IMPROVEMENTS RELATING TO MECHANISM FOR TRANSPORTING GOODS AND PASSENGERS BY THE AID OF ELECTRICITY
Year: 1884

page_text: PROVISIONAL SPECIFICATION.
We FLEEMING JENKIN of 3 Great Stuart Street Edinburgh Civil Engineer and
ARCHIBALD CAMPBELL ELLIOTT of Bog End Lymington in the County of Ayr
Engineer, do hereby declare the nature of our invention for "IMPROVEMENTS
RELATING TO MECHANISM FOR TRANSPORTING GOODS AND PASSENGERS BY THE AID
OF ELECTRICITY" to be as follows:-
This Invention is an improvement on the system of telpherage described in
Patent No 1830 of 1882 granted to one of us. It has for its direct object an
improved method of supplying to vehicles or trains of vehicles propelled by the
ngency of electricity the necessary electrical energy and for the purpose of auto-
matically regulating the traffic under certain conditions withholding that supply
from any train.
In ordinary electrical railways and in one possible form of telpherage two con-
ductors are used for each train; these both require to be of large section if the
resistance is to be small; thus in telpherage for an up and down line four largo
conductors would be required only two of which would be employed in the
mechanical work of carrying the ordinary train.
The present invention is a device by which only two large or main conductors
are required both of which may be fully employed as at present in the mechanical
work of carrying up and down trains and at the same time the arrangement
adopted allows a greatly improved and simplified method of blocking or spacing of
the trains to be effected.
It also allows indefinite inequality in the spans of a suspended line.
The arrangement admits of several inversions and extensions which will be
described at length.
A part of the method of blocking included in the improved automatic system
which constitutes the present invention applies with slight modification to the
method of driving described in Patent No 4548 of 1882 already mentioned and
similarly the new method of blocking can be applied to the ordinary parallel aro
mode of driving telpher or railway trains.
In the most general form of the present invention two lines of conductor aro
used in working the up road and two lines of conductor in working the down road.
One or both of the two lines of conductor appertaining to each road may be used

page_text: as rails on which to run the vehicles composing the trains. One of the two lines
of conductor of the up road set and one of the two lines of conductor of the down
road set are continuous; the remaining lines of conductor are in general divided
into sections of suitable lengths. The latter two lines of conductor will be called
the auxiliary conductors. Each section of the auxiliary conductor of the up rond
is connected by a cross connection with the continuous conductor of the down
road; similarly each section of the auxiliary conductor of tho down road is con-
nected by a cross connection with the continuous conductor of tho up road. One
or more insulated contact wheels carried by or forming part of the train run on the
continuous conductor and are connected by a cable completing the circuit through i
the electro motive machinery to another insulated contact wheel or set of wheels
running on the sections of auxiliary conductor. A difference of electric potential
being maintained by suitable dynamo electric machinery between the continuous
conductor of the up road and the continuous conductor of the down road it is clear
that a current will traverse the train cable from the contact wheels on the con- ]
tinuous conductor through the electro motive machinery to the other contact
wheels and thence through the section of auxiliary conductor and its cross con-
nection to the continuous conductor of the other road. At convenient intervals
electro magnetic mechanisms are introduced into the cross connections so designed
that when actuated by a subsidiary current under the control of a train in advance
electrical communication through one or more of these cross connections some
distance in the rear of every train is broken. Hence a following train necessarily
depending for its motive power on the existence of electrical communication
through each succossive cross connection is upon arriving at an auxiliary section
whose cross connection is broken brought to a stand and there remains until the
position of the first train shall have determined the removal of the block. In this
manner a definite minimum interval is preserved between all trains.
By the method of blocking just described there is no interference whatever with
the continuous circulation of the main current. The subsidiary current working
the blocking mechanism may be called the block signal current and this peculiarly
constitutes the essential feature of our blocking invention several special methods
will now be described of carrying this part of our invention into effect. The block
signal current may be sent by causing suitable mechanism fixed on the train to
actuate switch mechanism fixed on the road whereby a circuit is completed and
broken through a block signal wire and an electro-magnet controlling a switch that
makes and breaks the predetermined cross connection in the rear; or the mechanical
switches may be replaced by a contact wheel on the train which makes and breaks
contact either with the block signal wire itself or a conductor in connection with it
so making and breaking the block signal circuit. Both of these plans for sending
the block signal current are plans or obvious modifications of plans described in
Patents Nos 1830 and 4548 of 1882 already mentioned and other modifications
might be described.
The plan however which may be preferably employed for sending the block
Bignal current and which is included in the present invention avoids the use of any
special mechanical or electrical device on the train, the mere presence of the train
in the neighbourhood of a block sending apparatus determining that the block shall
be put in operation. The name block sending apparatus that has just been used
will be reserved to denote an electro magnetic mechanism actuating a circuit closer
in the derived block signal circuit the whole mechanism being under the control of
the train while the name block receiving apparatus will be reserved to denote the
electro magnetic mechanism which when operated by the block signal current breaks
the cross connection in the rear of the train. The details of such mechanisms in
the block sending and receiving apparatus may be variously worked out; only one
simple form of each will here be indicated. Generally at a section where there is a
block sending apparatus communicating by means of its block signal wire with the
corresponding receiving apparatus in the rear, there also is the block receiving
apparatus of the next block section in advance. When a train having a clear road

page_text: arrives at an auxiliary section a current passes through the cross connection of that
section. If the section has been selected as a block sending station the thick wira
coil of a double coil electro magnet is joined up with the cross connection and the
other or fine wire coil is joined up as a high resistance shunt across a switch in the
cross connection, in such a manner that currents in the.coils circulate in the same
direction relatively to the core. This electro magnet when excited attracts an
armature normally held back by a spring and a switch thrown over by the armaturo
closes the derived circuit through the block signal wire. So far the mechanisin at
the blocking sending station has been dealt with. The block receiving apparatus is
a simple electro-magnetic switch mechanism so arranged that when receiving a block
signal current the cross connection on which it acts is broken and when receiving
no current the cross connection is intact. Now suppose an advancing train with a
clear road to arrive at a block sending station. Immediately there is a current
through the cross connection which is in circuit with the thick wire coil of the electro
magnet of the block sending apparatus causing the derived block signal circuit to be
closed and the block to be put on. The block signal current continues to circulate
that is to say the block on the section we are considering remains on until the
train has cleared the section sending the block signal current. But before the train
has cleared the sending section considered suppose another and faster travelling
train to have arrived at the blocked section. Because the section is blocked the
switch in the cross connection referred to above in describing the mechanism of the
block sending apparatus is open, no current can pass through the cross connection,
that is to say no current can pass through the train except the utterly insignificant
current through the high resistance shunt across the switch also reforred to above.
The second train is therefore brought to a stand. It remains to show how a third
train, a fourth train etc approaching dangerously near to a blocked train and to
each other aro themselves successively blocked. Now if there were free electrical
communication through the cross connection of the blocked section the second or
blocked train could block the third in the same manner that it is itself blocked by
the first; but any current passing through a cross connection must pass through
the train so that in order that the second or blocked train may block the third
train without being itself driven the current through the cross connection must be
exceedingly small and yet have the same electro magnetic effect on the electro
magnetic mechanism of the block sending apparatus, as the normal current which
would pass through the cross connection if the first train were removed. The high
resistance shunt across the break in the cross connection of a blocked section effects
this object. It is clear that the high resistanco shunt circuits on the electro
inagnets of the block sending apparatus are only operated by blocked trains in the
operation of protecting themselves, at all other times being either short circuite.l
or entirely cut out.
The general method above described of supplying electrical energy by means of
a continuous conductor and an auxiliary sectional conductor for each road may be
nodified in several ways. In one form the gap or distance between the end of one
auxiliary section and the beginning of the next may be widened until the length
of an ordinary train would be many times the length of a section. As before one
end of a train cable completing the circuit through the electro-motive machinery is
connected to one or more insulated contact wheels running on the continuous
conductor. The cable towards its other extremity is led along the train and makes
successively connection with each of a separate set of insulated contact wheels
choson or disposed at intervals along the length of the train. Those contact wheels
which may be called the auxiliary contact wheels are so fixed relatively to the
vehicles of the train and the sections of auxiliary conductor as to make contact
with the auxiliary conductor whenever the positions of the vehicles to which they
are attached are such as to admit of that. The distance between any two auxiliary
contact wheels is less than the length of a section and the distance between the
leading and trailing auxiliary contact wheels is greater than the greatest distance
from section to section of the same road. A difference of electric potential being

page_text: maintained between the two continuous conductors a current starting say from the
continuous conductor and the contact wheels of any train in connection with it,
will traverse the train cable through the electro motive machinery to the auxiliary
contact wheels and thence through one or more auxiliary sections and cross
connections to the continuous conductor of the other road. This modification of
the driving system is an invertion of the form above described. The blocking for
this modification is the same as before an advancing train rendering for the time
being any one or more of the auxiliary sections in its rear impassable for an
.overtaking train in the manner already described.
In another modification of the system of supplying electrical energy comprised
in the present invention the individual character of the sections of auxiliary con-
ductor are obliterated or partly obliterated that is to say while retaining all the
cross connections the gaps between some or all of the sections may be filled up as
it were by connecting pieces of conductor. This modification is an extension of the
system above described to a particular case. It has already been pointed out that
the sections need not be of equal length and as one consequence one section might
extend to the whole length of the line. Evidently as regards the propulsion of
trains the electrical conditions are the same as before. The system of blocking
already described is modified for this case in the following manner.-At intervals
suitably chosen along the road the sectional character of the auxiliary conductor is
left intact and electro magnetic switch mechanisms inserted in the cross connections
those mechanisms being controlled by a block signal current precisely in the manner
already described. Or any of the methods of blocking described in Patent No 4548
of 1882 already mentioned may be employed.
The method of blocking can be applied as follows to the parallel cross over
system described in Nos 4548 and 1830 in the year 1882 granted to one of us. At
intervals of one or more sections along the line of conductor of each road a section
of main conductor is displaced transversely relatively to the line of conductor. The
gap thus left is filled up by a separate section of conductor performing a function
analogous to that performed by the auxiliary sections of the foregoing description
but which for the sake of better distinction will here be called an idle section.
Each idle section is connected to the corresponding displaced section of main
conductor by a cross connection capable of being broken etc, by the action of a
block receiving apparatus worked by the block signal current in the manner
already described. The simplest mode of working the signal is to allow the wheels
of a train as it passes to connect the electrified insulated section with the small
insulated distanco pieces between the sections the block signal signal wires are
attached to these distance pieces-each block signal wire may be conveniently
arranged so as simultaneously to block a near section and release a far section-
the same arrangement of idle sections and blocking is applicable to the ordinary
parallel arc mode of driving.

page_text: COMPLETE SPECIFICATION.
We FLEEMING JENKIN of 3 Great Stuart Street Edinburgh Civil Engineer and
ARCHIBALD CAMPBELL ELLIOTT, Bog End, Symington, Ayrshire, Engineer do
hereby declare the nature of our invention for "IMPROVEMENTS RELATING TO
MECHANISM FOR TRANSPORTING GOODS AND PASSENGERS BY THE AID OF ELECTRICITY
"
and in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
This invention is an improvement on the system of telpherage described in
Patent No 1830 of 1882 granted to one of us. It has for its direct object au
improved method of supplying to vehicles or trains of vehicles propelled by the
agency of electricity the necessary electrical energy and for the purpose of
automatically regulating the traffic under certain conditions withholding that
supply from any train.
In ordinary electrical railways with conductors everywhere insulated from the
carth and in one possible form of telpherage two conductors are employed for cach
line of way; these both require to be of large section if the resistance is to be
small. Thus in telpherage for an up and down line on that plan four large
conductors would be required only two of which would be employed in the
mechanical work of carrying the ordinary train.
The present invention is a device by which only two large or main conductors
are required both of which may be fully employed as at present in the mechanical
work of carrying up and down trains and at the same time the arrangement
adopted allows a great improvement and simplification in the method of blocking
or spacing the trains to be effected.
It also allows indefinite inequality in the spans of a suspended line.
The arrangement admits of several inversions and extensions which will be
described at length.
A part of the method of blocking included in the improved automatic system
which constitutes the present invention applies with slight modification to the
method of driving described in Patent N° 4548 of 1882 granted to one of us and
similarly the new method of blocking can be applied to the ordinary parallel arc
mode of driving telpher or railway trains.
In the most general form of the present invention two lines of conductor aro
used in working the up road and two lines of conductor in working the down
road. One or both of the two lines of conductor appertaining to each road may bo
used as rails on which to run the vehicles composing the trains. One of the two
lines of conductor of the up road set and one of the two lines of conductor of the
down road set are continuous; the remaining lines of conductor are in general.
divided into sections of suitable lengths. The latter two lines of conductor will be
called the auxiliary conductors. Each section of the auxiliary conductor of the up
road is connected by a cross-connection with the continuous conductor of the down
road; similarly each section of the auxiliary conductor of the down rond is
connected by a cross connection with the continuous conductor of the up road..
One or more insulated contact wheels carried by or forming part of the train run
on the continuous conductor and are connected by a cable completing, the circuit.

page_text: through the electro motive machinery to another insulated contact wheel or set of
wheels running on the sections of auxiliary conductor. A difference of electric
potential being maintained by suitable dynamo electric machinery between the
continuous conductor of the up road and the continuous conductor of the down
road, it is clear that a current will traverse the train cable from the contact wheels
on the continuous conductor through the electro-motive machinery to the other
contact wheels and thence through the sections of auxiliary conductor and its cross-
connection to the continuous conductor of the other road. At convenient intervals
electro-magnetic mechanisms aro introduced into the cross connections so designed
that when actuated by a subsidiary current under the control of a train in advance,
electrical communication through one or more of these cross-connections somo
distance in the rear of every train is broken. Heuce a following train necessarily
depending for its motive power on the existence of electrical communication through
each successive cross connection is, upon arriving at an auxiliary section whose
cross-connection is broken, brought to a stand and thore remains until the position
of the first train shall have determined the removal of the block. In this manner
a definite minimum interval is preserved between all trains.
2
Referring to Figure 1 M, M, represents the main or continuous conductor of say
the up road; M, M, the main conductor of the down road. A, A, A, A, sections
of the up auxiliary line of conductor; A, A, A, A, sections of the down auxiliary
line of conductor. Each auxiliary section of the up road as A, is connected by a
cross connection as C, to the main conductor M, M, of the down road; and similarly
each auxiliary section of the down road as A, is connected by a cross connection
as C₂ to the main conductor M, M, of the up road. L represents the locomotivo
and TTT the other vehicles of a train advancing in the direction of the arrow on
the up road. F, F, F, F, aro" wheels running on the main conductor M, M₁ of
which F, is chosen as the main contact wheel; G₁ G₂ G, G, are wheels running on
the auxiliary conductor of which G, G, are chosen as the auxiliary contact wheels.
G₁ G₂ are connected and joined to one terminal of m the electromotive part of the
locomotive by the train cable J: the other terminal of m is connected to F, the main
contact wheel. A difference of potential having been established between M, M₁
and M, M, by the stationary dynamo electric machinery represented in the figure
by D a current enters the locomotive say by F, and flowing thence by m J G₁ G₂
A, C, to M, M, propels the train. It is clear that if the gaps between the sections
of auxiliary conductor were as shown on the figure comparatively short G, might
be replaced by a second auxiliary contact wheel on the locomotive the train cable
in that case not extending beyond the locomotive and on the other hand if the
gaps were, as in a modification which will presently be referred to, comparativoly
long, the train cable would be extended to contact wheels such as G, G. along the
length of the train to any extent that might be required.
By the method of blocking herein beforo described there is no interference
whatever with the continuous circulation of the main current and this peculiarity
constitutes the essential feature of our blocking invention. Several special methods
will now be described of carrying this part of our invention into effect.
The subsidiary current working the blocking mechanism may be called the
block signal current. The block signal current may be sent by causing suitable
mechanism fixed on the train to actuate switch mechanism fixed on the road
whereby a circuit is completed and broken through a block signal wire and an
electromagnet controlling a switch that makes and breaks the predetermined cross-
connection in the rear; or the mechanical switches may be replaced by a contact
wheel on the train which makes and breaks contact either with the block signal
wire itself or a conductor in connection with it, so making and breaking the block
signal circuit. Both of these plans for sending the block signal current are plans
or obvious modifications of plans described in Patents Nos 1830 and 4548 of 1882
already mentioned and other modifications might be described.
Figure 2 shows the action of the new method of blocking by breaking cross
connections; the block signal current is sent by one of the plans to which reference

page_text: has just been made. As in Figure 1 M, M, M, M, are the main conductors: A, A,
A, A, A, A, A, A, the auxiliary conductors. C, C, C, C, are the cross connections
for the auxiliary sections of the up road. In the figure all the sections of the up
road are shown fitted with blocking mechanism; the cross connections for the
other road are indicated but no blocking mechanism is shown. In each cross-
connection of an auxiliary section designed to act as a block section is introduced
switch H which under the influence of a spring p normally makes good the
electrical continuity of the cross-connection but when pulled over through the
action of the electro-magnet E leaves the section of auxiliary conductor with which
it is in connection insulated from the main conductor. The electro-magnets E, E
E, E, which are of considerable resistance are excited by derived currents sent
through the block signal wires B₁ b₁ B, b, etc. The portions B, B, B, B, of these
wires are mere insulated telegraph wires extending along the road from the position
of the block mechanism of the cross connection to the beginning of at least the
next auxiliary section; the portions b₂ b, b, are extensions of the preceding and
may be either actual continuations of them or conductors in connection with them.
Now since for example the electro-magnet E, has one end of its coil to M₂ M₂ at ng
and the other to the block signal wire B, which is extended by b¸ along the length
of the auxiliary section A which is the section on the same road immediately in
advance of A, it is clear that electrical communication being made between M, M₁
and b, a derived current will traverse the coil of E, and the switch H, be pulled
over. Thus any train tending to overtako a train on the section A, which had the
power of putting M, M, in electrical communication with b, would on arriving
at A, be brought to a stand for want of motive power and there romain until the
first train had cleared the section A,. The train LT TT which is requisite for this
method of working is so far as the driving arrangements are concerned precisely
similar to the elementary train of Figure I. It is however fitted in addition with
a contact wheel W, which runs on the parts b, b, etc of the block wires and which
is also in electrical communication with M, M₁. The action is as follows:-The
train LTT T having arrived at the section A, continues its journey in the
direction of the arrow in virtue of the cross-connection C, remaining electrically
intact since as we may suppose there is no train on A; that is to say there being
no current through E., H, remains closed. The contact wheel W₁ has however
made contact with b, so exciting E, and opening H. Thus 'until LTTT has
moved on to the next section A, becomes impassable for any following and swifter
train or locomotive such as L. L, is in these circumstances said to be blocked..
It is evident that a blocked train protects itself.
The plan however which may be preferably employed for sending the block
signal current and which is included in the present invention avoids the use of any
special mechanical or electrical device on the train the mere presence of the train
in the neighbourhood of a block-sonding apparatus determining that the block
shall be put in operation. The name block sending apparatus that has just been
used will be reserved to denote an electro-magnetic mechanism actuating a circuit
closer in the derived block signal circuit the whole mechanism being under the control
of the train while the name block receiving apparatus will be reserved to denote
the electromagnetic mechanism which when operated by the block signal current
breaks the cross connection in the rear of the train. The details of such
mechanisms as the block sending and receiving apparatus may be variously
worked out only one simple form of each will here be indicated. Generally at a
section where there is a block sending apparatus communicating by means of its
block signal wire with the corresponding receiving apparatus in the rear there also
is the block receiving apparatus of the next block section in advance. When a
train having a clear road arrives at an auxiliary section a current passes through
the cross connection of that section. If the section has been selected as a block
sending station the thick wire coil of a double coil electromagnet is joined up
with the cross connection and the other or fine wire coil is joined up as a high
resistance shunt across a switch in the cross connection in such a manuor that.
D

page_text: currents in the coils circulate in the same direction relatively to the core.. This
electro-magnet when excited attracts an armature normally held back by a spring
and a switch thrown over by the armature closes the derived circuit through the
block signal wire. So far the mechanism at the block sending station has been
dealt with. The block receiving apparatus is a simple electro-magnetic switch
mechanism so arranged that when receiving a block signal current the cross con-
nection on which it acts is broken and when receiving no current the cross-
connection is intact. Now supposing an advancing train with a clear road to
arrive at a block sending station. Immediately there is a current through the
cross-connection which is in circuit with the thick wire coil of the electro magnet
of the block sending apparatus causing the derived block signal circuit to be closed
and this block to be put on. The block signal current continues to circulate-that
is to say the block on the section we are considering remains on until the train has
cleared the section sending the block signal current. But before the train has
cleared the sending section considered suppose another and faster travelling train
to have arrived at the blocked section. Because the section is blocked the switch
in the cross connection referred to above in describing the mechanism of the block
sending apparatus is open and no current can pass through the cross-connection
that is to say no current can pass through the train except the utterly insignificant
current through the high resistance shunt across the switch also referred to above.
The second train is therefore brought to a stand. It remains to show how a third
train, a fourth train etc, approaching dangerously near to the blocked train and to
each other are themselves successively blocked. Now if there were free electrical
communication through the cross-connection of the blocked section the second or
blocked train could block the third in the same manner that it is itself blocked by
the first; but any current passing through a cross connection must pass through
the train so that in order that the second or blocked train may block the third
train without being itself driven the current through the cross connection must bo
exceedingly small and yet have the same electro magnetic effect on the electro
magnetic mechanism of the block sending apparatus as the normal current which
would pass through the cross connection if the first train were removed. The
high resistance shunt across the break in the cross connection of a block section
effects this object. It is clear that the high resistance shunt circuits on the electro
magnets of the block sending apparatus are only operated by blocked trains in the
operation of protecting themselves, at all other times being either short circuited
or entirely cut out.
Figure 3 shows the new way of operating the blocking mechanism. All the
auxiliary sections of what has been called the up road are shown fitted with
blocking apparatus: the cross connections for the down road are indicated in
dotted lines but no blocking apparatus is shown for that road. L, L, L, L, are 4
elementary locomotives similar to those already described but unprovided with any
contact making device for operating blocking incchanism. The electro magnets R
and corresponding switches H represent the essential parts of the block receiving
apparatus of the above description in the same way that the electro inagnets S
and corresponding switches K represent the block sending apparatus. All the 4
switches H under the action of the springs are held closed in the normal
position; all the switches K under the action of the springs q are held open in the
normal position. The electromagnets S have each two coils-a thick wire coil
and a fine wire coil. The thick wire coils are joined up with one end to the
auxiliary section and the other to the switch H so that when the switch H is 5
closed there is an electrical cross connection from M, N, to each auxiliary section.
The ends of the fine wire coils are marked f. f. they are joined up so that when the
switches H are closed the fine wire coils are short circuited and when any switch H
is open the corresponding fine wire coil of S is thrown into circuit with the cross-
connection. The coils are so arranged that when this happens any current which 5
might flow through the cross connection would circulate through both coils in the
Bume direction round the coro so that the magnetic effects of the coils would be

page_text: added to each other. The coil of each electro-magnet R has one end to M, M,
at n and the other to the block signal wire B which is carried along the road to
the switch K of the next block sending apparatus in advance which switch when
it is closed puts B in electrical communication with M, M, at o. The action is as
follows: Suppose L, to have a clear road. Then since there is no train on the
section immediately in advance of A, there is no current through R and
therefore H, is closed so that L₁ proceeds in the direction of the arrow in virtue
of receiving a current which entering any at F, traverses m₁ A, the thick wire coil
of S, and thence through H, and C, to M, M. The electro magnet S₁ is therefore
excited, the switch K, pulled over and B₁ put in electrical communication
with MM, at o₁. The electro magnet R, is therefore excited by a derived current
from o, to n, and the switch H, pulled over. The cross connection C₂ may so far
as its ability to supply motive power to L, be said to be broken for although under
the circumstances shown in the figure a current does traverse the train and cross
connection C. yet by reason of the high resistance of the circuit comprised
between f. f. that current is exceedingly small. It is however on account of the
large number of turns in the fine wiro coil sufficiently great to powerfully excite S
which pulling over K, closes the derived circuits og ng through the block signal
wire Bs and the electro magnet R. Thus H, is pulled over and L. blocked. L. in
its turn blocks the section A,. Any train or locomotive such as L, in the rear
of L. would proceed uninterruptedly until having advanced so far as to depond for
motive power on A, would in consequence of H, remaining open be brought to a
stand and there remain until L, having cleared Ag, R, would cease to be excited
and H. would be closed. The arrangement is such that the fine wiro coils of tho
block receiving electromagnets S are never in circuit except when blocked trains
such as L L are protecting themselves at all other times being either short
circuited by the switches H or entirely out of circuit when there are no trains on
the sections with which they are in connection.
The general method above described of supplying electrical energy by means of
a continuous conductor and an auxiliary sectional conductor for each road may be
modified in several ways. In one form the gap or distance between the end of one
auxiliary section and the beginning of the next may be widened until the length
of an ordinary train would be many times the length of a section. As before one
end of a train cable completing the circuit through the electro motive machinery
is connected to one or more insulated contact wheels running on the continuous
conductor. The cable towards its other extremity is led along the train and makes
successively connection with each of a separate set of insulated contact wheels
chosen or disposed at intervals along the length of the train. Theso contact
wheels which may be called the auxiliary contact wheels are so fixed relatively to
the vehicles of the train and the sections of auxiliary conductor as to make contact
with the auxiliary conductor whenever the positions of the vehicles to which they
are attached are such as to admit of that. The distance between any two auxiliary
contact wheels is less than the length of a section and the distance between the
leading and trailing auxiliary contact wheels is greater than the greatest distance
from section to section of the same road. A difference of clectric potential being
maintained between the two continuous conductors a current starting say from the
continuous conductor and the contact wheels of any train in connection with it,
will traverse the train cable through the electro motive machinery to the auxiliary
contact wheels and thence through one or more auxiliary sections and cross
connections to the continuous conductor of the other road. This modification of
the driving system is an invention of the form above described. The blocking for.
this form is the same as before, an advancing train rendering for the time being
one or more of the auxiliary sections in its rear impassable for an overtaking train
in the manner already described.
Figure 4 shows this method of driving applied to a suspended line to which it is
especially applicable. PP indicate in dotted lines the supporting posts or trestles.
M, M, and M, M, are the continuous main conductors one carrying down trainą,

page_text: the other up trains. A, A, and A, A, the short sections of auxiliary conductors
supported at the posts: C₁ C, C, C, the corresponding cross connections. The
blocking arrangements are not shown in the diagrain. L is the locomotive
and TTT the other vehicles of a train coupled as indicated by the dotted lines.
Fis the main contact wheel on the locomotive. GGG the auxiliary contact 1
wheels disposed on the vehicles throughout the length of the train. J J J is the
train cable connecting F through the electro motive machinery on the locomotive
with each of the auxiliary contact wheels G. The length of the train being
greater than the distance between any two consecutive auxiliary sections of the
same road as A, A, and the distance between any two consecutive wheels G being
less than the length of the shortest auxiliary section, it is clear that no matter in
what position the train may be, at least one auxiliary contact wheel will put the
train cable in electrical communication with M, M₂, the main conductor of the
opposite road to that on which the train is travelling.
In another modification of the system of supplying electrical energy comprised
in the present invention, the individual character of the sections of auxiliary
conductor is obliterated or partly obliterated, that is to say while retaining all the
cross connections the gaps between some or all of the sections may be filled up as
it wero by connecting pieces of conductor. This modification is an extension of
the system above described to a particular case. It has already been pointed out
that the sections need not be of equal length and as one consequence one section
might extend to the whole length of the line. Evidently as regards the propulsion
of trains the electrical conditions are the same as before. The system of blocking
already described is modified for this ense in the following manner:-At intervals
suitably chosen along the road the sectional character of the auxiliary conductor is
left, intact and electro magnetic switch mechanisms inserted in the cross connections
those mechanisms being controlled by a block signal current precisely in the
manner already described or any of the methods of blocking described in Patent
No 4548 of 1882 already mentioned may be employed.
The method of blocking can be applied as follows to the parallel crossover
Bystem described in Patents Nos 4548 and 1830 of the year 1882 granted to one
of us.
At intervals of one or more sections along the line of conductor of each
road a section of main conductor is displaced transversely relatively to the line of
conductor. The gap thus left is filled up by a separate section of conductor
performing a function analogous to that performed by the auxiliary sections of the
foregoing description but which for the sake of better distinction will here be called
an idle section. Each idle section is connected to the corresponding displaced
section of main conductor by a cross connection capable of being broken etc by the
action of a block receiving apparatus worked by the block signal current in the
manner already described.
Figure 5 shows this application. To avoid confusion the positions of the posts
or trestles for a suspended line are merely indicated diagramatically in dotted
lines by P P. M₁ M₁ and M, M, are the main conductors: as shown in the figure
they act as rails for every alternate span. A, A, A, A, are what have been called
above idle sections; where they are introduced they take the place of the main
conductor as a train carrying rail, the electrical continuity of the main conductor
.at such a place is maintained by a parallel span of conductor which of course need
not be of the same material as the weight carrying spans. C₁ C, are say the up
road cross connections in which there are introduced according to the general plan
above described the switches H of the block receiving apparatus. The down rond
cross connections are indicated in dotted lines but no block mechanism is shown
for that road. The essential feature of the method of blocking by breaking cross
connections is of course the switch H and as has been already pointed out for other
modifications to which the general method of driving lends itself we need not nor
do we limit ourselves to the employment of any one method of actuating those
switches. The method shown on Figure 5 is precisely similar to that of Figure 3
And has already been fully described. L. is the locomotive J₁ the train cable

page_text: and T, the last vehicle of an ordinary cross over telpher train.
This system
requires that the spans or sections should be all of nearly one length and that the
distance from the leading contact wheel F, to the trailing contact wheel E, should
be nearly equal to the common length of the sections. The action is as follows:—
Suppose L, T, to have a clear road. Then a current entering the locomotive say
from F, after passing through the electro motive machinery flows along J₁ to E₁
and thence through A, and the cross connection C₁ to M, M, the main conductor of
the opposite road. Thus the electro magnet S, is excited, the switch K₁ pulled
over and the section A, blocked so that any train such as L, T, which may arrive,
at this section while L, T, is drawing current through C, will be brought to a stand
until L, T, has cleared A,.
The nature of these arrangements is such as to permit of the introduction of idle
sections and the corresponding block mechanism for limited lengths of a line not
systematically blocked throughout.
Figure 6 shows a modification of this driving system which may in some cases be
useful. One line say the up line is formed of successive sections M. A₂ M, A, etc
the other line is formed of successive sections A, M, A, M, etc-successive sections
on each line being insulated from each other as in the cross over system-a third
conductor M, is shown as continuous and connected as shown by C₁ C₂ C, C with
the successive sections A, A, A, A.; the above forms one variety of our cross over
system of driving. If M, and one pole of the dynamo are put to earth and each
section A, A, A, A, etc supported so as to be roughly insulated blocking may be
effected by interrupting the cross connections C₁ C, C, C etc.
In this arrangement the special conductor M, may be dispensed with where a
sufficiently good connection can be made between C and the earth at each section.
M, in this case simply represents the earth.
One of the simplest modes of sending the block signal current is to allow the
wheels of a train as it passes to connect the electrified insulated section with small
insulated distance pieces between the sections.
Or by an obvious extension of the same idea the signals can be sent by allowing
the wheels of the train as it passes to connect the electrified insulated section with
small insulated distanco pieces specially inserted as shown in Figures 7, 7a and 76.
Figure 7 is a side elevation and Figure 7a is a transverse section near the end
of a telpher bar or rail on which the traffic is carried.
Figure 76 is a side clevation to a smaller scale.
p is the pivot by which the bar or rail is connected with the support.
A are the insulated distance pieces and B is the enlarged head or end of the
telpher bar or rail. A is a steel tube secured to the welded end of the telpher rod
and insulated from it by cement and wood. The block signal wires are attached
to distance picces such as these and each block signal wire may be conveniently
arranged so as simultaneously to block a near section and release a far section.
This is easily done by making each switch electro magnet with two independent
coils, one of these receives the current from the nearest distance piece A and under
the action of this current coil 1 breaks the cross connection the same current goes
on to the next switch electro magnet and goes through coil 2 which remakes the
cross connection previously broken; the armature is easily arranged so as to stand
in either position to which it is moved by the action of either coil-an oscillating
arm alternately removing opposite ends from two mercury cups answers well with
a little spring or weak catch to keep the arm down in whichever cup it is last
placed.
The same arrangement of idle sections and blocking is applicable to the ordinary
parallel are mode of working.
Figure 8 shows the necessary connections omitting the blocking wires which may
be similar to those last described.
M, and M, are the two rails of an ordinary electric railway; A, A, etc are short
idle sections that is to say they do not in all cases transmit a current. There are
cross connections at C₁ C₁ etc which can be interrupted by electro magnets in the

page_text: usual way. Habitually the contacts at C, and C, are completed-but when a train
passos from A, towards A, it creates the contact at C, and bence blocks subsequent
trains until it arrives at A, when it breaks C, and remakes C₁.
M, need not be insulated and might indeed in special cases be the earth, or M,
and A A, etc might be insulated and M, might be to earth.
Having now particularly described and ascertained the nature of our said-
Invention and in what manner the same is to be performed we declare that what
wo claim in respect to mechanism for transporting goods and passengers by the aid
of electricity is
1. The combination of continuous main conductors and sectional auxiliary
conductors with cross connections the whole constituting a driving system
substantially as described.
2. The combination with such main and auxiliary conductors cross connections
with keys or switches electrically controlled by the trains or carriages passing
along the line the whole constituting a driving and blocking system substantially
as described.
3. The combination with such cross connections of electrical transmitters and
receivers so arranged that when (in consequence of the presence of a train upon
the line) a current passes through a cross-connection the transmitter is actuated
thereby and made to operate the receiver at a cross connection in rear in such
manner as to cause it to open the cross connection so far as to render it unservice-
able for the maintenance of the traffic along. the line the whole constituting &
blocking system substantially as described.
4. The combination of continuous main conductors, short auxiliary conductors
with cross connections and a bridging conductor upon the train spanning the
intervals of the auxiliary conductors the whole constituting a driving system
substantially as described.
5. In a system in which the lines are arranged in alternate sections of opposite
polarity which become connected as a train passes over them through the motor of
the train; forming the said lines of continuous conductors and "idio" sections the
latter being introduced where the main conductors cease to supply current to the
motor of the train and being provided with cross connections in which electrical
switches or keys are introduced, the whole constituting a driving and blocking
system substantially as described.
6. In a cross over system the use in like manner of idle sections and cross 3
connections with electrical switches or keys and this whether there be two main .
conductors or one main conductor only the other being replaced by earth
connections substantially as described.
7. The application in like manner in a parallel arc driving system of idle sections
and connections with electrical switches or keys substantially as described.
8. In a telpher or other electric railway the addition at the end of a section of
the line of a short insulated piece with which the passing wheels make contact and
thereby transmit an electrical signal controlling automatic blocking apparatus
in rear of the train substantially as described.
4
9. The improved mechanisms for transporting goods and passengers by the aid 4
of electricity substantially as described.