IMPROVEMENTS IN AND RELATING TO ELECTRIC TRAMWAYS AND VEHICLES TO BE USED THEREON 1
Year: 1883

page_text: LETTERS PATENT to Henry Harris Lake, of the Firm of Haseltine Lake
and Co, Patent Agents, Southampton. Buildings, London, for an Invention
of "IMPROVEMENTS IN AND RELATING TO ELECTRIC TRAMWAYS AND VEHICLES
TO BE USED THEREON 1" communicated to him from abroad by Carlos Basto, of
Lisbon, Portugal,
PROVISIONAL SPECIFICATION left by the said Henry Harris Lake at the
Office of the Commissioners of Patents on the 8th May 1883.
HENRY HARRIS LAKE, of the firm of Haseltine Lake and Co, Patent Agents,
Southampton Buildings, London, "IMPROVEMENTS IN AND RELATING TO ELECTRIC
TRAMWAYS AND VEHICLES TO BE USED THEREON [A communication to him from
abroad by Carlos Basto, of Lisbon, Portugal,]
This invention relates to electric tramways with subterraneous conductors.
;
In carrying the said invention into practice the electric conductor is placed in a
small trench below the ground, this trench having a cover provided with a small
longitudinal slit designed to permit free passage to the pieces carrying the.
conducting wires as well as to other pieces which are used in certain cases,
particularly for the purpose of increasing the adherence of the wheels on the rails.
Some of the arrangements about to be described are applicable to existing tramways
which are not made upon inclines steep enough to render the traction difficult with
ordinary means of adherence; and other of the said arrangements are applicable
for steep inclines and comprises a particular mode of construction of the lines and
special vehicles.
The first arrangement, that is the one which applies to ordinary lines, consists in
cutting, outside the track and close to the outside edge of either rail, a trench.
faced on both sides with walls made of stone, brick or concrete, the inside wall:
being situated exactly under a longitudinal sleeper which carries the rail. This
trench the width of which may be about thirty centimetres is covered with a flag.
...מז

page_text: stone or a cast iron plate having a slit at a distance of about three centimetres
from the rail. Below the extremity of a transverse wooden sleeper which generally
extends beyond the outer edge of the longitudinal sleeper the electric conductor is
fixed by means of stirrup irons and angle irons. The arrangement and shape of
this conductor may be varied, however I prefer to support the conductor by means
of a sleeper or longitudinal beam the lower part of which is grooved in two places
these grooves being covered inside with sheets of copper, brass, or other metal
which is a good conductor of electricity thus forming two parallel conductors, one
for the positive and the other for the negative currents. This sleeper is made of
four pieces of wood laid parallel to one another and dipped into a suitable bath so.
as to render them impermeable, these pieces being joined by means of wooden
sleeves rendered also impermeable; the whole frame will further be covered with
some textile fabric rendered equally impermeable if experience confirms the
advantages expected to be derived from the use of such fabric.
To prevent any loss of electricity between the two conductors a longitudinal.
piece is cut out of the frame and thus completes the insulation of these conductors.
Whenever any crossing or branching off occurs, the sleepers carrying the
conductors are broken off and their opposite extremities have triangular apertures
so as to allow the conducting metallic piece fitted to the vehicle to pass by freely;
moreover the metal sheets broken off at those places are connected together by
means of subterraneous conductors thoroughly insulated so as to allow the current
to pass all along the line. The vehicle employed is the usual tram car carrying a
dynamo-electric or electro-magnetic machine connected with the axle of the wheels
in the usual manner, with this difference that this car is provided on the side
nearest to the trench, and between its axles, with a strong sheet iron frame, which
descending in the trench through the slit situated for that purpose between the
rail and the covering piece, is curved and its rounded extremities rest upon a base
of ebonite which supports the two metallic contact pieces designed to connect the
machine of the car with the conductors placed below the line.
The contact pieces are made of a brass cylinder about fifteen centimetres long by
about one millimetre thick which is bent at right angles in its middle and forms a
flat rod which is capable of sliding with a certain amount of friction in the said
ebonite support; the two extremities of the said cylinder which are not soldered
are cut out and twisted round, one inside the other. In order to ensure sufficient
friction between the contact pieces and the conductors flat springs are placed inside
the former and keep the same applied to the conductors while allowing sufficient
play in the case of curves of small diameter.
The two contact pieces are exactly alike and their vertical supports are con-
nected with the dynamo-electric or electro-magnetic machine by means of insulated
conductors which pass through the sheet iron frame which supports the whole of
the devices.
It is easy to understand that the flanges of the wheels of the vehicle which are
nearest the conductor might be omitted by making the upper part of the sheet iron
frame sufficiently strong and consequently sufficiently thick as far as the edges of
the slit which should therefore be made wider where curves occur.
In another arrangement which would suit equally well for level or slightly
inclined lines the trench is cut underneath one of the rails of the way which is
then replaced by two parallel irons, forming a rail and guard rail with a slit
between them, the width of the irons and the slit together not exceeding the width
of an ordinary tram rail. Beneath this rail brackets are placed at intervals and
serve to set out the trench and hold in their proper place the two parts of the rail;
the conductor which is used is made of a metal cylinder opened out at one extremity
and lined inside with some insulating material. In this case the conductor which
is to be used for the return current may be either the sides of the rail or guard
rail or else a symmetrical conductor which would be placed on the other side of the
trench or a small directing rail at the bottom of the trench...

page_text: This small rail guides a sliding piece which is connected to the vehicle by a sheet
iron frame; this sliding piece carries a contact piece which slides into the conductor
above mentioned.
The trench is lined and covered over with concrete upon which the ordinary
paving is placed. Brackets are connected by means of tie rods to a cast iron
sleeper which carries the second rail.
In the two arrangements above described the trench is provided at regular
intervals with pipes discharging their contents into the sewers and thus ensuring
the draining of the water which might find its way therein. At greater intervals
pits are formed from one to two meters in depth for the purpose of receiving the
sweepings which a scavenger picks out of the trench.
In another arrangement in which the adherence of the wheels must be increased
the trench is placed in the centre of the line and lined with concrete or other
suitable material, its depth and width being about fifty centimetres. This trench
is covered with cast iron frames hereinafter described, which are placed parallel to
one another so as to leave room for a longitudinal slit in the centre of the line.
On each side of this slit two double headed rails are fixed by means of screws and
designed to increase the traction, the outside edges of the frames acting as
supporting rails; these edges may be covered over with an iron or steel band.
The said frames are formed with longitudinal pieces connected at intervals by cast
iron sleepers the whole structure being secured to the wall by means of iron
cramps; the intervals between the cast iron sleepers are filled with concrete upon
which a paving is laid which may be either the ordinary asphalte paving or wood
paving resting upon a layer of sand placed upon sheet iron plates. The rails being
connected with the adjacent pieces by means of screws or bolts it is obvious that
by putting fish plates at their extremities the greatest solidity will be obtained,
throughout the work.
The conductors are placed on both sides of the underground line and through
insulating bricks prominently arranged in the walls and against the roof of the
trench.
The lower part of these bricks is hollowed out into the shape of a cylinder and
slit longitudinally; the bricks being also lined inside with a conducting metal.
The trench is, as above stated, connected with the sewers by means of pipes
properly spaced.
The vehicles employed in this case are different to those heretofore made use of
for tram lines, the passengers being seated back to back and the space between
the outside edges of the cast iron frames is not more than one meter wide. The
vehicle has six wheels, three in front, one in the centre, and two at the back, the
front wheels are all fixed on the same axle, the side wheels are not flanged whereas
the wheel placed in the centre of the axle has a central and prominent flange
serving as guide and revolving in the slit made in the centre of the line.
The wheel placed in the centre of the vehicle is fixed to the centre of the second
axle, which receives it motion from the front axle which is itself actuated by the
electric motor placed in the vehicle, this result being obtained by means of
suitable pulleys. The rear axle does not receive any motion and the wheels are
fixed loosely upon it. The central wheels have a double felloe bearing upon the
two rails between which the slit is situated and the flange of the central wheel
fixed upon the second axle is toothed for the purpose hereinafter set forth.
Between the backs of the seats of the vehicle is a frame which passes through
the slit into the trench and surrounds the central wheel of the second axle this
frame supports a smaller wheel which has also a double felloe and a central toothed
flange in gear with the toothed flange of the central wheel from which it receives
its motion. The said frame is supported by springs and carries a brake which
regulates the action of other springs and consequently the pressure of the heads of
the rails between the wheel and the lower piece; these two wheels are caused to
exert strong pressure upon the rails by means of the springs and work like rollers,

page_text: thus considerably increasing the adherence when the car is travelling either up or
down hill; in the last case they act as a brake; when the car is travelling on level
ground the brake of the frame is loosened and the propelling takes place with the
ordinary adherence, the metal frame serves also to support the two ebonite cases
which maintain the sleeves of the contact pieces arranged in a similar manner to
that described with reference to the first arrangement.
Although the vehicle arranged as above described is not symmetrical at each end
it is capable of moving in both directions on the same line, it is sufficient for that
purpose to have a crossing at the end of the line. This vehicle is more particularly
designed to carry a small number of passengers, twelve at the most. It only
requires one attendant to guard the two side entrances and work the brake. A
balcony runs by the side of the vehicle and compels passengers to pass close to the
guard.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Henry Harris Lake in the Great Seal Patent Office on the
7th November 1883.
HENRY HARRIS LAKE of the firm of Haseltine, Lake, & Co Patent Agents,
Southampton Buildings, London "IMPROVEMENTS IN AND RELATING TO ELECTRIC
TRAMWAYS AND VEHICLES TO BE USED THEREON "-A communication to me from
abroad by Carlos Basto, of Lisbon, Portugal
This invention relates to electric tramways with subterraneous conductors, and
to vehicles to be used thereon.
This invention consists partly in placing an electric conductor in a trench below
ground, this trench having a cover provided with a small longitudinal slit designed
to permit the free passage of the parts carrying the sliding contact pieces as
well as of other pieces which are used in some cases particularly for the purpose
of increasing the adhesion of the wheels on the rails.
Some of the arrangements about to be described are applicable to existing
tramways which are not constructed upon inclines steep enough to render the
traction difficult with ordinary means of adherence; and other of the said arrange-
ments are applicable to traction with special wheels for steep inclines comprising
a particular mode of construction of the lines and special vehicles.
In the accompanying drawings
Figure 1 is a sectional view of one form of apparatus: constructed according to
this invention
Figure 2 is a similar view of a modified form of apparatus.
The remaining figures which are hereinafter described, illustrate apparatus for
use on steep inclines.
According to the arrangement shewn in Figure 1 a trench is cut outside the..
track and close to the edge of either rail; the said trench A is faced on both sides
with walls B B of stone, brick, concrete or the like, the inner wall being situated
exactly under the longitudinal sleeper C which carries the rail. This trench, the
width of which is say about thirty centimetres, is covered with a flag stone or a
cast iron plate D, a slit about three centimetres wide being left between the said.
plate or stone and the rail. Below the extremity of the transverse wooden
sleeper E which generally extends beyond the outer edge of the longitudinal sleeper
the electric conductor G, is fixed by means of stirrup irons I and angle irons J.
The arrangement and shape of this conductor may be varied; I prefer to support
the conductor as shewn by means of a sleeper or longitudinal beam F the lower
part of which is grooved in two places, these grooves being lined with sheets G
of copper, brass or other metal, which is a good conductor of electricity thus
forming two parallel conductors, one for the positive and the other for the
negative current. This sleeper or longitudinal beam F is formed of four pieces of
wood laid parallel to one another and dipped into a suitable bath so as to render,
them impermeable, these pieces being joined together by means of wooden sleeves
rendered also impermeable. The whole frame may be covered with some textile
fabric rendered equally impermeable; if experience confirms the advantages
expected from the use of such fabric.
To prevent any loss of electricity between the two conductors G, a longitudinal
groove is cut in the sleeper or beam F which groove completes the insulation of
these conductors. Whenever any crossing or branch occurs, the sleepers F carrying;
the conductors are broken off, their opposite extremities which face each other
having triangular apertures so as to permit the free passage of the conducting.

page_text: .
metallic piece connected with the vehicle; moreover, the metal sheets G broken off
at such places are connected together by means of subterraneous conductors
thoroughly insulated in order to allow the current to pass along the whole length
of the line. The vehicle employed may be an ordinary tram car carrying an
electro-dynamic or electro-magnetic machine connected with the axle of the wheels
in the usual manner, with this difference that this car is provided on the side
nearest to the trench, and between its axles, with a strong iron frame H which
descending in the trench through the slit K situated for that purpose between the
rail A. and the covering piece D is curved as shewn, its rounded extremities resting
upon a base of ebonite N which supports the two metallic friction pieces L designed
to connect the motor on the car with the conductors G placed below the line.
The sliding contact pieces L which are in the form of cylinders are made of
sheet brass (say about fifteen centimetres long by about one millimetre thick) which
are bent at right angles to the axes of the cylinders and form flat rods M which are
capable of moving with a certain amount of friction in the said ebonite support N.
The two extremities of the cylinder L are not soldered but are cut out and twisted
round, one inside the other, in the shape of cones so as not to interfere with their
sliding motion. In order to ensure sufficient friction between the friction
cylinders L and the inside wall of the conductors G, flat springs R are placed
centrally inside the former and keep the same applied against the conductors whilst
allowing sufficient play in the case of curves of small radius The two friction
pieces L are exactly alike and their vertical supports M are connected with the
electro-dynamic or electro-magnetic machine by means of insulated conductors
which pass through; apertures formed in the iron frame H which supports the whole
of the devices.
It is obvious that the flanges of the wheels of the vehicle which are nearest the
conductor might be omitted by making the upper part of the iron frame H
sufficiently strong and thick to guide the vehicle, the said frame nearly fitting the
sides of the said slit K, which should therefore be made wider where curves occur.
I have shewn in Figure 2 á modification of the above arrangement which would
suit equally as well for level or slightly inclined lines. In this modification the
trench is cut underneath one of the rails of the track which is formed of two
parallel bars, one serving as a rail and the other as a rail-guard, a slit O being left
between them, so that the width of the bars and the slit together does not exceed
the width of an ordinary tram rail. Beneath this rail, brackets are placed at
intervals of about one metre, and serve to enlarge the trench and hold in their
proper place the two parts S S of the rail; the conductor T employed in this case
is made of a metallic cylinder opened out at one extremity and having an inside
lining of insulating material. The conductor used for the return current, may be
either the sides of the rail or guard rail or a conductor on the opposite side of the
trench to the positive conductor or a small rail U shewn at the bottom of the trench.
This small rail U guides a roller V which is connected to the vehicle by an iron
frame X not shewn; this roller V carries the sliding contact piece Y which slides
in the conductor T above mentioned.
The trench is lined and covered over with concrete upon which the ordinary'
paving is placed the brackets Q are connected by means of tie rods Z with the
cast iron sleeper or support W which carries the second rail. In the two modifi-
cations above described, the trench is provided at intervals with pipes discharging
their contents into the sewers thus ensuring the draining of the water which may
find its way into the trenches. At greater intervals pits are formed from one
to two metres in depth in order to receive the sweepings which are swept out of
the trench.
In the remaining figures of the drawings I have shewn an arrangement of
apparatus applicable for use on steep inclines or in cases where the adherence of
the wheels to the rails is not sufficient to move a load.
In this arrangement the trench is placed in the centre of the track and its side
walls are lined with concrete a or other suitable material, its depth and width being

page_text: about fifty centimetres. This trench is covered with cast iron frames b, hereinafter
described, which are placed parallel to one another so as to leave room for a
longitudinal slit in the centre of the track. Forming the sides of this slit are two
double headed rails e fixed by means of screws and designed to serve as bearing
surfaces, the edges of the frames b act as supporting rails. These edges may be
covered with an iron or steel band. The said frames b are formed as shewn with
longitudinal pieces connected at intervals by cast iron sleepers the whole structure
being secured to the wall by means of iron cramps; the intervals between the
cast iron sleepers are filled with concrete, with an ordinary asphalte paving or with
wood paving resting upon a layer of sand laid upon sheet iron plates.
The rails c being connected with the adjacent pieces of the frames 6 by means of
screws or bolts it is obvious that by putting fish plates at their extremities, the
greatest solidity will be obtained throughout the structure The conductors are
placed on both sides of the underground line and pass through insulating blocks d
projecting out of the walls a and from the roof of the trench. The lower part of
these blocks is hollowed out into the shape of a cylinder and slit longitudinally
downwards; said blocks being moreover lined inside with a conducting metal.
The trench is, as above stated, connected with the sewers by means of pipes
properly spaced. The vehicles employed, when this form of apparatus is used, are
different to those heretofore employed for tramway lines, the seats being placed
back to back and the wheels being arranged not more than about one metre apart.
The vehicle has six wheels, three in front, one in the centre and two at the rear,
the front wheels are all fixed on the same axle e. The side wheels f are not flanged.
but the wheel g placed in the centre of the axle e has a central flange serving as a
guide and rolling in the slit formed in the centre of the track. The wheel / placed
in the centre of the vehicle is fixed to the centre of the second axle which receives.
its motion through pulleys i from the front axle e which is actuated by the electro-
motor placed on the vehicle.
The rear axle j does not receive any motion and the wheels are fixed loosely
upon it. The central wheels g and h have a double tyre bearing upon the two
rails c between which the slit is situated and the flange of the wheel h keyed upon
the second axle is toothed for the purpose hereinafter set forth.
which
Between the backs m of the seats of the vehicle is a frame n which passes
through the slit into the trench and surrounds the central wheel h of the second
axle ; this frame supports a smaller wheel p which has also a double tyre and a
central toothed flange gearing with the toothed flange h from which it receives its.
motion. The said frame n is supported by springs o and carries a brake
regulates the contact pressure between the heads of the rails, and the wheel and p.
These two wheels exert a strong pressure upon the rails by means of the springs o
and work like rollers, thus considerably increasing the adhesion when the car is
travelling either up or down hill; in the latter case the said wheels act as a brake;
when the car is travelling on level ground the brake q of the frame is loosened
and the propulsion takes place with the ordinary adherence. The metal frame n
serves also to support the two ebonite cases which carry the sleeves containing the
sliding contact pieces arranged in a similar manner to that described with
reference to the first arrangement.
Although the two ends of a vehicle arranged as above described are not
symmetrical, it is capable of moving in both directions on the same line; it is
sufficient for that purpose to have a crossing at the end of the line.
This vehicle is more particularly designed to carry a small number of
passengers,
twelve at the most, only one attendant being required to guard the two side
entrances of the said vehicle and work the brake thereon. A balcony runs by the
side of the vehicle and compels passengers to pass close to the guard.
This vehicle may be provided with glass windows when employed in winter
time or used without in summer time.
Having thus fully described the said invention as communicated to me by my

page_text: foreign Correspondent, and the manner of performing the same, I wish it under-
stood that I claim the above described improvements relating to electric tramways
with subterraneous conductors and characterized by the following novel features
that is to say :-
First. The arrangement of one or more conductors in a trench provided with a
cover and extending the whole length of the permanent way, by the side, or at the
centre, of the same, the said cover having a narrow slit permitting the free passage
of the supports for the sliding contact pieces, as set forth.
Second. The above described improvements as applied to existing tramways and
comprising a trench formed by the side of the permanent way and the arrange-
ment of conductors, sliding contact pieces and supports therein, substantially as
described.
Third. The modification wherein the slit is formed between two bars which
form a rail, and the arrangement of conductors, sliding contact pieces, and supports
in connection therewith, substantially as described.
Fourth. The hereinbefore described improvements for increasing the friction
between the wheels of a vehicle and the rails upon an incline, and consisting in the
employment of a special vehicle as described in combination with a central trench
provided with a double rail upon which bear two wheels actuated by the electro-
motor upon the said vehicle.
Fifth. The arrangement of the cover of the said central trench, the said cover
serving as a guide rail, and of the movable frame provided with springs and with
the regulating brake, and carrying the wheels or rollers which bear upon the rails
and propel the car, as set forth.
'
Sixth. The tramway car arranged in combination with the said rollers or wheels
in the manner above described.
In witness whereof I the said Henry Harris Lake have hereunto set my hand
and seal this seventh day of November in the year of our Lord one thousand
eight hundred and eighty three.