
conductor, said conduit being adapted to be placed alongside the rails of an existing
track to transform any railway into an electric railway; and
Figure 9 is an end view of a section of a similar conduit for two conductors.
Like letters of reference denote corresponding parts throughout the several
views.
In Figures 1 to 5 I have shown three different modes of arranging my improved
conductors for series system electric railways, the construction of the conductors,
however is essentially the same in each of these cases.
The conductors are divided into a series of sections, preferably of equal length,
and separated from each other so as to leave a gap between their adjacent ends.
The two conductors are arranged essentially parallel to one another, and to each
section of one conductor for instance the first section of one conductor corresponds
to the first section of the other conductor. These corresponding juxtaposed
sections are practically of equal length. In practice it is preferable to locate the
gaps between the conductor sections in alignment transversely of the track, as
shown in the drawings.
For closing the gaps between the conductor sections I provide circuit closers
indicated by the reference letters į₁, i₁, is in Figures 1 and 2. These circuit closers.

page_text: are adapted to be operated electrically or mechanically by the cars themselves, or
by an operator.
A specific device for operating the circuit closers will be described hereinafter
with reference to Figure 4. The circuit closers belonging to correspoeding
sections of the conductors are preferably connected so as to be operated
simultaneously, as will be hereinafter described with reference to Figure 4, or a
single common circuit closer may be provided for each two corresponding gaps
between the sections of the conductors. These circuit closers are constructed in
such a manner that when the electrical connection is established between two
adjacent sections of one conductor, the corresponding sections of the other
· conductor will be disconnected from each other. It will be obvious that it is not
necessary to locate the circuit closers in the gaps between the conductor sections,
as the said circuit closer may be connected to the conductor sections by means of
conducting wires.
On
In Figure 3, I have shown a circuit closer consisting preferably of a rotable rod
or cylinder made of a suitable insulating material and spaced conducting plates
secured on the said cylinder. The cylinder is adapted to be turned by a suitable
actuating mechanism located on the cars, or in any other convenient manner.
the circumferential surface of the circuit closer are adapted to slide stationary
contact pieces connected to the ends of wires, leading to corresponding adjacent
sections of the conductors respectively. The distance between the said contact
pieces is preferably somewhat less than the space between the conducting plates,
so that both contact pieces can bear at the same time on the insulating portion of
the circuit closer, as shown in C, C₁ of Figure 3. (In the drawings, the contact
pieces are indicated by dots at the ends of the wires.)
The operation of this circuit closer is as follows:
In the original position all the sections of one conductor are connected with one
another, and the sections of the other conductor are all disconnected from each
other, as shown in Figure 1. Either of the conductors may be connected with
either pole of the dynamo or other source of electric current, by means of suitable
switches. When one of the cars starts from one end of the line, say the left-hand
end of the line shown in Figures 1 and 2, and proceeds toward the other end, the
car will operate the circuit closers each time it comes into proximity to the ends of
the conductor sections. The original position of the circuit closer is shown at C,
in Figure 3. In this position the current passes from the con luctor to a sliding
contact piece carried by the car, and then to the motor, the other conductor, one
of the wires, one of the plates, the other wire and the conductor, as indicated by
the feathered arrows. When the car comes to the end of the conductor sections,
so that its sliding contact pieces will just span the gaps between the said sections,
the main part of the current will pass directly from one conductor to the other
through the motor of the car, the circuit closer being at this time turned into the
position shown in C, Figure 3, the wires being electrically connected with each
other, through the medium of two of the plates. Thus when the ear proceels to
the right, no sparking will occur, as the circuit through which the current then
passes has already been formed in the position shown in C, Figure 3. The position
the circuit closer assumes when the car has passed to the next con luctor sections,
as illustrated by C₁, Figure 3, is the reverse of that shown in C3 Figure 3.
It will be obvious that there is little or no danger of short circuits with the above
described conductors for series system electric railways, even if a person should
touch one or both conductors.
The insulation of the conductor sections need not be made with particular care,
and this feature of my invention enables me to employ the track rails themselves,
as conductors for an electric railway. These rails may be supported on the
ordinary cross-ties, which are coated with a suitable insulating substance at the
points where the rails rest on them. The rails also would be coated with an
insulating substance except at the heads, to allow the current to be taken off by the
wheels of the cars.

page_text: Instead of coating the ties with an insulating substance, rubber washers or
equivalent devices may be interposed between the rails and the ties, and also
between the rail and the spikes serving to fasten it on the ties. These constructions
would be applied when it is desired to transform a railway of the usual kind into
an electric railway with two sectional conductors, with as few changes as possible.
In the construction of new electric railways however, it would be preferable to
employ double headed rails, as the chairs used in connection with such rails would
permit of obtaining a very efficient insulation.
It will be obvious that when the rails are employed as conductors, the ordinary
axles and wheels must be modified in order to avoid short circuits. This can be
done by either applying an insulating material on the treads of the wheels so as to
insulate them from the rails, or by insulating the wheels from their axles, or in any
other convenient manner; those of the wheels, however, which are connected to
the electric motors, will be allowed to be in continuous contact with the rails. It
will be further obvious that the current may be taken off by means of separate
wheels, brushes, or slides travelling on the exposed portions of the rails.
The arrangement of an improved track for electric railways in which the rails
constitute the conductors is shown in Figure 4. The two sectional conductors are
arranged in substantially the same way that I have described with reference to
Figures 1 to 3. I prefer to make the conductors in sections of considerable length,
say 3 to 6 miles, and in this case all the aligning rails of one section are electrically
connected with one another so as to form good conductors. An important advantage
of this construction is that it establishes "blocks" of a length corresponding to that
of the sections, and in case a car or train should enter a section on which another
car or train is travelling, the motors of the two cars or trains would be connected in
parallel, while ordinarily they are connected in series, and the sudden change of
speed would at once give a warning to the motormen of the cars or trains.
The adjacent ends of the conducting rails belonging to different sections are
spaced from each other and adapted to be electrically connected or disconnected
by means of circuit closers. The circuit closers consist of a shaft mounted to turn
in suitable bearings preferably arranged below the rails, and disks secured to the said
shaft. The disks consist of two conducting segments electrically connected with
each other, preferably through the medium of the shaft and an insulating portion.
Stationary wires are connected to adjacent sections of the conductors respectively,
and the ends of these wires are adapted to slide on the circumferential surfaces of
the disks. The disk portions and the ends of the wires are so arranged relatively
to each other, that when one disk is in the proper position to electrically connect
two adjacent sections of one conductor, the other disk secured to the same shaft
will be in such position as to disconnect the corresponding sections of the other
conductor, as will be readily understood by reference to Figure 4. Any suitable
means are provided for operating the circuit closers but preferably the shaft carries
a plurality of arms four adapted to be engaged by projections on the cars, so as to
cbange the position of each circuit closer each time a car or train passes over it.
The operation of this system of conductors and circuit closers will be obvious from
the drawings, it being understood that the current does not pass directly from one
wheel to the other wheel, but also passes through the motor of the car.
As illustrated in Figure 5 only one of the track rails is employed as a conductor,
while the other conductor is suspended and forms a sectional overhead conductor
adapted to be engaged by a trolley in the usual manner. The sections of the
overhead conductor are practically of the same length as the corresponding
sections of the "track rail conductor," the latter being constructed substantially as
above described. The sections of the overhead conductor are spaced at their
adjacent ends.
Circuit closers similar to the circuit closers above described by reference to
Figure 4 are arranged at the ends of the conductor sections and wires lead from
the adjacent sections of the conductors respectively to points near the circum-
ferential surfaces of the circuit closers so as to slide on the said surfaces when the

page_text: circuit closers are turned. The circuit closers consist of rotatable disks or
cylinders formed of conducting portions which are electrically connected with each
other and insulating portions. The ends of the wires and the conducting portions
are so located relatively to each other that the adjacent sections of one conductor
will be disconnected when the corresponding sections of the other conductor are
connected, and vice versa, in the same manner that I have described with reference
to Figures 1 to 4. The feathered arrows in Figures 4 and 5 indicate the flow of
the electric current.
When it is necessary or desirable to employ underground conductors, I construct
a conduit composed of tubular sections adapted to be readily connected. Each of
the tubular sections is provided with a lower part forming a drain pipe to prevent
the water from rising into the upper part in which the conductor is placed. The
conduit is closed on all sides, with the exception of a slot in the top, serving for the
passage of a contact arm reaching down from the cars to the conductor, and
openings arranged at intervals in the bottom or sides of the conduit, to allow the
water to escape therefrom.
The conduit may be constructed so as to support the rails, forming a longitudinal
tie therefor, as shown in Figures 6 and 7, or the conduit may be entirely separate
from the rails as represented in Figures 8 and 9.
In
As illustrated by Figures 6 and 7 the conduit consists primarily of two sides S¹
and S respectively, connected by the bottom B to form a box-like structure.
the upper part of this structure supports or chairs C1 C2 are arranged at intervals,
said chairs being firmly secured to the sides S1 and S2, and the lower parts T of
the said chairs, forming a brace to strengthen the side walls. On the said chairs
is secured a cover D preferably consisting of U-shaped beams on which is placed a
covering of metal plates, wood, cement, asphalt or other suitable material. The
chairs are further formed with, or carry fish-plates l. The stems of the rails R¹
are held between the side wall S2 and the fish-plates and are secured in the usual
manner. It will be seen that the rails R' need not be provided with an enlarged
base portion. In the upper part of the conduit are arranged the usual insulating
supports I provided with arms to carry the conductor L.
The chairs C1, C2. impart a great rigidity to the entire structure, and enable
the conduit to carry the load that may rest on the rail R¹, without bending to any
material extent. In order to further stiffen the conduit and especially the side
wall S to which the rail R' is secured ribs n may be provided on the outside of the
said wall S2 at the points where the chairs C¹, C².. are located. Similar ribs
or flanges may be provided at the ends of the conduit sections to connect the same
by means of bolts or the like. The rail R² may be connected to the side wall S¹ of
the conduit by means of braces t.
It will be understood that this sectional conduit may be employed for electric
railways of various systems, that each of the rails may be supported on a conduit,
or the construction of the conduit may be modified without departing from the
nature of my invention. The sectional conduit, however, will be of special
advantage when employed in conjunction with my hereinbefore described sectional
conductor, as the conduit sections can be constructed and fitted complete in the
shops with a conductor section in each of the conduit sections. The rail R² (Figures 6
and 7) may for instance be employed as a conductor, corresponding to the construc-
tion shown in Figures 4 and 5, and the underground conductor L would then be the
equivalent of the overhead conductor shown in Figure 5.
When it is desired to transform any existing railway into an electrical railway
with underground conductor, the conduits are arranged entirely separate from the
rails. Figure 8 shows a sectional conduit arranged exteriorly of the track, on the
outside of the rail. The construction of this conduit is substantially the same as
that of the conduit shown in Figure 5 with the exception that the fish-plate / is
omitted. As the conduit in this case has not to support the weight of the cars
passing over it, it can be made comparatively light. The conduit may be placed
between the rails if desired.

page_text: In Figurey have shown a conduit for two underground conductors, each
section of said conduit consisting of side walls S₁ S2 and a bottom B formed
integral therewith, a double support C1, C2 whose lower part T is arranged
approximately in the centre of the conduit, and U-shaped beams D¹, D' spaced
from each other to leave a slot for the passage of the contact arms. The
conductors may be sectional conductors of the above described construction or
continuous conductors of the usual kind.
I do not limit myself to the exact constructions shown in the drawings, as various
changes may be made within the scope of the invention.
Having now particularly described and ascertained the nature of iny said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1st. In an electric railway, two sectional conductors extending longitudinally of
the track, each section of one conductor being practically of the same length as
the corresponding juxtaposed section of the other conductor, substantially as
described.
2nd. In an electric railway, two sectional conductors extending longitudinally of
the track, each section of one conductor being practically of the same length as
the corresponding juxtaposed section of the other conductor, and circuit closers
for establishing or interrupting the electrical connection between each two adjacent
sections of each of the conductors substantially as described.
3rd. In an electric railway, two sectional conductors extending longitudinally of
the track, each section of one conductor being practically of the same length as
the corresponding juxtaposed section of the other conductor, the ends of such
corresponding sections being located in alignment essentially transversely of the
track, and circuit closers, adapted to be operated by the cars, for establishing or
interrupting, the electrical connection between each two adjacent sections of each
of the conductors, substantially as described.
4th. In an electric railway, the combination with two sectional conductors
arranged longitudinally of the track, of a common circuit closer for each two
adjacent corresponding sections of each of the conductors, said circuit closer being
constructed to electrically connect the adjacent sections of one conductor when the
corresponding sections of the other conductor are disconnected and vice versa,
substantially as described.
5th. In an electric railway, the combination, with two corresponding adjacent
sections of each of the conductors of a rotatable circuit closer having a surface
made partly of an insulating and partly of a conducting material, and stationary
contact pieces adapted to slide on the said surface of the circuit closer, and
connected to the said adjacent sections of the conductors, the said contact pieces
and the insulating and conducting portions of the circuit closer being so arranged
relatively to each other that the adjacent sections of one conductor are connected
when the corresponding sections of the other conductor are disconnected, and
vice versu, substantially as described.
6th. In an electric railway the combination, with two corresponding adjacent
sections of each of the conductors, of a rotatable circuit closer provided with a shaft
carrying arms adapted to be actuated by the cars said circuit closer having a surface
made partly of an insulating and partly of a conducting material, and stationary
contact pieces adapted to slide on the said surface of the circuit closer, and connected
to the said adjacent sections of the conductors, the said contact pieces and the
insulating and conducting portions of the circuit closer being so arranged relatively
to each other that the adjacent sections of one conductor are connected when the
corresponding sections of the other conductor are disconnected, and vice versa,
substantially as described.
7th. In an electric railway, a sectional conductor composed of the track rails
arranged in sections that are insulated from each other substantially as described.
8th. In an electric railway, a sectional conductor composed of the track rails

page_text: arranged in sections that are insulated from each other, and circuit closers for
establishing and interrupting the electrical connection between the adjacent sections
of the said conducting track rail, substantially as described.
9th. A track rail for the purpose described, provided with a cover of an
insulating material applied on the surface of the rail, with the exception of the
upper surface of the head, substantially as described.
10th. The combination, with the rails forming a sectional track rail conductor,
as described, of a sectional overhead conductor whose sections are practically of
the same length as the corresponding sections of the track rail conductor, and
circuit closers for establishing or interrupting the electrical connection between the
adjacent sections of each of the conductors, substantially as described.
11th. A conduit for underground conductors, consisting of tubular sections whose
lower parts constitute a drain pipe, while the upper parts are adapted to receive a
conductor, substantially as described.
12th. Á conduit for underground conductors, consisting of tubular sections
provided with supports secured to the side walls of the sections, said supports
dividing the conduit into a lower half adapted to serve as a drain pipe, and an
upper half of the reception of a conductor, substantially as described.
13th. In an electric railway, a conduit for an underground conductor, and a
track rail supported on the said conduit, so that the latter forms a longitudinal tie
for the rail, substantially as described.
14th. In an electric railway, a tubular conduit for an underground conductor, a
support or chair located within the conduit and secured to the sides thereof, and a
fish-plate formed on or secured to the said chair to fasten a track rail in position
on the conduit substantially as described.
15th. In an electric railway a tubular conduit for an underground conductor a
support or chair located within the conduit and secured to the sides thereof, and a
fish plate formed on or secured to the said chair and extending adjacent to one of
the side walls of the conduit, to permit of securing a track rail between the said
side wall and the said fish plate substantially as described.
16th. A conduit for underground conductors of electric railways to transform
any existing railway into an electrical railway with underground conductor,
consisting of tubular sections provided with supports connecting the sides of the
sections, and longitudinal beams carried by the said supports as and for the purpose
set forth, the construction of this conduit being substantially the same as that of
the other conduit hereinbefore claimed, with the exception that the fish-plate is
omitted, substantially as described with reference to Figure 8.
17th. A conduit for two underground conductors of electric railways consisting
of tubular sections provided with supports connecting and strengthening the sides
of the sections and longitudinal beams carried by the said supports as and for the
purpose set forth, substantially as described with reference to Figure 9.
Dated this 97th day of March 1891
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.