Improvements in or connected with Aerial Railways.
Year: 1898

page_text: PROVISIONAL SPECIFICATION.
Improvements in or connected with Aerial Railways.
I, GEORGES LEROY, of 2, Boulevard de Strasbourg, Paris, in the Republic of
France, Gentleman, do hereby declare the nature of this invention to be as
follows:-
This invention relates to an endless aerial railway which forms a closed cycle
or circuit (the departure station being also the arrival station) intended to trans-
port the public by means of suitable rolling stock or carriages on a kind of spiral
road trending at first upwards to the culminating point, then generally downwards
with a more or less sinuous profile, the motive power only coming into action to
raise the vehicles to the highest point in the road, beyond which right to the end
of the journey the train is moved automatically by the action of gravity and ris-viva.
The superstructure of the railway is composed of three stages forming a spiral
road resting on a series of trestles which may be adapted to support two or three
spirals at the same time. The rails of the railway are supported on a framework
composed of rolled joists cross beams, standards and struts. This placing of the
roads one over the other reduces to a minimum the space occupied by the super-
structure. The roads may be made of any suitable form in plan such as oval or
circular for example. The railway may comprise three or any other suitable
number of spirals made continuous or connected together by means of an upwardly
inclined road which starts from the departure station and goes direct to the highest
point of the railway. The carriage is drawn up this incline by a traction cable
which leaves it to itself at the highest point. On the descending incline from
this highest point passed over by the carriage in order to return to its point of
departure are preferably arranged upwardly and downwardly inclined parts and a
tunnel in order to vary the experiences of the passengers.
The traction cable which serves to raise the carriage up the first incline is placed
in the middle of the road and is guided by suitable rollers and pulleys.
It returns at the side of the framework and is guided at various points by
rollers and then by a series of grooved pulleys placed on very light supports.
The traction cable is moved by a pulley having a double helicoidal groove which
prevents slipping. The motor, preferably electric and furnished with a rheostat
for stoppages and departures, exerts its action upon another pulley keyed on the
same shaft as the helicoidally grooved pulley, this shaft being placed on a support
bolted to the framing of the railway. After leaving the helicoidally grooved
pulley the traction cable passes under a pulley connected with a suitably guided
tension weight. The guide rollers of the traction cable on the first incline are
mounted on a series of angle irons arranged transversely to the road at certain
distances apart, their ends being fixed to the longitudinal beams or supports of
the road. Each of these angle irons serves to support two rollers with vertical
axes, and a roller with a horizontal axis. The rollers with vertical axes are
grooved, they are intended to regulate the transverse oscillations of the cable,
whilst the roller with a horizontal axis regulates the vertical oscillations of the
same. The first cross pieces from the departure end may only be provided with

page_text: rollers having horizontal axes the road being sensibly straight at that part.
Brackets bolted to the angle. irons support the axes of the rollers. The rollers
with horizontal axes are mounted on bolts forming the axes and these are held
by means of angle irons and tightening nuts. The angle irons are fixed to the
cross piece by angle pieces rivetted to the said angle irons and bolted to the cross
pieces. The object of these guiding arrangements is to prevent all shock on the
cable and all catching or fouling, and consequently to render impossible the
accidental opening of the grippers or clamps connecting the carriage to the cable.
The jointed carriage that runs on my endless aerial railway by the action of
gravity and eis-rica, after having been left to itself by the traction cable constitutes
an essential part of my invention. It is formed of two parts connected together by
a universal joint which allows the parts to take various positions relative to each
other. Each of these parts comprises a certain number of seats or benches which
can be reached by means of foot boards or steps. The front part of the carriage
may be shaped as a gondola or other suitable decorative object; and at the rear a
seat may be placed for the guard, within reach of the brake handle.
The frame of the carriage is carried by axles placed under the seats or benches.
On these axles are keyed flanged wheels, preferably made of cast steel, which roll
on the rails of the road. grease box surrounds the journal of the axle, and is
fixed to the sides of the carriage by guard plates. This box may be of cast steel
made in two parts connected together by an intermediate packing of steel or
otherwise. The journal at each end of the axle turns in a suitable bearing,
whilst an aluminium ring hung on the journal assures lubrication by its rotation
in the oil box; packings of felt protect the inside of the grease box.
The universal joint of the carriages is of the following character: At the
front of the hinder part of the carriage is attached a traction bar, ending in a
fork, the two branches of which are connected by a bolt which takes a bearing in
an oval opening of a second traction bar fixed beneath the front part of the carriage.
This connection leaves great play for the movements of the two parts of the
carriage with reference to one another.
The automatic connection of the carriage to and its disconnection from the cable
is effected by excentric pincers or grippers. Each of these is formed of a piece
one portion of which is acted upon by the organ or device which brings the
gripper automatically into action, and the other part of which is terminated by a
pincer or gripper properly so called, which is eccentric with reference to its axis.
This axis is formed by a bolt fitted to a support pin-jointed to the traction or
draw bar of the carriage. To lugs on the grippers is attached a spring of a
certain strength one end of which is fixed to a plate connected to the frame of the
carriage. The spring acting freely upon the pincers or grippers hold the latter
free of the cable during the descent of the carriage.
The automatic connection to the cable is effected as follows:-At the point where
the connection is to be made are placed one at each side of the cable, two plates or
guides which, at the passage of the carriage, bring the grippers into such a
position that they grasp the cable. In consequence of the eccentricity of those
grippers round their axes the heavier the load the firmer they grip the cable.
the highest point of the line similar guide plates cause the cable to be disengaged
from the carriage.
At
The jointed carriage is completed by safety arrangements comprising guide
rollers, a skid brake, and a stop lever or pawl. The guide rollers are preferably
placed at the front of the carriage mounted loosely on studs fixed to suitable
supports. These rollers are placed at such a height that they are always in
contact with the internal edges of their corresponding rails, the contact of the
rollers with the rails taking place higher or lower according as the carriage is on
a curve or on a straight length of line. The lateral movements are thus reduced
to a minimum and all danger of derailment is avoided.
The skid brake is actuated by a crank handle which acts on a vertical shaft
turning in a footstep, and which moves a frame the ends of which carry the brake

page_text: skids and cause them to be raised or lowered as may be required. By varying
the pressure of the skids upon the rails the speed of the carriage can be modified
at pleasure.
A safety stop prevents the backward movement of the carriage on the first
incline in the event of the cable breaking. This safety stop consists on the one
hand of a bell crank lever or pawl pivotted below the carriage and subjected to
the action of a spring, and on the other hand of a wooden or other rack fixed on
the inner face of the longitudinals supporting the rails. In the event of the
cable breaking the lever or pawl digs or takes into the rack and the carriage is
instantly stopped.
These arrangements are completed by the use of a suitable engine at the
departure station for actuating the electric motor and an electric light installation.
Dated the 22nd dox of Nov 1808
G. LEROY,
Per W. H. Beck, Agent,
115, Cannon Street, London, E.C.
Improvements in or connected with Aerial Railways.
I, GEORGES LEROY, of 2, Boulevard de Strasbourg, Paris, in the Republic of
France, Gentleman, do hereby declare the nature of this invention, and in what
manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:-
This invention relates to an endless aerial railway which forms a closed cycle
or circuit (the departure station being also the arrival station) intended to trans-
port the public by means of suitable rolling stock or carriages on a kind of spiral
road trending at first upwards to the culminating point, then generally downwards
with a more or less sinuous profile, the motive power only coming into action to
raise the vehicles to the highest point in the road, beyond which right to the end
of the journey the train is moved automatically by the action of gravity and vis-viva.
The chief features of this invention, besides the distinctive character of its
construction, consists more especially in the production of a metallic super-
structure requiring the minimum of space while allowing each of the trestles to
support two, three or more stages of roadway; in the construction of a jointed
carriage adapted to follow, without danger, the curves, sinuosities, and rising
and falling inclines of the road, this carriage being furnished with improved
safety arrangements, skid-brakes and so forth in the arrangement, below the
carriage, of gripping devices which automatically grip the traction cable and hold
themselves to it with a force which increases in proportion to the weight of the
vehicle and its load; and finally in special arrangements for driving the traction
cable by an electric motor and for its guidance and the maintenance of its tension
both on the pulling and return sides.
In the accompanying drawings are represented the general arrangement and
construction of an endless aerial railway installed according to my invention.
Figure 1 shows a longitudinal elevation or development of the metallic or other
superstructure, showing the superposition of the roads and the succession of rising
and falling inclines.
Figure 2 is an elevation of one of the trestles of this superstructure.
Figure 3 is a plan of the superstructure as fitted up.
Figure 4 is a plan of the ascending incline from the departure station to the
highest point of the road.

page_text: Figure is a view or the guide and nang puneys for
placed at the top of departure incline.
The TRACTION Cadic
Figure 6 is a view of the counter-weight for taking up the slack of the cable
on the return side.
Figure 7 is a view of the pulley round which the traction cable passes at the
lower end.
Figures 8, 9 and 10 are respectively an elevation, plan, and rear view of the
jointed carriage intended to run on the line.
Figure 11 is a detail view of the gripper for attaching the carriage to the cable.
Figures 12, 13 and 14 are respectively an elevation, plan and detached view of
the guide rollers for the traction cable.
Figure 15 is an explanatory detail of a wheel axle and axle box of the carriage.
The superstructure of the aerial railway is composed of say three stages; it
consists essentially of a metallic framing comprising a series of trestles a of suit-
able height and width, placed in a elliptic, circular, or other suitably shaped plan
with curves at the ends as shown, by way of example, in Figure 3. Each trestle
is formed by two inclined columns or standards a suitably cross-braced, and con-
nected together at various heights by cross-beams on which rest longitudinal
beams or joists of or other suitable section and on these rest the rails which
form the spiral road, the said longitudinals and rails being supported in the
intervals between the trestles by struts f of suitable strength placed at suitable
angles. The spiral roadways 1, 2 and 3 are superposed in such manner that each
trestle can support two or three spirals. The roadway at 4, constituting the
departure incline which goes directly from the point of departure, at the ground
level for example, up to the culminating point C, must necessarily rest for a portion
of its length upon independent trestles.
The intending passengers pass in between the columns A, which form the
entrance of the departure station, and find at this point the carriage in which they
are to travel and which is drawn up by the traction cable to the culminating point C,
then, when left to itself, it descends successively down the spirals 3, 2 and 1 and
finally arrives back at the point of departure, traversing the tunnel T and rising
and falling inclines which are arranged in order to vary the experiences of the
passengers.
The carriage on returning to the point of departure may, if desired, be stopped
at this point or it may be re-taken automatically by the traction cable (which.
may be actuated continuously so as to enable a fresh journey to be made as soon
as one is ended and so on continuously.
The traction cable c, Figure 4, which is placed on the departure incline 4, is
preferably of steel and of great strength; its ascending part is placed in the
middle of the roadway, and is guided by the friction rollers arranged in a
special manner as hereinafter described. This cable having reached the culmi-
nating point of the road, passes, after having left the carriage, round a grooved
pulley (Figures 4 and 5) of comparatively large diameter, mounted loosely on a
vertical axis supported by metallic framework, then over a guide roller on a
horizontal axis, which roller gives to the caple e its initial return direction. The
cable then passes round a pulley P having a double helicoidal groove com-
pletely surrounding it in such manner that the two parts of the cable cross each
other in the form of a figure 8. The object of this arrangement is to obtain great
adhesion of the cable to this pulley C and to avoid all slip on it. This pulley P
actuates the traction cable, for it is keyed on the same shaft as the pulley P
driven by the electric motor. This shaft is arranged on a support h bolted to
the general metallic framework. The motor, which drives the motive power
pulley, is preferably an electric motor of great power susceptible of being
slackened or stopped instantaneously and which is furnished for this purpose with
a rheostat capable of producing the required variations of resistance.
After having passed round the pulley P, then under the pulley p of a tension

page_text: counter-weight, the cable c returns to the point of departure guided in its passage
by passing round a series of grooved pulleys carried on vertical axes and a
series of grooved rollers carried on horizontal axes. These various parts are
arranged, as shown in Figures 4, 5 and 7, on supports 72 and g² bolted to the side
or below the beams which support the roadgay. The cable c, after having passed
to the bottom of the incline round the grooved pulley el, returns into the middle
of the roadway where it can be seized by the grippers of the carriage.
Figure 6 is an elevation of the device for keeping the cable at a proper degree
of tension; it consists of a weight acting on the return part of the cable and
moving up and down in a cast iron well. The grooved pulley under which
the return part of the cable passes supports, by means of a carriage i, a weight i
the exact weight of which can be regulated at pleasure the vertical faces of this
weight are grooved to fit the vertical angle iron guides fixed at their two
ends to vertical posts connecting the longitudinals under the rails of the
spirals 4 and 3 of the roadway.
Figures 12, 13 and 14 show the special arrangement for mounting the grooved
guide rollers of the cable in its ascending course to obtain as nearly as possible
a regular curvature of the cable and avoid all catching, fouling and shock in its
changes of direction. For this purpose there are arranged transversely to the
road and at certain intervals a series of angle irons, the ends of which are
fixed to the longitudinals 6 of the roadway 4, and which each carry two rollers d
with vertical axes and a roller with a horizontal axis. The rollers are grooved,
and are intended to guide the cable sidewise whilst the guide roller guides
it vertically. The first cross pieces from the point of departure need only be
provided with the rollers because the roadway there is sensibly straight. The
rollers for the vertical guidance have their axes supported by brackets & bolted.
or rivetted to the angle iron k. The rollers for lateral guidance are hollowed
out internally and are each mounted upon an axis formed by a holt which is
held at its lower part by a tightening nut to the angle iron k and by its
counter-sunk head to the angle-iron which extends the whole length of the
roadway 4. The angle irons are fixed to the cross-pieces by bracket-pieces l
rivetted to the angle iron and bolted to the cross-piece k.
The cable c, thus guided laterally by the rollers d, and supported vertically by
the rollers, is not liable to release the carriage it is raising to the culminating
point by the accidental opening by shock or otherwise of the grippers which
connect the cable to the carriage.
The jointed carriage intended to travel on the spirals composing the aerial rail-
way, and which follows the spiral road solely by the action of gravity when it is
released from the cable at the culminating point, constitutes an essential part of
my invention not only by reason of its peculiar construction, but also by reason
of its combination with the acting devices. This carriage is formed by the union
of two parts jointed to one another in such manner that they can follow all
the curves and sinuosities as well as the rising and falling inclines of the real
way. A special arrangement for guiding the carriage in front renders derail-
ment impossible whilst a skid-brake permits of stopping or modifying the descent
of the carriage and a rack and stop pawl arrangement stops the carriage instantly
in case it should be accidentally left to itself on the departure incline. Grippers
placed under the frame of the carriage enable the latter to attach itself auto-
matically to the traction cable at the point of departure and to detach itself from
it at the culminating point.
The carriage is formed in two parts L and L' connected together by a hinge-
joint which allows them to take various positions with reference to one another
in every direction. Each of these parts comprises a certain number of stuffed
benches or seats with backs which are reached by the passengers from foot-
boards standing above the rails the front part of the carriage may take the
form of a gondola or other suitable decorative shape at the back a seat lis

page_text: reserved for the guard or brakesman who has within reach the crank-handle 7³
of the break.
Under each of the seats are placed the axles m on which the frame of tho
carriage rests. On these axles m are keyed flanged wheels m¹ of cast-steel or other
suitable material, which roll on the rails fixed to the longitudinal I beams b',
Figure 15. The axle box n, which encloses each of the axle journals, is fixed by
guard-plates n to the longitudinals of the carriage. This box, preferably made
of cast steel, is in two parts connected together at a horizontal joint with an
interposed packing of leather. The journal m2 at each end of the axle turns in a
brass bearing 2 placed above it, whilst in a groove in the said bearing is placed
an aluminium ring n³ hung on the journal and drawn round by the rotation of
the latter. The ring moving in the oil reservoir constantly carries oil to the top
of the journal, so that automatic lubrication is assured by the rotation of the
axle; felt-packing n prevents the entrance of dust into the interior of the
axle box.
The central connection or jointing of the carriage may be effected in any suit-
able manner but I prefer to effect it in the manner shown in Figures 8, 9 and 10
after the manner of a universal joint. For this purpose underneath the rear
part L of the carriage is attached a connecting bar y formed with a fork at its
end through the branches q' of which is passed a bolt g
This bolt passes
through an oval and slightly curved opening made in the head of a second
connecting bar which is fixed below the part L of the carriage. It will be under-
stood that this joint leaves great freedom for the various transverse and vertical
movements caused by the variations in the relative positions of the two parts
of the carriage.
:
On the front part of the carriage and below it are placed the devices for con-
necting the carriage to the traction-cable automatically, based on the principle
of eccentric grippers. These grippers are arranged and act as follows;
Each of them is formed by a piece the horizontal parts of which is acted on
by the device which effects the automatic action, and the vertical part sof
which terminates in a jaw properly so-called, which is eccentric in relation to
its axis s. This axis is composed of a bolt fitted into a support, and holds the
gripper by a nut which enables the pressure to be varied. The support is
fixed to the carriage in any suitable way so that it can swing on the bolt st. The
surfaces in contact with each of the grippers s and of the support should be
flat or slightly raised to allow the grippers to oscillate easily. Furthermore, on
lugs t of the grippers is attached by means of rings a spring of a certain definite
strength, the other end of which is attached to a plate 2 fixed to the frame of
the carriage.
By this arrangement the jaws st are pressed together (as shown by dotted lines
in Figure 11) by the spring t during the whole time the carriage is descending
and they separate, so as to take the position shown by full lines when they
come to the cable c. In this position they are caused to grip the cable by the
action of the spring, and if this cable is in motion in the direction of the arrow
the traction transmitting itself to the jaws of the grippers has the effect of
causing the eccentric parts of the latter to exert a gripping effect in proportion
to the resistance offered by the carriage and its load.
The grippers are designed to seize the cable automatically and for this purpose
at the point of the roadway where the connection is to be made two directing
plates are placed and fixed vertically in order to force the grippers to open into
the position indicated by the full lines at the moment of the passage of the
apparatus between these plates; this position allows the cable to enter the
apparatus. At the moment when the apparatus passes beyond the plates #
the grippers are withdrawn to the position shown in dotted lines by the central
spring, the two grippers s¹ come into contact with the cable and the connection
is thereby produced. The eccentricity of these grippers with reference to the

page_text: axis causes the grip to vary in proportion to the weight of the load drawn by
the cable that is to say the greater the load the tighter the grip.
When the carriage arrives at the culminating, point of the departure incline
where it should quit the cable, directing plates identical with those placed at the
point of departure open afresh the grippers during the movement necessary for
allowing the cable to disengage itself which disengagement is produced by
reason of the inclined position of the cable at this place.
The jointed carriage is completed by safety arrangements which render its
working practical and without any danger; these arrangements consist of guiding
rollers in front of the carriage, skid-brakes acting on the rails for the purpose of
moderating the speed of descent, and a rack and stop pawl gear to provide against
the danger of a rupture or accidental separation of the tracture cable.
The two guide-rollers are placed in front of the carriage at in contact
with the internal edges of the rails ; these rollers preferably lightened by being
hollowed out internally and made of sufficient height, are mounted loosely each
upon a vertical pin v fixed at its two ends to two supports 2 bolted to the longi-
tudinal of the carriage. A protecting box covers the roller inside the carriage
frame. The rollers are sufficiently high to be always in contact with the
internal edges of the corresponding rails. The circumference of each roller in
contact with its corresponding rail is higher or lower according as the carriage
is on a curve or is for any other reason elevated or depressed. Lateral move-
ments are by this means prevented and all danger of derailment is obviated.
The guard or brakesman of the carriage, seated behind on the seat 1, actuates
the skid-brake by means of the crank handle 1, Figures to 10. This crank-handle
acts upon a vertical screwed shaft turning in a footstep fixed to the floor of
the carriage, and the rotation of which causes the nut to rise or fall. The
curved ends of the nut u² carry the skids a of the brake and the surfaces of these
skids in contact with the rails are made tolerably large and the pressure of such
surfaces on the rails can be regulated so as to modify at pleasure the speed of the
carriage on the declines of the spirals of the roadway, and if necessary to stop
the carriage altogether.
Finally, at the sides of the carriage is arranged a stop mechanism which stops
the carriage instantaneously on the departure incline 4 in case of the accidental
rupture of the cable or a failure of the gripping apparatus: For this purpose
there is pivotted at y, under the carriage, a bent lever yy, the arm y¹ of which
is acted upon by a spring y' whilst the other arm y², which forms a chisel-edged
pawl, is adapted to take into the teeth of a wooden rack, fixed on the internal
face of the longitudinal beam which carries the rails of the roadway. This
pawl stops the carriage instantly when it begins to descend again and before it
has acquired any considerable momentum.
The constructive arrangements above described secure for my aerial endless
railway advantages which the various systems heretofore invented have not
realised, and which leave nothing to be desired as regards the comfort and
security of the passengers. These arrangements may be further completed by
the use at the departure station of a portable or fixed engine and boiler to drive
the dynamo actuating the electric motor, and if desired, a portable or fixed engine
to produce electric light.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
First. An aerial endless railway for the transport of passengers in carriages
circulating on a spiral roadway, upwardly inclined at the point of departure, the
said carriages being drawn up the said incline by a traction cable to the culmi-
nating point of the journey, and then liberated automatically at that point to
enable them, by the action of gravity and ris viva, to run over the rest of the

page_text: journey in a long sinuous course, and in a tunnel, the terminus of the roadway
coinciding with the point of departure, the superstructure being so formed with
trestles adapted to support two, three or more superposed spiral roadways, that tho
whole railway occupies comparatively little space, rising and falling inclines and a
tunnel being preferably arranged along the roadway in order to vary the experi-
ences of the passengers, substantially as described with reference to Figures 1 to 3
of the drawings.
Second. In an aerial endless railway of the kind forming the subject matter of
the first claiming clause hereof, the arrangement, in the centre line of the road-
way of the departure incline, of a traction cable going from the point of departure
to the culminating point of the roadway, the said cable passing, at its two extreme
points, round grooved pulleys and being guided in its passage between the rails by a
series of pairs of guide rollers limiting its transverse oscillations and by rollers on
which the cable rests, whilst a series of grooved pulleys are arranged outside the
roadway for guiding the return part of the cable, substantially as described with
reference to Figures 4 to 7, and 12 to 14 of the drawings.
Third. In an aerial endless railway of the kind forming the subject of the first
and second claiming clauses hereof, the arrangement in connection with the
return part of the traction cable, of a helicoidally grooved driving pulley round
which the cable is wound in the form of a figure 8, the said cable being at the
same time constantly held stretched by means of a counter-weight hung on the
return part thereof, substantially as described with reference to Figures 4 to 6
of the domina
Fourth. In an aerial endless railway of the kind forming the subject of the
three preceding claiming clauses hereof the employment of a carriage adapted to
follow all the curves, sinuosities, and rising and falling inclines of the roadway,
the said carriage consisting of two parts connected together by means of con-
necting bars so arranged and combined as to form a kind of universal joint,
special arrangements being provided to assure smoothness of motion and security
of travelling, substantially as described with reference to Figures 8 to 10 of the
drawings.
i
Fifth. In a jointed carriage forming the subject of the fourth claiming clause
hereof, mechanism for effecting automatically the connection of the carriage to
the traction cable at the point of departure, and its disconnection therefrom at
the culminating point of the roadway, which consists of grippers applied to the
under part of the carriage, such grippers being held closed, while the carriage is
on the descending part of the roadway, by the action of a spring, and opened by
their passage between directing plates arranged at the sides of the cable at the
point of departure and at the culminating point of the roadway, the eccentricity
of the grippers with reference to their axes causing the same to grip the cable
with a force proportionate to the weight of the load being drawn by the cable,
substantially as described with reference to Figures 8 to 11 of the drawings.
Sixth. In a jointed carriage forming the subject of the fourth and fifth claiming
clauses hereof, the combination of safety arrangements consisting firstly of two
guide rollers at the front of the carriage bearing against the inner edges of the
rails and held constantly in contact with them whatever may be the undulations
of the road, for the purpose of preventing derailment and lateral movement,
secondly, of a skid-brake acting on the rails, actuated by a crank-handle operated
by the guard or brakesman placed at the back of the carriage, for moderating at
pleasure the speed of the carriage or for stopping it altogether, and thirdly, of
a safety device consisting of a bent lever and a spring fixed under the carriage
and a wooden rack fixed to the internal face of the beams which support the
upwardly inclined roadway, the said device acting so as to stop the carriage on
that part of the line in case of a rupture of the traction cable or of the accidental
opening of the grippers, substantially as described with reference to Figures 8 to 10
of the drawings.

page_text: Seventh. An aerial endless railway, constructed, arranged and operated as
described, in combination with a motive power engine for driving the motor
dynamo and for generating electric light.
Datu
I day or rebruary 1899.
G. LEROY.
Per W. H. Beck,
Agent, 115, Cannon Street, London, E.C.