Year: 1889

page_text: Date of Application, 9th July, 1889-Accepted, 28th Sept., 1.889
Figure is an enlarged view of one of the housings.
Figure 6 is a side view showing the locomotive or forward car, with its movable
point or front.
Figure 7 is a sectional view of the point.
Figure 8 is a detail showing a transverse sectional view of the rail having the
lateral flange which forms the track for the supplemental wheels, and showing also
a conductor for the main current.
Figure 9 represents a cross sectional view of a rail showing another form of con-
ductor secured in position.
Figure 10 is a detail showing in section an enlarged view of a portion of the rail,
the conductor, one of the securing bolts, the insulating cap, and non-conducting
bushing surrounding the bolt and between the conductor and rail.
Figure 11 is a side elevation of a car having main wheels and supplemental wheels
adapted to travel against the under surface of the flange of the rail and showing a
brush midway between the front and rear sets of main wheels, and travelling against
the conductor on the bottom of said flange.
Figure 12 is a cross sectional view of the track showing the conductors, supple-
mental wheels, and tie rods connecting the two rails.
Figure 13 is a modification of the same.
Figure 14 illustrates the brush, which is designed to travel on the conductor
beneath its flange.
Figure 15 represents a side elevation of a portion of a car showing the main and
supplemental motors, and the gearing for transmitting the power of the supplemental
motor to the drive wheels to effect a preliminary movement of said wheels.
Figure 16 is a plan view of the same showing the top casing of the car removed
to disclose the motors and gears.
Figure 17 represents a section of track showing the main and switch rails.
Figure 18 is a sectional view showing the switch rail lowered and illustrating a
means for adjusting the same vertically.
Referring to Figures 1 and 2 of the drawings, A indicates a train of cars, which
is herein shown as of the vestibule pattern, whereby its sides present practically
unbroken surfaces, B designating the locomotive or front car, and C the rear car,
the said front and rear car having a pointed end as shown. The main wheels D of
the locomotive and succeeding cars are mounted upon axles a the ends of which turn
rn
17

page_text: in boxes 6 mounted in semi-elliptical housings c, secured to the exterior of the car, as
shown in Figures 1, 2, 4, and 5.
The main bearing wheels are located inside the car close to its inner walls, while
the ends of the shafts project through said walls and are mounted in the journal
boxes b provided with springs a¹ as shown in Figure 5. The journal boxes with
their springs and other adjunctive parts are mounted and confined in the semi-elliptical
housings c which are bolted to the outer walls of the car as shown in said Figures,
and these housings are provided with face plates d by means of which they are
sealed, and the journal boxes, protected from the weather and dirt and other foreign
matter.
By thus locating the bearings in the exterior housing I increase the internal
capacity of the carrier or car by utilizing the space these features formerly occupied,
and obtain this result without any corresponding increase of the carriers square area,
and by making the external housings semi-elliptical in shape, they offer but little
resistance to the air, therefore the speed of the train is not perceptibly lessened.
The front car or locomotive contains any desired number and style of motors E
with brushes, commutators, armatures and other adjunctive parts of any well known
form not herein necessary to show in detail, and said motors are connected in any
suitable manner, with a copper wire or main conductor d¹ laid upon the stringers
beneath the rails as shown in Figure 8; another wire or secondary conductor e being
also laid along the stringer in a housing e¹, and being engaged by a brush f carried
by an arm secured to the car or cars, preferably the front one or locomotive,
and being electrically connected with a telegraph key or similar instrument in any
well known manner, whereby messages may be transmitted from the moving train to
distant points, the said main conductor being connected with one or more dynamos at
the end of the line of road and the secondary conductor being connected with any
well known source of electricity at the station or otherwise.
The main rails for the cars have an upper tread or surface h upon which the main
wheels D travel, and an outwardly extending flange which may extend inwardly
as shown in Figures 8 and 13, or outwardly as shown in Figures 9, 10 and 12. The
rail shown in Figure 8 is laid upon the longitudinal stringers or beams and these
rails C¹ are angular in cross section and are each formed or provided with, the upper
and lower bearing surface before mentioned. These rails are spiked or bolted to the
upper inner corners of the stringers or longitudinal beams, their inner angular
corners adapting them to be closely fitted to the inner corners of the stringers
or beams as shown, and if desired, the under surface of that portion of the
rail, which lies upon the top of the stringer, may be formed with a longitudinal rib b³,
which is driven or fitted into a groove in the top surface of said stringer or beam
whereby said rail is more securely held and the danger of the rails spreading reduced
to a minimum.
It is understood that the rails thus described are adapted for any well known form
of vehicle or carrier, but as the danger of said vehicle or carrier jumping the track,
especially when rounding curves, is well known, I deem it essential to utilize the
under surface of the lateral arm or extension h¹ of said rail, as a bearing surface
for other wheels, which by engaging the under surface of the arm h¹ prevents the
objectionable and often dangerous results above mentioned, as I shall hereinafter describe
The carrier or vehicle which I prefer to use in connection with my improved rail
is provided with the usual bearing wheels D, which are designed to travel upon the
upper surface h, and upon the frame of the carrier, is mounted in any suitable manner
one or more shafts or axles D' upon the outer ends of which are wheels d¹¹ as shown
in Figures 1, 4, 11, 12 and 13, or if preferred, any other suitable rolling or sliding
friction bearing or stop, may be employed.
In Figures 12 and 13 I illustrate the wheels d as being located slightly below
the under surface of the lateral arm of the rails, and these wheels are intended to
come into engagement with the lower bearing surface or track, when the centrifugal
force incident to the rapid travel of the vehicle, or carrier in rounding curves, tends
to lift the main bearing wheels from the track and thereby derail the vehicle. It

page_text: will be readily seen on examination of the drawings that as soon as the main bearing
wheels are lifted from their track or surface the underlying wheels du are likewise
lifted into contact with the contiguous bearing surface or track, and thereby over-
come the tendency of the carrier leaving the rails or track.
Another form of rail and conductor, and the one I prefer to use in my system is
shown in Figures 9 and 10 wherein C₁ indicates a rail having an outwardly extending
flange whose outer edge is formed with a downwardly extending lip or projec-
tion h"; to the under surface of the flange ¹ is secured a copper or other strip B₁,
which is connected with any suitable source of electric energy, and conveys the out-
going current which propels the car or carrier; the said current being caused to enter
the rail at the end of the line, and to be returned to the generating station in any
well known manner.
The conductor B¹ takes the place of the overhead or underground wires and is
secured in position under the flange of the rail by bolts c¹, these being introduced
between the conductor and the flange, a strip or plate of fibrous or other non-con-
ducting material d¹, to properly insulate the conductor from the rail and to cause the
entire outgoing current to pass through the strip B¹.
Surrounding each of the bolts c which secures the conductor in position, is a
bushing C of fibrous or other non-conducting material, which prevents the current
passing from the conductor through the bolts to the rail the said bolts having their
upper ends threaded and engaged by nuts e¹¹ which bear down upon the flange of the
bushing and serve to draw the bolts upwards whereby the conductor is securely held
against the non-conducting strip d¹¹ which in turn is held tightly against the lower
surface of the flange h¹.
It is obvious that by so locating the conductor beneath the flange of the rail, and
forming the flange with a downwardly extending portion or projection, the conductor
is housed and protected from the effects of the weather, thereby overcoming the
liability of the current "grounding."
To make this rail safe and to remove the dangers incident to accidental shocks to
passing pedestrians, horses etc., which occur when the conductor and its adjuncts are not
properly insulated, I enclose the upper ends of the bolts, as well as the nuts e¹¹, and
upper surface of the bushing C, with flanged caps D₁ of fibrous or non-conducting
material, and form said caps with threaded sockets g, whereby the caps may be screwed
down upon the bolts so that their annular flanged portions may completely encase
the nuts ell and top of bushing C" and be seated on the flange so as to surround a
raised portion thereon as shown in Figure 10, whereby a practically water-tight
joint is formed between the cap and the flange and conducting parts.
It will thus be seen that even though a person should step upon the rail with one
foot upon one of the caps, and the other upon the rail, he would experience no shock,
as the conducting parts are all so insulated that the whole current passes through
the main conductor; therefore the rail is safe for pedestrians, horses etc.
When long distances are covered each rail will be provided with a conductor and
adjunctive parts similar to those previously described, in which case the current may
be sent out on one conductor, and be returned through the other, instead of through
the rail, thus permitting me to place the generating stations a greater distance apart,
and the rails may be prevented from spreading, and securely braced by means of the
tie rods and turn buckles, shown in Figure 12, the said rails being also provided with
webs to give them increased strength and durability.
I have also shown in figures 1, 11 and 14 of the drawings, a brush f which is
suspended from the locomotive or car midway between the front and rear sets of main
bearing wheels, and travels under the flange of the rail and against the conductor
and "picks up" the current and conveys it to the motor on the locomotive of the
train in any well known manner.
The front of the locomotive is provided with a movable point or front J see
Figures 6 and 7, which has a hinge connection j, with the body of the car or
locomotive.
This movable point or front is operated by a system of levers I, within the car near

page_text: the engineer or operator, and is designed to be adjusted up or down, when desired
to cause the train to more closely hug the track. Thus in ascending a steep grade,
the point J will be slightly elevated above the position it occupied when the train was
travelling on the level, and the air striking the upper incline of the point will hold
the car to the track.
This adjustable point and the supplemental wheels making it almost impossible for
the train to leave the tracks even when it has obtained the greatest velocity.
The point or front J is provided with a glass protected look out K, by means of
which the engineer or operator is permitted to view the track ahead, and the main
portion of the car above the adjustable point is provided with an electric head-
light I, the wires ¹ and l¹ of which, like those extending from the lights M and
heaters N in figure 3, are in the main circuit and connected in any well known
manner with said current, whereby said current furnishes the medium by which the
lighting and heating of the train is accomplished.
The rear car of the train will have a pointed rear end provided at its apex with
an electric light O, which is also connected with the main current in any well known
manner, and operates as the rear signal light, as shown in figure 1.
From this description it is obvious that the system described and illustrated is
capable of a high rate of speed with perfect safety, the possibility of derailment being
reduced to a minimum, and the train illuminated and heated by the current which
propels the cars the headlight and signals being also in the circuit.
It will also be observed that the adjustability of the point or front of the forward
car, and the fact that the train, being of what is known as the vestibule pattern, has
no outward projections but little resistance is offered to the air, consequently a
maximum speed is obtained at the minimum of power.
As shown in Figures 6, 15 and 16, I provide the locomotive or car with one or
more main motors, and with supplemental motors P in the main motor circuit, and in
connection with the main drive wheels, whereby the power of the supplemental motor
is exerted to effect a preliminary movement of the locomotive, which is afterwards
driven by the main motor. The current from the supplemental motor to the drive
wheels being cut off by a lever, as I shall now fully describe.
The locomotive B is supported upon one or more shafts or axles m upon which the
main motor or motors are mounted in any suitable manner. The axle or shaft m
carries near its ends inside the locomotive the drive wheels and the outer ends of the
axles or shaft m are encased in semi-elliptical or other housings c to protect the
journals from dust and foreign matter, and to permit the placing of, said journals
exterior of the locomotive or car, as before more fully described.
Actual experiments have demonstrated the fact that it is exceedingly difficult to
generate and distribute sufficient energy to effect the first movements, or in other
words, to start the locomotive in motion, without the danger of destroying the journals
or other parts by the excessive force employed, and therefore to overcome these
objections, and to provide a simple means whereby the preliminary movements may
be imparted to the locomotive, I secure to or in the locomotive a supplemental
motor P, which may be of any appropriate design and strength, and which is in
electric connection with the main current by means of a branch wire or conductor.
The supplemental motor P is provided with a bevel pinion n which meshes with and
drives a bevel gear o carried by a clutch sleeve n¹ which also is provided with a
gear p which meshes with and drives another gear p¹ on the shaft of one of the drive
wheels.
The lever H is pivoted at its lower end to the car, and it has a clutch ring, which
engages the clutch sleeve n¹ so that when the lever is moved (which may be done by
hand) the gear o is thrown out of engagement with its pinion. If desired the upper
portion of the lever may move between contact plates I, shown in Figure 15, to one
of which plates the branch wire or conductor 2 leads, the other plate being connected
with the end of said wire or conductor, which leads to the supplemental motor, and
from whence it is carried in any suitable manner to the shaft or axle of one or more
of the main drive wheels.

page_text: From this description it is manifest that when the main current is turned on, a
portion of it passes through the wire or conductor 2 and the contact plates r to the
supplemental motor, which being thereby set in motion operates through the gearing
before described to start the main drive wheels in motion, when the main motor
immediately exerts its power to produce the subsequent movement of the locomotive.
The locomotive being thus set in motion the lever B is moved out of contact with the
plates r, thereby cutting off the current to the supplemental motor and disconnecting
the gearing.
Another feature of my system is the switch arrangement shown in figures 17 and 18,
where 3 represents the main rails of a line of railway, 4 is the switch, and 5 and 6, are
movable switch rails, one forming a section of the switch, and the other being a
movable section of the main rails, the said rails being located at the entrance to the
switch for switching the train from the main rails to the switch, or to permit it to
continue on the main rails. The switch rails 5, 6 in the present case instead of being
pivoted at one end so that their free ends may be moved horizontally to open or close
the switch, as is common in many switch rails, are adapted to have a vertical move-
ment in opposite directions whereby when it is desired to let the train pass through
on the main rails, the said switch rail 5 is lowered below the level or plane of the
main rails, the movable section 6 of the main rail being at the same time raised to
the level of the fixed sections of the main rails, so that the wheels of the passing train
remain on the main rails without contacting with the switch rail 5, and when it is
desired to switch the train, the movable switch rail 6 is lowered, and the switch rail
or section 5 is elevated to its position on a level with the main rails, and fixed rails of
the switch, and serves to direct the train from the main track or rails to the switch. :
Any well known form of mechanism may be utilized for the accomplishment of the
desired result, but in Figure 18 I illustrate the stringer which supports the movable
switch rail 5 as being. connected with a pivoted link. 7 the lower end of which is
attached to the short arm of a bell-crank lever 8 mounted on the shaft 9, and operated
by any well known means. The long arm of the lever. 8 is connected with the arin
or link 10, which in turn is attached to a link or arm 11. whose upper end is pivotally
connected with the stringer which carries the other. oppositely moving switch rail 6
which is shown in said figure.as being lowered below the plane of the rail 5.
From this description it will be observed that in the latter position the switch rail 6
of the main track is not engaged by the train and that therefore the train may pass
onto the switch.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is :-
First. In an electric railway system, a train of cars propelled by an electric
current, which also heats and lights the cars and a head light and signals in the
circuit and lighted thereby, substantially as described.
2
Second. In an electric railway system for passenger traffic in which a train of cars
is propelled, lighted and heated by a current from an electric rail, a locomotive or
carrier having pointed end and head light, and a rear car having a pointed end, the
apex of which is provided with a signal light, said head light and signal light being
in the main circuit and lighted thereby, substantially as described.
Third. In an electric railway system for passenger traffic, in which a train of cars
is propelled, lighted and heated by a current from an electric rail, a headlight and
rear signal light in said circuit. and lighted thereby, and an independent conductor
conveying a secondary current to telegraphic or other instruments on the train,
substantially as described.
Fourth. In an electric railway system for passenger traffic, a locomotive. having a
motor and a train of cars attached thereto, main rails with upper and lower treads or
bearing surfaces, a conductor beneath the rails for conveying an electric current from
an electric rail to the motor, and to the lights, signals and heaters, which are arranged
in a common circuit, substantially as described, :

page_text: Fifth. In an electric railway system operated by a current from an electric rail,
a locomotive or carrier having a pointed front capable of movement in vertical planes,
substantially as described.
Sixth. In an electric railway system operated by a current from an electric rail, a
locomotive or carrier having a pointed end or front hinged or jointed to the body
thereof, and movable about its joint, whereby said point may be adjusted, substantially
as described.
Seventh. In an electric railway system operated by a current from an. electric rail,
a locomotive or carrier having its pointed end or front hinged to the body portion
and a system of levers connected with said movable point or front whereby the latter
is adjusted, substantially as described.
Eighth. In an electric railway system operated by a current from an electric rail,
a locomotive having a pointed front end, a rear car having a pointed rear end, and
a signal light in the apex of the pointed rear end, substantially as described.
:
Ninth. In an electric railway system operated by a current from an electric rail, a
locomotive having an adjustable front or point provided with a look out, substantially
as described.
Tenth. In an electric railway system a car or carrier having its rear end pointed
and having in the apex thereof a signal light, substantially as described.
Eleventh. An electric system for passenger traffic comprising the following instru-
mentalities, to wit: A train of cars, the locomotive and rear car having a pointed end
as described, said locomotive carrying a motor, a main conductor conveying an
electric current to the motor, and propelling, heating and lighting the cars, signals in
the main circuit, and telegraphic instruments in a secondary circuit, substantially as
herein described.
Twelfth. In electric railways a car or carrier having closed semi-elliptical housings
bolted to its external sides, and adapted to contain the journal boxes for the shafts of
the main bearing wheels.
Thirteenth. In electric railway systems the car or carrier having bearing wheels
within and near the inner walls thereof, and the axles for said wheels projecting
through the sides of the car or carrier, in combination with closed semi-elliptical
housings exterior of the car, provided with journal boxes for the ends of said axles,
substantially as described.
Fourteenth. The rail C¹ secured to the inner upper corners of the stringers or
longitudinal beams and provided with an upper and lower bearing. surface or tread
and longitudinal flange or rib, substantially as herein described.
Fifteenth. The combination with a carrier or vehicle having bearing wheels and
supplemental wheels below the main wheels, of the angular rails, between. the main
and supplemental wheels, and provided with independent bearing surfaces or tracks
for said wheels, and the rib or flange, substantially as described.
Sixteenth. The combination with a carrier or vehicle having the wheels D and d",
of angular rails between said wheels, and each consisting of a horizontal arm having
the rib or flange, and a bearing surface or track for the wheels D, and a laterally
extending arm the lower under surface of which serves as a track or surface for
the other wheels d" the said wheels d" being normally slightly below the vertical arm
of the rail and being brought into contact with its lower bearing surface when the
main wheels D attempt to leave their track or surface, substantially as described.
Seventeenth. In electric railways, a conductor secured beneath an over-hanging
flange on the main rail, and insulated therefrom.
Eighteenth. In electric railways, a main rail having an outwardly extending flange,
in combination with a conductor secured to the bottom of said flange but insulated
therefrom and bolts securing the conductor in position, substantially as described.
Nineteenth. In electric railways, a main rail having a flange provided with a
downwardly extending projection, in combination with a conductor bolted to the under
surface of the flange and insulating material between the conductor and flange and
between the securing bolts and flange, substantially as described.
Twentieth. In electric railways, the combination of a rail having a conductor bolted

page_text: to the under surface of its flange but insulated therefrom and a non-conducting cap
fitted on the bolts, substantially as described.
Twenty-first. In electric railways, a conductor bolted to the rail and insulated there-
from, and a cap or covering of non-conducting matter fitted over the exposed portions
of the bolts and their securing nuts, substantially as described.
Twenty-second. In electric railways, the combination of a main rail having an out-
wardly extending flange, a copper or other plate or conductor bolted to the under
surface of the flange, the bolts and nuts for securing the conductor to the flange,
insulating material between the flange and conductor, and insulating bushing between
the bolts and their nuts, and the flange and caps enclosing the upper portions of the
bolts and seated on the flanges, said caps being formed of non-conducting material,
substantially as described.
Twenty-third. In electric railways, a conductor bolted to the under surface of the
flange of the rail, and a cap of non-conducting material screwed upon the outer
exposed ends of the securing bolts; said conductor and bolts being insulated from
the rails, substantially as described.
Twenty-fourth. In electric railways, the main rails having outwardly extending
flanges with down turned projections, the copper strip or conductor, the bolts securing
said conductor to the under surface of the flange, insulating material between the
conductor and flange, and between said flange and the bolts in combination with caps
of non-conducting material having annular flanges, and threaded sockets which engage
the threaded ends of the bolts, whereby the caps are secured, substantially as described.
Twenty-fifth. In electric railways a locomotive having a motor operated by the
main current and a supplemental motor in the main motor circuit for effecting a
preliminary movement of the driving wheels of the locomotive.
Twenty-sixth. In electric railways, a locomotive having a main motor operated by
the main current, a supplemental motor in the main circuit and gearing between the
supplemental motor and driving wheels, whereby a preliminary movement of said
wheels is effected.
Twenty-seventh. In electric railways a locomotive having a main motor operated
by the main current, a supplemental motor carried by said locomotive and operated by
said current, gearing between said supplemental motor and the driving wheels and a
shifting lever for disconnecting the gearing and cutting off the current from the
supplemental motor.
Twenty-eighth. In electric railways a locomotive having a main motor operated by
the main current, a supplemental motor carried by the locomotive and operated by
said current, gearing connecting the supplemental motor with the drive wheels of the
locomotive, and a trip lever and clutch mechanism for connecting and disconnecting
the gearing.
Twenty-ninth. In electric railways, the combination of a locomotive having a main
motor for driving it, a supplemental motor on the locomotive for effecting a prelimi-
nary movement of its drive wheels, gearing between the supplemental motor and
drive wheels, a shifting lever for connecting and disconnecting the gearing and fixed
obstructions for tripping the lever, and disconnecting the gearing whereby the power
of the supplemental motor is removed from the drive wheels.
Thirtieth. In railway switch rails adapted to be moved vertically in opposite
directions to and below the plane of the main rails whereby the switch is opened and
closed, substantially as described.
Thirty-first. The combination with the main rails, and the switch, of a switch rail
at the entrance of the switch, an oppositely moving switch rail in the main rails,
and a system of levers for moving the switch rail vertically in opposite directions,
whereby the switch is opened and closed, substantially as herein described.
Dated this 9th dow of Ini 188a
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.