Improvements in Electric Railways on the Sectional Conductor System.
Year: 1897

page_text: Date of Application, 19th Aug., 1897
Complete Specification Left, 22nd Feb., 1898-Accepted, 2nd Apr., 1898
PROVISIONAL SPECIFICATION.
Improvements in Electric Railways on the Sectional Conductor
System.
We, LOUIS EDWARD WALKINS, of 16, Melrose Street, in the City of Springfield,
and State of Massachusetts, United States of America, Civil Engineer, and
FRANCKE WALDEN DICKINSON, of 141, St. James' Avenue, in said Springfield,
Funeral Director, do hereby declare the nature of this invention to be as follows:-
This invention relates to electric railway systems and more particularly to those
designed for long distances and heavy traffic, where the railway is exclusively
used as such, and as distinguished from a street railway where carriages and
pedestrians pass along or across the tracks.
The objects of the invention are to provide an improved system of electrical
distribution and transmission whereby the current from the line or feed wire may
be caused to pass through comparatively short track circuits, each say of a
thousand feet, as the car comes into such short section or circuit, the car causing the
current the current to be in that circuit comprising the portion of the track over
which it is passing, to economically utilize the electric power and to aid in the
operation of an electric railway of greater length than ordinary with a given
generated power; and to provide a system which may be easily and cheaply main-
tained, and one which will be practical and operative under all conditions.
The invention consists in an electric railway system, employing a generator or
power station, a line or feed wire, a return wire and a third rail or conductor
divided into insulated sections of suitable length, a series of successively operating
feed circuits, for supplying electrical power to the motor of the car, while on a
given third-rail-section, switch devices for bringing each circuit into connection
with the line wire and the section of the third rail, through the car motor as the
car comes upon such third-rail-section, switch-releasing circuits each comprising
an electro-magnet, a pair of contacts and a switch for connecting them, and wires
running from the electro-magnet adjacent one section to the contacts in the next
section in advance comprising in their course a source of electrical energy therefor,
a movable part for each section adapted to be actuated by the wheel of a passing
car, and mechanism operated by said car-operated part for placing the switch in
bearing against said contacts, said movable part also operating the switch for the
feed circuit whereby the line wire is always in connection with that section of
the third rail upon which the car is running, an armature for each said electro-
magnet having a locking engagement with each said wheel-actuated switch-
operating device and adapted to release same when the switch-releasing circuit
becomes active, permitting said wheel-operated part to resume its normal position,
and the adjacent switches to open;
And the invention furthermore consists in improved electro-mechanical switch
mechanism comprised in the railway system.
In this system the usual car track rails are provided, also a power station or

page_text: .
generator, a line or feed wire connected with the generator and running along the
railway, supported by poles, and there is the usual return wire. A third rail is
located on the roadbed, preferably between the track rails and formed in blocks
or sections of any desired length; for instance, 1000 feet each. These third rail
sections are separated by insulating material in practice about three feet long.
Adjacent each insulated section are provided two contacts and an electric wire
runs from the feed wire to one of these contacts, a second wire running from the other
contact to a section of the third rail next in advance of the insulation.
connect one of the track rails with the return wire at suitable intervals, preferably
one within the length of every block or third rail section.
Wires
A switch is provided for each pair of the aforesaid contacts which when closed
establishes conditions for a circuit as follows: From the line wire through the
switch and through the connecting wire to the third rail section next in advance,
and thence the current passes through the underrunning shoe on the motor car
through the motor and. car-wheel axle to the side track rail and therefrom back
along the return wire. The switches are normally open, leaving the several succes-
sive circuits throughout the railway system open except that the switch last passed
by the car is by the latter closed so that the circuit will be complete through the
third-rail section upon which the car is running and of course through the car
motor.
Each switch is automatically closed by the passing car through a suitable
mechanism, one form of which is as follows: A lever or movable part is pivoted
inside one of the track rails and has connected thereto a thrust-bar which operates
against a second thrust-bar with which co-acts a retracting spring. The second
thrust-bar has a portion extending within a casing and it is provided with a series
of rack teeth and also a series of ratchet teeth. A pinion-wheel meshes in the
rack-teeth and has the arm which through a connecting rod engages a crank-arm
or lever of the switch, so that when the car-wheel passes, causing the inward thrust
of the said bars, a partial rotation of the pinion ensues and the switch is closed,
uniting the aforesaid contacts. Within the casing in which the switch is located a
lever is mounted to swing, which lever is the armature of an electro-magnet, said
armature having a projection or latch which coacts with the ratchet teeth on the
thrust-bar to confine the latter in its inwardset position, while the wheel operated
lever and its connected thrust-rod are free to return to its normal position imme-
diately the car has passed, a spring also being provided on this first thrust-bar.
The armature lever has a spring for normally pressing the armature away from
the electro-magnet and in engagement with the aforementioned ratchet-teeth.
The switch above mentioned having been set, will remain set until its electro-
magnet has been vitalized by a current through it, and for the establishment of
such current, this system comprises a series of what are herein termed unlocking
circuits, which are respectively provided at each block, and will be described as
follows: Adjacent the afore mentioned contacts and switch for the feed current
circuits described, are a second pair of insulated contacts and a switch therefor
which to distinguish will be referred to as the unlocking circuit switch and contact.
From one of these contacts an electric wire runs to connection with the electro-
magnet in the casing, which is located adjacent the insulating section between the
blocks next to the rear of the one at which said electric wire has its connection
with the last referred to contact, and a second electric wire runs from the other
unlocking circuit contact also rearwardly to the same electro-magnet next to the
rear, and one of these wires comprises a source of electric energy of any suitable
character, which may be a battery. The aforementioned pinion wheel has a
second arm which by a connecting rod operates the unlocking circuit switch.
Both switches are simultaneously closed, are both held closed during the same
period, and are simultaneously opened. So soon as the car reaches a given lever
tongue, as its shoe or trolley is passing over and adjacent insulating portion
between two of the third-rail sections, and the feed circuit comprising the section
onto which the car is about to run is closed or established, the unlocking circuit

page_text: for the release of the latching armature is also established, so that the electro-
magnet draws tue armature from engagement with the ratcheted portion of the
thrust-bar, permitting the latter to return to its normal position and through the
mechanical connection aforementioned opening both switches and opening both
the feed and unlocking circuits next to the rear of those last closed. It will be
explained that by reason of the length of the insulation between the third-rail
sections being comparatively considerable there will be no live circuits at the
time the shoe or trolley is on an insulated section and hence there will be no
jumping of currents and sparking to destructively affect the apparatus or constitute
a factor of danger.
It is preferred in this system to use a third rail of cast-iron having essentially
on its upper side a layer of copper, which may be welded thereto.
I have also devised for this system an arrangement of devices substantially
like those described for operating the switches, the car-operated part of which is
located in an aperture therefor in the insulating material between the third-rail
sections, instead of adjacent the car-track rails opposite such insulating material,
in which case the trolley or shoe which runs on the third rail primarily actuates
the switch mechanisms instead of the car-wheel.
-
LOUIS EDWARD WALKINS.
FRANCKE WALDEN DICKINSON.
Improvements in Electric Railways on the Sectional Conductor
.
System.
We, LOUIS EDWARD WALKINS, of 16, Melrose Street, in the City of Springfield,
and State of Massachusetts, United States of America, Civil Engineer, and
FRANCKE WALDEN DICKINSON, of 141, St. James' Avenue, in said Springfield,
Funeral Director, United States of America, 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 railway systems, and more particularly to
those designed for long distances and heavy traffic where the railway is exclusively
used as such and as distinguished from a street railway where carriages and
pedestrians pass along or across the tracks.
The objects of the invention are to provide an improved system of electrical
distribution and transmission whereby the current from the line or feed wire may
be caused to pass through comparatively short track circuits, each, say, of a
thousand feet, as the car comes into such short section or circuit, the car causing
the current to be in that circuit comprising the portion of the track over which it
is passing to economically utilize the electric power and to aid in the operation
of an electric railway of greater length than ordinary with a given generated
power, and to provide a system which may be easily and cheaply maintained and
one which will be practical and operative under all conditions.
The present invention contemplates the use of the ordinary track rails, a suit-
able generator or power station, a feed or line wire extending throughout the
system with a return conductor to the power station, a third rail or conductor
which preferably and most advantageously runs between the track rails, being
divided into insulated separate sections or blocks of suitable length, as, for
instance, a thousand feet each, and electrical connections and devices whereby the
motor car or electric locomotive automatically, through one of its car wheels, or
an underrunning shoe or trolley, switches in a feed circuit including the portion

page_text: of the track upon which the car is running and also including its motor, the car at
substantially the same time cutting out the feed circuit, including the third rail
section over which the car has next last passed. This is done almost instan-
taneously while the shoe of the trolley connected with the car motor is upon the
short insulated section of the third rail, so that there is no current alive when the
switch devices are operated to cut out the last circuit and to cut in the next feed
circuit in advance and whereby therefore there is no sparking at the switches to
result in destructive effect thereupon.
The invention consists in an electric railway system employing a generator or
power station, a line or feed wire, a return wire, and a third rail or conductor
divided into insulated sections of suitable length, a series of successively operating
feed circuits for supplying electrical power to the motor of the car, while on a
given third rail section are switch devices for bringing each circuit into connection
with the line wire and the section of the third rail, through the car
motor as the car comes upon such third rail section, switch-releasing circuits
each comprising an electro-magnet, a pair of contacts and a switch for connecting
them, and wires running from the electro-magnet adjacent one section to the con-
tacts in the next section in advance, comprising in their course a source of
electrical energy therefor, a movable part for each section adapted to be actuated
by the wheel or underrunning shoe or trolley of a passing car, and mechanism
operated by said car-operated part for placing the switch in bearing against said
contacts, said movable part also operating the switch for the feed circuit, whereby
the line wire is always in connection with that section of the third rail upon which
the car is running, an armature for each said electro-magnet having a locking
engagement with each said wheel-actuated switch-operating device and adapted
to release same when the switch-releasing circuit becomes active, permitting said
wheel-operated part to resume its normal position and the adjacent switches to
open; and the invention furthermore consists in improved electro-mechanical
switch mechanism comprised in this railway system, all substantially as will
hereinafter fully appear and be set forth in the claims.
Reference is to be had to the accompanying drawing, in which Figure 1 is a
view in the nature of a plan and diagram showing the arrangement of the electric
and mechanical devices comprised in the invention.
Figures 2, 3 and 4 are views illustrative of a modification to be hereinafter
referred to.
In the drawing A A represent the usual car track rails.
B represents the power station or generator.
C represents the line or feed wire connected by wire z from the generator and
running along the railway, this being understood as supported on poles, and D
represents the return wire, connected by wire 22 back to the generator.
"
G represents the third rail or conductor located on the road bed, preferably
between the track rails AA, and formed in "blocks or sections of any suitable
length desired, as, for instance, one thousand feet each.
These third rail sections are separated at their contiguous ends by sections a,
of insulating material, which in practice are about three feet long. Adjacent each
insulated section a are provided two contacts b and c, and an electric wire d runs
from the feed wire to each contact b, and a second electric wire f runs from the
contact c to a section G of the third rail next in advance of the separating
insulation a.
Wires g g connect one of the track rails A with the return wire D at suitable
intervals, preferably one or more within the length of every third rail section.
h represents a switch respectively provided for each pair of the contacts bc,
which when in bearing there-against establishes 'conditions for a circuit, as
follows:
From the line wire C through wire d, through the switch, and through the 5
wire f to the third rail section next in advance of the position of the switch, and

page_text: the current thence passes from said third rail section through the shoe, which is
understood as carried by the motor car or electric locomotive, and thence through
the motor and the axle and car wheel to the usual track rail, and therefrom by
the wire g to the return wire D, back to the generator.
The switches between the contacts b c are normally open, leaving the several
successive circuits such as just described throughout the railway system open,
except that the switch h last passed by the car is by the latter closed, so that the
circuit will be complete through the third rail section upon which the car is run-
ning and, of course, through the car motor.
Each switch his automatically closed by the passing car through mechanism as
follows: represents a lever, tongue, or frog pivoted inside of one of the track
rails A and having connected thereto a thrust bar playing through guide
blocks 10, 11 therefor and having a shoulder 12, against which bears one end of
the spring 13, the other end of this spring being seated against the block 11.
The thrust bar j has at its inner end the socket 14, in which plays the extremity
of a second thrust bar 15, guided through bearings 16, 17 therefor at the opposite
sides of a casing k, the spring 18 serving also to exert a pressure against the thrust
'bar 15 to force it toward the lever i.
The said bar 15 has at its portion within said casing k, formed thereon or
attached thereto, at one side the series of rack teeth 19 and at its other edge the
series of ratchet teeth 20.
A pinion 21 meshes in said rack teeth and has the arm 22, which through
connecting rod 23 engages a lever or crank arm 24 of the switch h, so that when
the car wheel passes the lever i and by its flange forces it inwards the inward
thrust of the bars j 15 will cause a partial rotation of the pinion 21 and through
the connections described a closing.of the switch to unite said contacts b and c.
Within the casing is mounted to swing the lever m, which is the armature to
the electro-magnet n, said armature having a projection or latch 26, which
co-acts with the ratchet teeth 20 to confine the thrust bar 15 in its inward set
position, the lever tongue and its connected rod j being free to return by the
reaction of its spring to its normal position adjacent the rail immediately the car
wheel has passed by reason of the form of engagement shown at 14 between thrust
bars j and 15.
The armature lever m has engaged at its lower end the rod 28, which plays in
a guide socket 29 therefor and which rod has surrounding it the spring 30, which
exerts a bearing against the armature to maintain it in its engagement with the
ratchet teeth 20.
The switch h, after having been set in the manner described, will remain set until
the armature has been attracted to the adjacent electro-magnet by reason of the
latter becoming energized by the establishment through it of an electric current,
and for the establishment of such electric current this system comprises series of
what are herein termed "unlocking circuits," which will now be described as
follows:
Adjacent the insulated contacts b c and the switch are a second pair of
insulated contacts o and p and a switch q. From the contact o an electric wire r
runs to connection with one pole of the electro-magnet. n, which is in the casing
or group of devices adjacent the switch tongue i at the section next to the rear of
the one at which said wire r has its connection with the contact o, and a second
electric wire s runs from the other contact p also rearwardly to the aforesaid
electro-magnet which is next to the rear, and one of these wires r or s comprises
in its course a source of electric energy for the circuit of which it forms
a part and which, as represented at tt, consists of a battery having the electrical
energy therein maintained from the feed wire C.
The pinion 21 has thereon a second arm 34, which by connecting rod 35 operates
the switch g through its crank arm 36.
It will be apparent that both switches are simultaneously closed, are both held

page_text: SO
closed for the same length of time and are simultaneously opened, and that,
soon as the car reaches a given lever tongue i, as its shoe is passing over an
adjacent insulating portion a between two of the third rail sections and
the feed circuit comprising the third rail section onto 'which the car
is about to run is closed or established, the unlocking circuit for the release of
the latching armature (which has been holding the feed circuit of the next section
to the rear closed) is also established so that the electro-magnet draws the armature
out of engagement with the ratcheted portion of the thrust bar 15 permitting the
-latter to return to its normal position and through the mechanical connections
described, opening the switches h and q and opening the feed and unlocking
circuits next to the rear of those which have been most lately established.
In the drawings here provided the position of the car wheels M, their axle N,
the motor O and the bearing shoe P which is connected with the motor and which
runs onto the third rail is indicated as having just passed onto the beginning of a
section, here the middle one of the three sections comprised in these illustrations
showing the switches closed for the establishment of the feed circuit in this middle
section and for the establishment of the unlocking circuit which has become active
to cut out the previous feed circuit and release the thrust bar 15; and of course it
will be understood that when the electric car passes the left hand tongue a new
set of circuits are established and the feed and unlocking circuits now shown to
be closed will then have been opened and so on in succession.
Of course it is understood that the contacts bc and op are insulated one from
another and that the switches h and q are suitably insulated, the particular
manner of accomplishing this not being necessary to illustrate or describe,-being
within the province of the electrician and involving no subject matter of invention.
It will be perceived that by reason of the lengths of the insulations
between the third rail sections G being considerable, as for instance about three
feet each in practice, there will be no live circuits at the time the switches are
being operated, and hence there will be no jumping of currents and sparking to
destructively effect the apparatus or to constitute a factor of danger.
a
In Figures 2, 3 and 4 is shown an illustration of a mode of carrying out this
invention where the switches are operated in an equivalent way to the one herein-
above described, viz., by the wheel of a passing car, the underrunning shoe or
trolley P on the motor car, in bearing contact along the third rail sections and
separating insulating sections a² operating the switches.
Here is seen the dividing length a² of insulating material having an aperture
in which is pivoted the depression member 22, the same operating the rock-shaft 23
which operates the switches corresponding to those shown in Figure 1, and here
indicated at op and cb in Figures 2 and 4, these switches being understood as
comprised in feed or power circuits and electro-magnetic unlocking circuits
sustained by batteries or otherwise as desired, in the same arrangement as set
forth in the description given in respect of the mechanism of Figure 1.
In this last mentioned arrangement the armature is latched as the underrunning
trolley P comes on one insulated section a, into engagement with the ratcheted
depending stem or plunger on the said depression member 2, whereby the switches
are held closed until the trolley has reached the insulated section at the next
advanced block whereby the armature of the electro-magnet being by the latter
drawn thereto, releases the depression member to rise under the reaction of its
spring and to cause the switches to be opened.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is:
1. In an electric railway system in combination, the usual car track rails, and
separate third rail sections, a generator or source of electrical energy, a line wire,
and a return wire connecting the line back to the generator, contacts bc provided
to correspond to each third rail section and a switch to unite them, wires & running

page_text: from the feed wire to one contact and a wire f running from the contact c to the
adjacent third rail section; a second set of contacts op and a switch for uniting
them, an electro-magnet in proximity to the two pairs of contacts for each section
and an armature' therefor, electric wires running from the contacts op to the
electro-magnet adjacent the group of contacts for the section next in advance,
comprising in their course a battery or the like, and return.conductors connecting
the car track rails with said first named return wire, a movable device provided at
each third rail section actuated by the wheel of a passing car, and in turn operating
to set the switches against the contacts be and op, the armature for the adjacent
electro-magnet having a locking engagement with said switch-actuating movable
part to hold the switches closed until released by the circuit through the electro-
magnet as the car passes onto an advanced third rail section, substantially as
described.
"
1
2. In an electric railway system in combination, the usual car track rails, and
a series of third rail sections, separated by a length of insulating material, a
generator or source of electrical energy, and a line wire, contacts be provided to
correspond to each third rail section and a switch to unite them, wires running
from the feed wire to the one 'said contact and a wire f running from the other
said contact to the adjacent third rail section; an adjacent second set of
contacts op, for each section and a switch for uniting them, an electro-magnet in
proximity to the two pairs of contacts for each section, and an armature therefor,,
electric wires running from the contacts op 'to the electro-magnet adjacent the
group of contacts for the section next in advance, comprising in their course a
battery or the like, a movable device provided at each section opposite said length
of insulating material actuated by the wheel of a passing car, and in turn operating
to set the switches against the contacts bc and op, the armature for the adjacent
electro-magnet having a locking engagement with said switch-actuating movable
part to hold the switches closed until released by the circuit through the electro-
magnet as the car passes onto an advanced third rail section, and all whereby said
switches may be operated and released at times when the car motor is in connection
with said length of insulating material, for the purpose set forth.
3. In an electric switch mechanism, in combination, a part movably mounted
and adapted to be operated by a passing object as a wheel of a car, two pairs of
electric terminals or contacts for different circuits, and two switches movable to
connect and disconnect the contacts of the both pairs, a switch operating part
receiving movement from said wheel-operated part, and connections between it and
both said switches, actuated by said switch-operating part, whereby both switches
are simultaneously operated, an armature arranged to normally engage said switch
operating part, and an electro-magnet adjacent the armature, substantially as
described.
4. In an electric switch in combination, a part movably mounted and adapted
to be operated by a passing object as a wheel of a car having a retracting spring
therefor, two pairs of electric terminals or contacts for different circuits, and two
switches movable to connect and disconnect the contacts of the both pairs each
having a crank arm, a part movably mounted and having a movement in one
direction by said wheel operated part and having rack teeth, a pinion engaged by
said rack teeth, arms carried by said pinion, and connections between said arms
and the switch arm whereby both switches are simultaneously operated, an
armature adapted to engage said rack provided part, an electro-magnet adjacent
thereto and a retracting spring for said rack provided part, substantially as
described.
5. In a switch mechanism, in combination, the lever i pivotally mounted
adjacent a track and adapted to be moved by a passing car, the thrust rod j con-
nected to said lever having a retracting spring, a second thrust rod having an
engagement with the first rod whereby it is moved thereby in one direction but
whereby said first thrust rod may have its return movement without moving the

page_text: second rod, said second rod having the series of rack teeth and the series of ratchet
teeth and the retracting spring, the two pairs of contacts or terminals for two
circuits, switches applied thereto and movable to connect and disconnect said
contacts, a pinion meshing said rack teeth and connections between said pinion
and said switches whereby the latter are simultaneously operated, the armature
having a catch engagement with said ratchet teeth and an electro-magnet adjacent
the armature, substantially as described.
6. In an electric railway system in combination, the usual track-rail and third-
rail-section separated at intervals by insulating material, a generator or source of
electrical energy and a line wire, contacts be provided to correspond to each third-
rail-section and a switch to unite them, a wire & running from the feed wire to the
one contact, and a wire f running from the contact c to the adjacent third-rail-
section; a second set of contacts op and a switch for uniting them, an electro-
magnet in proximity to the two pairs of contacts for each section and an armature
therefor, electric wires running from the contacts op to the electro-magnet
adjacent the group of contacts for the section next in advance, comprising in
their course a battery or the like, a movable device provided at each third-rail-
section actuated by the wheel of a passing car, and in turn operating to set the
switches against the contacts bc and op, the armature for the adjacent electro-
magnet having a locking engagement with said switch actuating movable part to
hold the switches closed until released by the circuit through the electro-magnet
as the car passes onto an advanced third-rail-section, substantially as described.
Dated this 5th day of February 1898.
LOUIS EDWARD WALKINS.
FRANCKE WALDEN DICKINSON.