IMPROVEMENTS IN MECHANISM USED FOR TRANSPORTING GOODS AND PASSENGERS BY THE AID OF ELECTRICITY
Year: 1882

page_text: LETTERS PATENT to Fleeming Jenkin Civil Engineer of 3 Great Stuart St.
Edinburgh for an invention of "IMPROVEMENTS IN MECHANISM USED FOR
TRANSPORTING GOODS AND PASSENGERS BY THE AID OF ELECTRICITY
27
PROVISIONAL SPECIFICATION left by the said Fleeming Jenkin at the
Office of the Commissioners of Patents on the 17th April 1882.
FLEEMING JENKIN Civil Engineer of 3 Great Stuart St. Edinburgh.
" IMPROVE-
MENTS IN MECHANISM USED FOR TRANSPORTING GOODS AND PASSENGERS BY THE
AID OF ELECTRICITY"
This Invention has for its object improvements in means and mechanism for
conveying goods and passengers from place to place by the aid of electricity.
I employ for this purpose strained cables or conductors which serve both to
suspend the load and to convey the electrical energy. Wheels are arranged to run
along the cable or conductor and the loads hang below, suspended from the axles
of the wheels.
In the simplest arrangement at each post or support there is a break in the
electrical continuity of the cable or conductor and the sections are insulated from
each other and from the earth. The sections are however coupled together by
moveable coupling pieces.
An electrical current is maintained throughout the system by a dynamo-electric
machine driven by a steam engine, or in other convenient way.
The loads are connected together in trains, and the length of a train is about
that of a section of the cable or conductor.
A train passing either of the moveable coupling picces already referred to,
moves it and throws it out of action and the current then passes by a conductor
on the train itself. The current is conveyed through an electro motor which
drives the wheels and propels the train. The power provided is more than
sufficient to maintain a maximum speed and the train is provided with a governor
--

page_text: which when the speed is sufficient, closes a shunt and allows the current to pass
without traversing the coils of the electro-motor.
The governor further acts directly to check the train if the speed should ever
become excessivo by short circuiting the electro motor or otherwise bringing
electric brakes into operation.
To further ensure that one train shall not overtake another I provide automatic
telegraphic communication along the line and the trains in passing close and open
the telegraphic circuits. This automatic telegraph actuates circuit closers between
the different sections of the main cable or conductor so as to maintain connection
between the sections for a certain distanco behind the train quite independently
it may be of the moveable coupling pieces. It is obvious that a following train
entering upon a part of the line in which the sections are thus connected will havo
its speed checkel, as the application of the power upon the train depends upon
there being a break in the direct electrical connection between the two sections by
which the train is for the moment supported.
From the above description it will be seen that the control of the trains in
running is completely automatic and independent of attendants.
In a second arrangement the sections of the supporting cable or conductor may
if desired bo made much longer than the trains, or the arrangement of the vehicles
in trains may be dispensed with. In this arrangemont two additional stationary
conductors are provided divided into sections so that the break in one is at or near
the middle of the other.
When no train is passing the current crosses backwards and forwards between
these by movable coupling pieces-the train or vehicle as in the first arrangement
as it passes breaks one of these connections and then establishes connection between
these through its electro-motor. The coupling pieces will in this arrangement be
replaced by an automatic telegraphic appliance and maintained until the vehicle
or train is at any desired distance from each successive break. Some parts of my
invention are applicablu to the transport of goods or passengers when strained
ropes are not used to support the vehicles.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Fleeming Jenkin in the Great Seal Patent Office on the
17th October 1882.
FLEEMING JENKIN Civil Engineer of 3 Great Stuart Street Edinburgh. “Im-
PROVEMENTS IN MECHANISM USED FOR TRANSPORTING GOODS AND PASSENGERS BY
THE AID OF ELECTRICITY"
This Invention has for its object improvements in mechanism used for trans-
porting goods and passengers by the aid of electricity.
I employ for this purpose strained cables or conductors which serve both to
suspend the load and to convey the electrical energy. Wheels are arranged to run
along the cable or conductor and the loads hang below suspended from the axles
of the wheels. In the simplest arrangement at each post or support there is a
break in the electrical continuity of the cable or conductor and the sections are
insulated from each other and froin the earth. The sections are however electrically
coupled together by moveable coupling pieces.
An electrical current is maintained throughout the system by a dynamo electric
achine driven by a steam engine or in other convenient way.
The loads are connected together in trains and the length of a train is about that
of a section of the cable or conductor.
A train passing either of the moveable coupling pieces already referred to moves
it and throws it out of action and the current then passes by a conductor on the
train itself. The current is conveyed through an electro-motor which drives the
wheels and propels the train. The power provided is more than sufficient to
maintain a maximum speed and the train is provided with a governor which when
the speed is sufficient closes a shunt and allows the current to pass without
traversing the coils of the electro-motor.
The governor further acts directly to check the train if the speed should ever
become excessive by short circuiting the electro motor or otherwise bringing
electric brakes into operation.
To further ensure that one train shall not overtake another I provide automatic
telegraphic communication along the line and the trains in passing close and open
the telegraphic circuits. This automatic telegraph actuates circuit closers between
the different sections of the main cable or conductor so as to maintain connection
between the sectious for a certain distance behind the train quite independently
it may be of the moveable coupling pieces. It is obvious that following train
entering upon a part of the line in which the sections are thus connected will have
its speed checked as the application of the power upon the train depends upon
there being a break in the direct electrical connection between the two sections by
which the train is for the moment supported.
Froin the above description it will be seen that the control of the trains in
unning is completely automatic and independent of attendants.
In a second arrangement the sections of the supporting cable or conductor niny
if desired be made much longer than the trains, or the arrangement of the vehicles
in trains may be dispensed with. In this arrangement two stationary conductors
are provided divided into sections so that the break in one is at or near the middle
of the other.
When no train is passing the current crosses backwards and forwards between
These by moveable coupling pieces-the train or vehicle as in the first arrangement
is it asses breaks one of these connections and then establishes connection between

page_text: these through its electro-motor. The coupling pieces will in this arrangement be
replaced by an automatic telegraphic appliance and maintained until the vehiclo
or tinin is at any desired distance from each successive break.
Some parts of my invention are applicable to the transport of goods or passengers
when strained ropes are not used.
The transmission of vehicles by electricity to a distance independently of any
control exercised from the vehicle I will call Telphernga.
Telpherage is the main object of my invention although parts of this invention
are applicable to ordinary lines of railway worked from the vehicle. In telphering
goods or passengers it is intended that the vehicles should be stopped started or
shunted by persons who remain at the several stations.
The systems hereafter described give every facility for so doing, Let one of the
breaks required to allow the train or vehicle to take the current for its electro-
motor he closed by a person at any point on the line the next vehicle arriving
and all those behind it will be arrested-the preceding vehicles will continue to
be propelled when tho required operations at the station have been completed such
as adding to or subtracting vehicles the removal of the short circuits will allow tho
whole series to proceed. The invention will allow a light form of substructure
to convey an almost continuous stream of vehicles at uniform speed and at small
cust.
Figure 1 is a diagram illustrating the arrangement first described above.
A A A A are the separate sections of insulated conductor and B. B. B are
bridge pieces which establish metallic connection throughout the series of sections
so that wherever there is no train upon the line the sections are coupled together
and are thus made to form part of a circuit. C, indicates a station where by
suitable known mechanism an uniform current of electricity is caused to flow in
the circuit; and this notwithstanding the variations in the resistance of tho
circuit which will result from a greater or less number of trains being on the line.
D indicates a train on the lime, its length is such that it always spans at least
one of the intervals between the sections A' A', &c. The train as it enters upon a
section removes the bridge piece B which connected this section with the section
in rear. The current is then compelled to flow through a conductor upon the train
itself including one or more electro motors by which the wheels of the train are
propelled. Before the tail of the train leaves the preceding section it replaces tho
bridge piece B but not before another bridge in advance has already been opened.
The current will pass in series through any number of trains there may be upon
the line, and all are propelled thereby, but of course the heavier the work which
has to be performed upon the line the greater the power which will have to be
exerted at the station C to maintain an uniform flow of current in the circuit.
The bridge piccos B. B. and the passing trains D are not the only instruments
by which tho sections A. A. &c. may be electrically connected; there are also
circuit closers E. E. and these are brought into action by means of electro magnets.
From each magnet au insulated wire F passes forward along the line past one or
more of the sections A as may be desired. The wire F is then brought to one of
the bridge pieces B and the same movement which removes the bridge piece
connects the wire with the main circuit. The wire F then diverts a small
portion of the current to its electro magnet E and this attracts its armature;
thereby connection is always maintained for a tio between sections A. A. in rear
of a train. This will bo so notwithstanding the advance of a following train.
In fuller detail this mode of carrying out my telpherage system may be
described as follows:-
In
A wire rope, wire or rail supported from the earth at convenient intervals
serves as a rail on which electric locomotives and carriages run and also as the
conductor supplying tho locomotives with the necessary electric energy.
general, communication between any two places would be maintained by two
lines of rope, an upline and a down line so that in this case the electric circuit
would be completed through the two linea, or where so to speak a single line

page_text: railway were required the circuit could be completed through the carth or by a
return wire or its equivalent.
The trains may be made up of electric locomotives and carriages or of combined
locomotives and carriages. The members of such a train would be connected by
comparatively rigid coupling rods so that the weight of the train may be properly
distributed throughout its length to prevent undue stress on the rope. The
intervals between the sections into which the rope is divided occur usually at tho
places where the wire rope is supported from the earth.
The electrical locomotive is in electrical contact through the wheels of the first
vehicle with the wire rope on one side of the break and through the wheels of tho
last vehicle with the wire rope on the other side. The length of a train being
somewhat longer than a wire rope section it is evident that at every instant the
train is bridging a broak and the electric current is passing through its electric
locomotives.
The Drawings Figures 2 to 5 shew one method of carrying out this system of
telpherage. Figure 2 is an elevation and Figure 3 a plan of a train and three
sections of the wire rope A A A A A³. A³. A. A is a part of a section of
wire rope A² As is a complete section permanently mechanically fastened to the
contiguous sections A¹. A'. and A3. A. by means of insulating supports B¹ and B³.
which pass to the ground.
Every support such as B' is provided with a switch lever a when in its normal
position establishes electrical communication between the sections A2 A³, and
A. A the lever then bearing against a piece of metal which is in electrical
connection with one section whilst the lever itself is through its axis in connection
with the other. The first vehicle of each train is fitted with a cam F so arranged
as to catch each lever as it passes and throw it over into a position such that
electric communication between A. A. is severed and at the same time a portion
of the main current diverted through the lever and the new contact which it now
makes into an auxillary telegraph wire.
The train shewn in the general Drawing Sheet I consists of an electric
locomotive C and three carriages D'. D. D³. The vehicles are connected together
by the light coupling rods E. E. E. They may be constructed of thin rods of
tough wood united to the carriages by metal pins and end pieces as shown in the
Drawing.
On the leading vehicle which in this case is the locomotive is placed a cam F
which pushes aside from the normal position every switch lever a of every
insulator. The cam F³, on the last vehicle restores every switch lever over which
it passes to the normal position.
The end of an insulated conductor G is metallically connected to the frame of
the last carriage and the other end led along the train to the main binding
screw H on the locomotive from thence the current is led through the electro
motors on the locomotive and finally reaches the frame which is in metallic contact
with the rope. Since the locomotive has passed over B¹, the switch lever has been
moved from the normal position and there is no electrical communication through
it from A to A', as the last carriage has just passed over Be the switch lever then
is in the normal position and the current is free to pass from A³ to A². The whole
of the current now passes from the section A. A to the section A' A'
through the train so propelling it along until a new section is reached and the
process of opening by the front vehicle and closing by the last is repeated.
A suitable locomotive is shewn in detail on Sheet II. Figure 4 is a cross
section. Figure 5 is a plan and Figure 6 a side elevation. It consists of two
electromotors J. J. mounted vertically in a frame on opposite sides of the rope and
so arranged as to clear the insulators with safety and admit of the locomotive
remaining on the wire rope A in stable equilibrium. Keyed on the shafts of the
motors are the pinions K. K. which gear into the toothed wheels K. K². gearing
with each other across the wire rope. Those wheels are keyed on the spindles N. N.
on which also are keyed the gripping pulleys OO. The spindles carrying the

page_text: gripping pulloys and wheels K². K' run in bearings in the arms of the double
armed levers L. L. centro on bosses concentric with the.motor shafts and pulled
inwards by the spiral springs S. S. which are connected together by the rider P
fastened to the frame. The teath of the spur wheels are of the involute form so
that they gear accurately although the thickness of the rope should vary within
the limits to be expected in practice. The weight of the locomotive is borne
principally by the larger pulley M' and the remainder by the smaller M'. These
pulleys keyed on short spindles run in bearings supported by the ribs T. T. they
have considerable end play for two reasons first because the guiding in a horizontal
plano that they could give which would entail friction on the flanges and bosses
is unnecessary the directing couple produced by the rigidity of the rope and the
pressure of the gripping pulleys having been hitherto found sufficient, and secondly
to enable the locomotive to change its direction of motion by passing round a
curve in the rope usually held rigid at the insulator by a curved metal rib.
Upon the locomotive the cam or incline is fixed which pushes over the lever a
see Figure 2.
Tho governor which is shown in these Figures is the subject in part of my
application for Letters Patent No. 3007 in the present year. A pair of bevil
wheels R. R. Figure 2 driven by one of the motor shafts give motion to a
balanced centrifugal governor W, the slider U has a wide flange which engages
the springs 1.2 3. 4. The springs 2. 3. 4 are insulated from the frame and
provided with binding screws to which wires are attached as shown.
H is the main binding screw insulated from the frame to which is led the
conductor from the end of the train. The lever 5 is centred in a projection from
the binding screw H and is in metallic contact with it. 7 is an insulated spiral
spring which under ordinary conditions holds the lever 5 against the metal
bracket G. From a binding screw in connection with 6 a wire is led through tho
motors and thence continued to the frame. Henco under normal conditions the
current entering at H traverses lever 5 to bracket G then through the electro-
motors and finally through the framo to the wire rope. S is a soft iron armaturo
fastened to the lever 5. 9 is an electro magnet one end of the wire which forms
its coil being in contact with the spring 3 and the nther in contact with the
frame at 10. 16 is a bracket similar to 6 connected with the frame at 18 through
a resistance coil 14.
Suppose now that the speed of the train has exceeded the prearranged limit then
the spring V has been so adjusted that slider U will have brought the springs 2
and 3 into contact having pressed them together by the spring 1 which is prevented
from making electrical contact with the other springs by the piece of insulating
material. The spring 2 being electrically connected with the binding screw Ha
current will instantly traverse 12, 2. 3. 11. 9. 10, exciting the coro of the electro-
magnet 9. The armature 8 and lever 5 are instantly pulled over breaking the
circuit through the motors and making contact at 16. A portion of the current
arriving at H is now flowing through the electro-magnet 9 to the frame and the
other portion through the resistance coil 14 to the frame. The resistance 1+ is
adjusted to admit of the current flowing through the electro-magnet 9 being
sufliciently great to hold the lever 5 in contact with 16 while the speed of the
train causes the springs 2 and 3 to remain in contact. The object of shunting a
portion of the current past the electro-magnet is to avoid sending the whole current
for a length of time through the springs 2. 3. which as they aro shewn on the
Drawing would be liable to become heated but in some cases it would be advan-
tageous to specially construct the contact 2. 3. so as to avoid that danger and in
that ense the shunt through the resistance coil would not be necessary. So far the
motive power has been cut off and the current still flows along the train and
through the locomotive train to the wire rope; this cannot be broken, other-
wise all the trains on the line would be stopped. But the train may be going
down hill and the speed continue to increase if so a break is applied. The slider
will then come into contact with the spring + which is insulated from the frame

page_text: but connected with the terminals of the motors through the bracket 6. The slider
is in contact with the frame hence the terminals of the motors are connected
together through the frame and the motor being driven by the train will act as
dynamo electric machines generating a current and offering resistance to the motion
of the train. The contact made with spring 4 may be used in other ways to apply
a brake:
Various devices are employed to prevent excessive sparking, ope is shewn at the
contacts 6-5 and 5-16, 17 is a double spring which during the operation of
breaking 5-6 and making 5-16 or vice versa makes contact with the one before
the other is broken or I may employ the method of throwing in successive
resistances as proposed by Professors Ayrton and Perry in their Patent No. 783
of 1881.
In Figure 2 m is an electro magnet used to prevent a following train from
coming too near a preceding one, the core of this clectro-magnet is in metallic
contact with c. The wire which works it comes from the contact mado by the
lever a of the preceding insulator passes around the core and is connected to c².
n is a soft iron armature centred at O on a metal arm p insulated from c³, but
electrically connected with c', so that when the armature n is in contact with the
core of the electro magnet the section A', is in electrical communication with A
no matter in what position the lever a of that particular insulator may be, g is a
spiral spring which holds a clear of m when no current is passing in the wire of
the electro-magnet.
Injurious sparking is prevented by means similar to that described for the
locomotive. In the particular case shown in the Drawing the switch lever a is
made wide enough to make ono contact before the other contact is broken. No
sparking will occur between the arinature n and the frame of the electro-magnet m,
but for the purpose of always enabling good contact to be made and to prevent
sticking bearing surfaces are formed on platinum studs let into the armature and
core.
In many cases in place of employing strained wires or ropes as above described,
it will be convenient to employ trough like insulated conductors. The two sides
of the trough then serve as rails for the wheels of the train to run upon. The
conductors are laid in sections on suitable insulating supports. In other respects
the arrangements do not materially differ from those already described to be
adopted when strained wires or ropes are used simple stiff girders may also be used.
In a second arrangement two conductors are used placed side by side as shewn
in Figure 7 these are divided into sections the break in series a. a². a³. being opposite
the centre of the other series b. b². b³.
If the train or vehicles proceeds from right to left as shewn by arrow 1 a series
of switches c. c. c. are provided at the right hand end of each section. These
switches when no vehicle is passing connect the two conductors which are opposite
each other, as a¹, with b¹-b, with a-a with b². etc.
The train with its electro motor is represented in the diagram by T¹. As it
passes each switch in succession the train moves back the switch so as to break tho
cross connection as shewn at ct, the driving current then flows between 6º. and 6s.
through the electro motor on the train. Each switch immediately before it breaks
the cross connection makes contact with the supplementary signal wire d this wire
works the electro magnet e which moves the switch last opened back into its
normal position for an instant this cuts out the electro motor-the next instant
the electro motor has crossed the gap opened the new switch and again receives th
current in this way the circuit in the line is never broken and there is no sparking
only a derived current passes through the electromotor.
The same electro magnets e. e². e³ etc form a blocking system for if a train T²,
follows T and momentarily opens the switch c³. this switch is instantly closed by
the action of c. and this cuts the current away from T*.
This plan of blocking however leaves the second train permanently blocked and
I prefer to employ a supplementary wire for the purpose of blocking by a method

page_text: similar to that described in the first arrangement-this method is shown in
Figure 7.
Leb switches a be ordinarily worked by a momentary current sent when the
preceding switch passes over band let the switch as placed mechanically by train T¹
inako contact at working electro magnet K³, K has nothing to do with switch
lever but makes a short circuit hhh to the blocked train T", so long as c¹ remains
in contact with /*. i.e. until T¹ has reached another section and restored c* to its
normal position.
The absence of current in the electro motor may be made to apply a break of
any kind.
Having thus described the nature of my said invention and the manner of
performing the same I would have it understood that I claim.
First. My system of telpherage, in which a single conductor divided into sections
and with connections controlled by the passing trains, drives a series of vehicles or
of trains by electro motors upon them which aro electrically connected in series
through the conductor.
Second. My system of telpherago, in which two conductors divided into sections,
and with connections from one to the other controlled by the passing trains, drivo
a series of vehicles or of trains by electro motors upon them which are electrically
connected in series through the conductors.
Third. The use in telpherage of insulated wires or ropes to sustain the vehicles
and simultaneously convey the electro current to electric motors upon the vehicles.
Fourth. The uso in telpherage of governing apparatus upon the vehicles which
cuts out the electro motor when a certain speed is reached and at a higher speed
applies a brake.
Fifth. My system of electrical propulsion, in which the electro motors of the
several trains or vehicles upon the line are caused to receive the current in series,
each spanning a gap in an otherwise continuous conductor.
Sixth. My system of automatically blocking trains or vehicles electrically
propelled in sories by maintaining continuity in that part of the conductor in
which a gap is required to render the current effective in propelling the train or
vehicle.
Seventh. My combination of apparatus for propelling trains and vehicles in series
by electricity consisting of apparatus at a station maintaining a uniform current, a
conducting system by which the said current passes to and through the trains or
vehicles upon the line, in series, and governing apparatus upon each train or vehicle
regulating according to speed the quantity of current taken from the conductor and
passed through the propelling electro motor,
In witness whereof I the said Fleeming Jenkin have hereunto set my hand
and seal this eleventh day of October in the year of our Lord One thousand
eight hundred and eighty two :—