US700126A - System of electric railways of the sectional type of conductors or rails. - Google Patents

Description

Patented May l3, I902.

3 Sheets-Sheet l SYSTEM OF ELECTRIC BAILWAYS OF THE SECTIONAL TYPE OF n 70o,|2s.

(No Model.)

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v c. .1. KINTNER. SYSTEM OF ELECTRIC RAILWAYS OF THE SECTIUNAL TYPE OF CUNDUCTURS 0R RAILS.

(Application filed Dec. 2, 1901.) (No Model.) 3 Sheets-Syd 2.

No. 700,l26. Patented May.l3, 1902.

c. J. KINTNEB. I SYSTEM OF ELECTRIC RAILWAYS OF THE. S ECTIONAL TYPE OF CONDUCTOBS 0R RAILS 3 Sheet 8M 3.

(Application filed Dec. 2, 1901.) (N0 Mudel.)

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UNITED STATES.

PATENT OFFICE.

CHARLES J. KINTNER, OF NEYV YORK, N. Y.

Y SYSTEM OF ELECTRIC RAILWAYS OF THE SECTIONAL TYPE OF CONDUCTORS 0R RAILS.

SPECIFICATION formingpart of Letters Patent No. 700,126, dated May 13,1902. Application filed December 2, lQ QI. Serial No. 84,322. (No model.)

electrically-propelled cars traveling over. a:

system of the sectional type in which the sectional rails or conductors are normally dead or disconnected from any source of electrical.

energy whatever; and to this end it consists in a novel method of successively looking or connecting the terminals of the sectional conductors or rails to the working-current feeder or main through the agency of alocal source of applied power or energy at or near the ends of the sectional rails or conductors and in successively releasing the terminals so looked as a car passes over the route and out of the sections, at the same time continuously utilizing a part of the working current by taking it directly from any live sectionalconductor for preventing the possibility of connecting any sectional rail or conductor to the current feeder or main adjacent to either end of that over which a car is for the time being traveling.

My invention has an especial utility in connection with interurban lines of electric railways, railways on elevated structures, in tunnels, or in places where there is not a large amount of snrfacetraflic and whereitis desired to run either single cars or multiple-unit systerns of cars with safety at enormous speeds.

Myarrangement of looking or connecting the,

terminals of the sectional conductors to the current feeder or main by alocal source of applied power or energy and releasing the same after a car or train reach es the distant end of a section and at the same time preventinga section in the rearthereof from being made alive while the car is on the section enables me to vary the length of the sections to'suit the demands of this type of railways.

My invention will be fully understood by referring to th'e' accompanying drawings, in which a Figure 1 is a diagrammatic View illustrating one type of apparatus for practicing the :methods hereinafter claimed,the switch-boxes and the lower part of a trolley-car passing over the route being shown in sectional view and the poles and arms for supporting the line conductors of the system in perspective view, the switching apparatus located in the I switch-boxes and the operating-levers controlled by the flanges of the car-wheels, together with the body of the car, its trolleypole and trolley being shown in elevational view. Fig. 2 is an enlarged view illustrating one of the switch-boxes in section, the switchoperating mechanism, one of the tram-rails, and the body and wheels of a tram-car being shown in elevational view. Fig. 3 is a sectional view of the working-current feeder and one of its associated releasing conductors united togetherin a singleinsulated cable and adapted to be suspended by line-insulators from the top of the line-poles orburied beneath the ground or located wherever desired adjacent to the track. Fig. 4 is a view similar in general respects to Fig. 1,,illustrating a modified means for practicing the method of avoiding rear-end collisions between cars traveling over a sectional system of conductors and illustrating also a corresponding sectional system of semaphore and lamp signals as connected therewith and arranged to further aid in the prevention of rear-end collisions. Fig. 4 is a detail diagrammatic view of a preferred modified arrangement of the switching-circuits illustrated in Fig. 4, showing also a branch circuit and switch connected to the local switch-controlling battery for the purpose of permitting thesame to be charged from the current feeder or main. Fig. 5 is a diagrammatic view of a still further modified form of apparatus adapted, however, for preventing either rear or front end collisions, a modified arrangement of apparatus and circuit connections being also shown for enabling a moving car to efiect the lockingconnection between the conducting-terminals of the sectional third rails or conductorsand the cur rent feeder or main.

Referring now to the drawings in detail and first to Figs. 1 to 3, inclusive, t represents one of the tram-rails of an electric railway, which constitutes the negative or returnconductor to the power-house generator,

(not shown,) and T represents a trolley-car passing thereover, having the usual flanged wheels 16 16. 0 represents the working-current feeder or main connected to the positive pole of the power-house generator, and r r r are sectional trolley conductors insulated from each other at their adjacent ends and all supported in the usual manner upon crossarms 9 9 9, carried by line-poles 8 8 8. 7 7 7 are releasing-conductors connected each at one end permanently to its own particular sectional trolley-conductor r and at the other end to the tram-rail t, including each in its circuit a releasing-magnet 15, provided with a locking-armature 17, constituting one of the terminals for connecting the current feeder or main through a branch conductor 1 with its particular sectional trolley-conductor r by a branch conductor 2 and yielding conducting-terminal s. The workingcurrent feeder or main 0 and the releasingconductors 7 are preferably insulated from each other and combined together in a single insulated cable, as shown in Fig. 3, and when used with an overhead-trolley system in the manner illustrated in the drawings are preferably supported by line-insulators from the tops of the line-poles 8 8, as current-feeders of this character are usually supported. SI) represents the switch-box inclosi n g the switching terminals and magnets, and 1) represents the cover therefor, preferably of diving-bell shape, secured to the top of the box by bolts, as shown in Fig. 2. 10 is a plunger or pin accurately fitted with in a sleeve cast integral with the box-cover and supported in its upper position by a strong spiral spring 11, said pin being insulated at its lowerend, as shown, and

supporting at its upper end the free end of a pivoted operating-lever a, adapted to be depressed by the fianges of the wheels 16 when the car T passes thereover. The strength of the spiral springs is preferably such that these plungers cannot be forced downward by the weight of a person and only by the car wheels as they pass thereover. 12 is an oil-cup at the lower end of the sleeve, through which the plunger 10 moves, said oil-cup being provided with ducts and a fibrous packing, as shown, so that the movements of the plungers will be perfectly free and water-tight. 13 is a screw adapted when withdrawn from a hole in the box-cover to permit of the insertion of oil within the cup 12. 14 represents the trolley, carried by a trolley-arm in the usual manner upon the top of the car T. The operation of this form of the apparatus, adapted, as shown in this figure of the drawings, for preventing 'rear-cnd collisions only, is as follows: The

route is shown as being divided into sections A B C, the. The car '1 is passing from left to right in the direction of the arrow over the switch-box Sb at the beginning of section B, and its trolley 14 is just passing off the sectional conductor 7' on the left. The flange of the front wheel 16 has just depressed the operating-lever (1, so that the yieldin g conducting-terminal s was forced into its lowest position, thereby allowing the conducting-armature 17 to lock it in this position after the car T has passed on, it being understood that these terminals are normaliy out of contact with each other, as shown in Fig. 2. Consequently the circuit is now locked or closed from the current feeder or main 0, through the branch conductor 1 at the beginning of section B to the conducting-armature 17, through the yielding conducting-terminal s in the switch-box Sb, branch conductor 2, to the sectional trolley-conductor r of section B. An additional or branch circuit is also closed through the releasing-conductor 7 to the magnet 15 in the switch-box Sb at the beginning of section A and to the tram-rail or return-conductort at that point, thereby energizing said magnet and causing its locking-armature 17 to release the yielding conducting-terminal s in that switch-box, it having been left in locked position while the car T was passing over section A, so that it assumes its upper or disconnected position and willmaintain this position so long as the sectional conductor r of section B is made alive in the manner described, so that any car entering at the beginning of section A will not be supplied with current from that section, owing to the fact that the conducting-armature 17 is continuously held out of the path of the yielding conducting-terminal s by a source of applied power or energy, in this instance a part of the working current acting through the magnet 15 and upon said armature. Gonsequently the car will stop for lack of current. As the car T passes on and enters the next section (not shown) the wheels 16 will in like manner actuate the operating-lever a in the switch-box at that point, connecting the conducting-terminals together in the manner already described and closing the circuit through the releasing-conductor7 to the magnet 15in the switch-box Sb of section B, where the car is now located, thereby releasing the yielding terminal 3 and maintaining the conducting-armature 17 in its front position, so that the sectional conductor 7' for section B is made dead orinert until the car passes out of the next section in advance of the section over which it is passing. When the terminal is thus released in the switch-box Sb at the end of section B as the car passes out of section 0, it will be apparent that the armature 17 in the switch-box at section A will be restored to its normal position, owing to the absence of current in the releasing-conductor 7, so that the sectional conductor 1' of section A is now in condition to receive current when the operating-lever a is again depressed at this point by the next incoming car in the rear. It will be noticed that at the instant the operating-lever a was depressed, so as to connect the sectional conductor 0 of section B to the current-feeder, the trolley 14 assumed the position shown, ready to enter the next sectional conductor 1' in advance, which has been made aliveby the switch over which the car is now passing.

' Referring now to the modified form of apparatus illustrated in Fig. 4 of the drawings,

0 represents thecurrent-feeder; 25, one line of tram-rails; r r r, the sectional trolley-con ductors; T, the tram-car a a a, the switch-operating levers, and 10 the plungers or pins for operating the switches. s is a yielding armature constituting the movable terminal for connecting'the branch conductors 1 and 2 to the sectional trolley-conductor. 17 is a conducting-terminal for the yielding terminal s. s is a metallic contact-plate carried by and insulated fromthe movable terminal 3 by a block of insulating material 1'. e e are fixed contacts in the path of the contact-plate s. fisaswitch-operatingelectromagnet, and w a conductor connected to a local battery bat and the switch-operating magnet f. is a releasing magnet, the armature of which is adapted to close on its back stop the local circuit of the battery ba, through the magnet f, when the contact-plate s is held in its forward position upon the fixed contacts e e. 7 7 are releasing-conductors,as before, and 18 18 dan ger signals consisting of semaphores and lamps in multiple circuit with the releasing-magnets 15 15, said danger-signals being preferably substantially like those disclosed in a prior application filed by me in the United States Patent Office on the th day of September,

.1901, and bearing Serial No. 76,564. The operationof this form of the apparatus is as follows: The trolley-car T is passing oversection'B and is receiving current from the sectional trolley-conductor 0" thereof. When it passed the switch-box at the beginning of section B, the flanges of the wheels 16 depressed the operating-lever a and caused the plunger 10 to force the movable terminal 8 into its lower or operative position in contact with the terminal 17. At the same time a local circuit was closed from the battery ba through the conductor to, contact-plate s, magnet f, armature-lever of magnet 15, said armature being now on its back stop. Consequently after the car passed the switch the movable terminal 8 was continuously held by virtue of the application'of this local source of applied power or energy. At the same timea branch circuit was closed by the releasingconductor 7 to the switch-box at the entrance of section A, as shown by the arrows, through ing the movable or yielding terminal 8 and,

looking it in its forward or closed position.

' When this occurs, the releasing-magnet 15 at the beginning of section B will be energized in the same manner as was the like magnet at the beginning of section A when the car entered section B, thus releasing the movable or yielding terminal 3 and simultaneously holding the armature of the magnet 15 continuously in its forward position until the car passes out of section 0. Should any car follow the car which is now upon section B, the motorman of said car T will on approaching. the beginning of section A observe the danger-signal 18, displayed in the nature of a semaphore in daytime or of a lamp at nighttime, there being one of said danger-signals at each switch, as before indicated, and each actuated by a partof the working current flowing through releasing-conductor 7.

In Fig. P I have illustrated a preferred modified form of arrangement of circuits to be applied in connection with the system illustrated in Fig. 4:. It will be noted on examination of Fig. 4 that should a motorman fail to observe the danger-signal 18 at the beginning of section A and run past the switch the car-wheels of his car will actuate the opcrating-lever a and depress the terminal 8 to the full extent, thereby momentarily closing the circuit from the current-feederby branch conductor 1, terminal 17, and releasing-con ductor 7' to the distant end of the section in the rear of section A, consequently releasing the terminal 3, which was held up at that point when the car entered that section. It would appear, therefore, that a car might enter said section and make it alive, so that it might proceed and ultimately collide with the car which had previously passed into section A. In order to avoid any possibility of this nature, the modified arrangement illustrated in Fig. 4 was devised. In this modified form the contact-plate s is located near the middle of the terminal 8, and the conducting-terminal 17, for the working current is located near the outer or free end thereof, thereby largely increasing the distance between the two terminals when the working circuit is open. It will also be seen that the circuit is not closed between the terminals and fixed terminal 17 by the operation of the car-wheels upon the lover a. by the plate 5 between the fixed contacts e e, conductor w, and battery bat, so that when a car is passing over a preceding section and the armaturedever of magnet 15 is held in its forward position, as shown, there will be no closure of the circuit from the current-feeder to and through the releasing-conductor 7 to the switch-box in the rear. Therefore that seetional conductor will remain dead until the sectional conductor in advance of it has been made alive. When the route is clear in advance and the armature-lever of magnet 15- is on its back stop, the magnetf will be .ener: gized when the car-wheel 16 depresses the lever in the manner shown, and consequently the armature of the magnet f will be drawn The local circuit is closed, however,

forward to its full extent, so as to place the free end of the terminals in contact with the terminal 17, thereby connecting the workingcurrent feeder ormain to the sectional conductor in advance. In this figure of the draw ings' I have illustrated how the local battery ba may be of the storage-battery type and charged from time to time by the working current from the current feeder or main through branch conductors w w and switch sw, said circuit and switch being connected to the current-feeder on one side and the tramrails on the other, the necessary resistancebox (not shown) being of course supplied when necessary.

Referring now=to Fig. 5, I will describe a still further modified form of apparatus adapted to practice my invention. I have illustrated in this form of the apparatus the manner in which collisions may be prevented either in the rear or in the front. 0 is the working-current feeder, t the tram-rails, and r 1 'r the sectional third rails or conductors, 1 and 2 being branch conductorsand 17 and s the terminals for connecting the sectional third rails or conductors to the current feeder or main through said branch conductors. In this instance in place of the plungers 10 and the operating levers 0., adapted to be mechanically actuated by the wheels of a moving car, as illustrated in Figs. 1 and at, I have substituted a difierent type of locally-applied power or energy consisting of electromagnets f f, adapted to operate two sets of movable or yielding terminals s,and to place the same in connection with a hook or detent at either end of a locking terminal or armature 17, said electromagnets being located, respectively, in circuits 3 3, connected each at one end to the tram-rail and at the other to short sectional rails or conductors 5 5, located about two inches below and on opposite sides of the adjoining ends of the sectional third rails or conductors, which adjoining ends are connected directly to the yielding or movable terminals 3 by the branch conductors 2 2. The releasing-magnets 15 are of horseshoe type. The releasing-conductors '7 are connected, respectively, to the adjacent ends of the next sectional conductors in advance and in the rear and are included in circuit with the individual coils wound around each core of the magnet and ultimately to the tramrail or return-conductor, each coil having sufficient magnetizing capacity to fully saturate the entire horseshoe-core and act upon the movable or yielding terminal 17. The trolley14 is, by preference, of the roller type, having a flange on one side of greater diameter than the flange on the other side thereof, which flange is adapted to extend downward and bridge the space between the short conductors or contacts 5 5 as it passes over them, the flange of smaller diameter passing over the other short rails Without touching them. The operation is as follows: The car T is now passing over section B and approaching section 0 in the direction of the arrow. As it left section A the flange of the trolley 14 bridged the circuit between the third rail r of section A, which was at that time alive, and the short sectional conductor 5 on the farther side of said rail, thereby closing the circuit through the branch conductor 3, electromagnet f on the right to the tram-rail 25, thus causing the movable or yieldingterminal s to be drawn into its forward position, where it was locked behind the releasing-terminal 17, as shown. At the same time a branch of the circuit was elosed through the releasing-conductor 7 in the rear in the direction of the arrows to the right-hand coil of magnet 15 at the entrance of section A, thereby energizing the magnet and causing its armature or movable terminal 17 to be heldin its upper positon, as shown, thus releasing the yielding terminal on the right, previously locked at that point when the car entered section A, and maintaining the movable terminal in its upper position so long as the car '1 remains upon section B. A still further branch of the circuit was closed by conductor 7 from the distant end of the rail -r by the forward releasing-conductor 7 to the left-hand coil of the magnet 15 at the beginning of section D, thereby energizing that magnet and causing its armature or movable terminal 17 to be held in its upper position, as shown. It will therefore be apparent that should a car follow the car T on passing into section A the motor will be deprived of any working current, and the car will therefore stop, thus avoiding any possibility of rearend collision. For a like reason any car coming in the opposite direction and approaching the distant end of section 0 will when it passes out of section D be deprived of any current and will therefore stop, so that a front-end collision is avoided. When it is desired to run the carsin a reverse direction, it is only necessary to lift or remove the trolley 14 from the third rail or conductor 1' and rotate it through an arc of one hundred and eighty degrees, so as to place the larger flange on the other side of the third rail in order that in advancing from right to left said flange may pass between the third rails or conductors and in such manner as to close the circuitin succession to the left-hand magnets f, and thereby connect the left-hand terminals .9 to the movable terminals or armatures 17, the circuit connections to the releasing-coils being, the same as before, in opposite directions to the adjacent ends of the two adjacent sectional third rails to that over which any car may be located.

Although in all of the modified forms of apparatus disclosedin the accompanying drawings and adapted to practice the novelmethods hereinafter claimed I continuously utilize a partof the working current for preventing the switch at the distant end of any sectional conductor adjacent to that over which a car is for the time being passing from being operative to an incoming car, I do not limit this feature of my invention to this special arrangement, as the same result might obviously be effected in a number-of ways coming within the scope of my claimsas by the application of a locally-applied source of 1 power orenergy which would continuously hold the switch in its open position until the car passed out of the section in advance and might then be released either by the momentary closure of the working circuit or by a momentaryclosure of an entirely-independent source of electrical energy such that the cal source of applied power would be disconnected from the switch, so as to leave theterminals in their normal or separated position, and such local source of applied powerorenergy might either be in the nature of locking-levers adapted "to hold the movable terminal in its open position or of an electromagnet and local battery controlled, as 'be-' fore indicated, from the outgoing end of the section over which the car is passing, and my claims being methods aredesigned toiuclude' all such obvious constructions as I would be applicable in this connection.

I do not limit myself in the practice of the methodclaims hereinafter'made to the use of the specific types of apparatus disclosed in the accompanying drawings forautomatically connecting or locking the sectional conductors or third rails of a sectional system of electric railways into connection with the current feeder or main by asource of locallyapplied'power or energy and simultaneously continuously preventing any adjoining sectional rail or conductor from being made alive through the agency of' an additional source of applied power, as my claims are generic with relation to these features.

I am aware that it has heretofore been proposed to automatically hold theterminals of sectional third rails or conductors of such a system in electrical connection with a current feeder or main through the agency of an applied power independent of the working current and to prevent any sectional con- ;ductor in the rearjof a sectional conductor over which a car is passing from being rendered alive by utilizing a part of the working current during the time a car is on said section, as disclosed in United States patent to M. J. Wightman, No. 430,329, of J1une' 17,

1890, and I make no claim hereinafter broad enough to include such a method of operation or such a structure as therein shown and described, the source of applied power in that instance being a separategenerator located at the power-house and operatively connected with all of the sectional conductors in such manner asto-give to them fafcertain amount of current potential.

My invention. differs both in its method of operation and in the structural apparatus for carrying out such method from that disclosed in the before-mentioned patent, first, in that all of the sectional ra'ilsor'conductors and avoiding collisions.

the releasing-conductors of my systemare normally absolutely dead or without current potential; second, in that the terminals of the sectional rails or conductors are held in locked "or closed position 'in connection with the current feeder or main by a local source of applied power or energy. wholly independent of or distinct from the working current. Nor do I make any claim hereinafter broad enough to include the application of the principle of connecting or locking the sectional conductors to a working-current feeder or main through the agency of a local source of applied power or energy and releasing the same by a part of the working current as a car passes out'of the section over which it is traveling,as this feature is fully disclosed in prior United States patents granted to. me' on December 26, 1893, numbered 511,627," and January 9, 1894, numbered 5l2,444,'andalso in British Patent No. 0,123-ef 1894, granted to I-liram S.-l\IaXim. In British patentto Maxim, however, the general structural arrangementof the means for locking the terminals of the sectional conductors'to the current feederor main and of releasing the same by apart of the working current is very similarto my arrangement of circuits, even 'to' the extent of connecting the releasing-circuits directly to the sectional conductors andthe tram-rail or return-cond uctor, with this dilference;how-

'ever,thatthe patentee provides additional these modified forms of the apparatus may be readily adapted for preventing front-end collisions by simply duplicating the apparatus and the circuit connections therefor in the same manner that they'are duplicated in Fi 5, with this difierence, however, that the opcrating-levers a should be actuated not by the tram-wheels of the car, but by a flanged trolley-wheel or an entirely-independent operat ing-wheel carried beneath the car, the ar rangeme'nt of circuits and switching'devices' being such that when the flanged trolleywheel is moving in one direction it will operate mechanically thoselevers located on the same side of the third rail with the flange and when running in the other direction the levers upon the other side thereof, upon the supposition, of course, that the trolley has been reversed.

I make'no claim in the present application to any of'the apparatus illustratedin' the accompanying drawings, this application, as hereinbefore indicated, being directed to methods of operation and not to any specific apparatus for efiecting such methods.

Having thus described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

1. The described method of avoiding collisions between cars passing over an electric railway having a working source of currentsupply and a sectional system of normally dead working conductors, consisting in cansing the moving cars to automatically lock the sectional working conductors into connection with the working source of current-supply in sequence as they pass over the route, and to automatically release said conductors in like sequence as the ends of the adjoining sectional conductors are passed, simultaneously utilizing a part of the working current taken directly from a live section over or by which a car is passing to continuously prevent any circuit connection whatever between a sectio'nal conductor immediately in the rear of the live section and the current feeder or main, until the car has passed out of the section on which it is located.

2. The described method of avoiding collisions between cars passing in opposite directions over an electric railway having a working source of current-supply and a sectional system of normally dead working conductors; consisting in causing the moving cars to automatically lock the sectional working eonductors into connection with the working source of current-supply in sequence as they pass over the route, and to automatically release said conductors in like sequence as the ends of the adjoining sectional conductors are passed; simultaneously utilizing a part of the working current to prevent the sectional conductors immediately in the rear and in the advance of any car from being connected to the working source of current-supply until said car has passed out of the section on which it is located.

3. The described method of avoiding collisions between cars passing over an electric railway having a working source of currentsupply and a sectional system of normally dead working conductors, consisting in maintaining each sectional conductor in electrical connection with the working source of current-supply, while a car is passing over or by it, by a local source of applied power or energy independent of or distinct from the working source of current-supply; releasing said conductors in sequence as the car passes out of the successive sections and simultaneously utilizing a part of the working current taken directly from a live section over or by which a car is passing to continuously prevent any circuit connection whatever between a sectional conductor immediately in the rear of the live section and the current feeder or main, until the car has passed out of the section on which it is located.

4. The described method of avoiding collisions between cars passing over an electric railway having a working source of'currentsupply and a sectional system of normally dead working conductors; consistingin maintaining each sectional conductor in electrical connection with a working source of currentsupply while a car is passing over or by it by a local source of applied power or energy independent or distinct from the working source of current-supply; successively releasing said conductors through the agency of a part of the working current taken directly from a live section over or by which a car is passing and continuously utilizing the same to pre -vent any circuit connection whatever between a sectional conductor adjacent to the live section and the current feeder or main until the car has passed out of the section on which it is traveling.

' 5. The described method of preventing front or rear end collisions upon an electric railway having a working source of current-supply located at a power-house and a sectional system of normally dead working conductors extending over the route; consistingin maintaining each sectional conductor in electrical connection with the working source of ourrent-supply while a car is passing over or by it, through the agency of an applied power or energy, independent of or distinct from the working current; releasing or disconnecting said sectional conductors from the working source of current-supplyin sequence and simultaneously utilizing a part of the working current for preventing the adjacent sectional conductors in the rear and advance of any sectional conductor thus made alive from being connected to the working source of current-supply.

6. The described method of avoiding collisions between cars passing over an electric railway having a working source of currentsupply and a sectional system of normally dead sectional conductors; consisting in cansing the cars to connect the sectional conductors to the current feeder or main as they pass over the same, maintaining said. connection by a source of locally-applied power or energy, independent or distinct from the working source of curren t-su ppl y; successively releasing said conductors through the agency of a part of the working current taken directly from a live section over or by which a car is passing and continuously utilizing the same to prevent any circuit connection whatever between a sectional conductor adjacent to the live section and the current feeder or main until the car has passed out of the section on which it is traveling.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

CHARLES .I. KINTNER.

Witnesses:

JAMES P. J. MORRIS, M. F. KEATING.

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