AN ELECTRICAL HAULAGE SYSTEM AND APPARATUS CONNECTED THEREWITH
Year: 1882

page_text: LETTERS PATENT to William Edward Ayrton, Professor of Technical Physics,
Fellow of the Royal Society and John Perry Professor of Mechanical
Engineering and Applied Mathematics in the City and Guilds of London
Technical College Finsbury in the County of Middlesex for an invention
2
T.
CAREE
PROVISIONAL SPECIFICATION left by the said William Edward Ayrton and
John Perry at the Office of the Commissioners of Patents on the 17 July
1882.
WILLIAM EDWARD AYRTON, Professor of Technical Physics, Fellow of the
Royal Society and JOHN PERRY Professor of Mechanical Engineering and Applied
Mathematics in the City and Guilds of London Technical College Finsbury in
the County of Middlesex AN ELECTRICAL HAULAGE SYSTEM AND APPARATUS
CONNECTED THEREWITH
The first part of our invention consists in the use of a wire or a wire rope or a
metallic rod or rail which we shall call 'the rail' supported on structures
alongside the canal or road on which boats or waggons require to be hauled.
The road or track supporting the waggon may have any inclination: and we
employ part of our invention to the case in which the rail' is very much inclined
or is quite vertical.
On the rail there runs an electric motor hanging from the axle or axles of
overhead suspending pulleys. The motor receives electrical energy in one or other
of two ways which will presently be described The rotating parts of the motor
actuate wheels which grip 'the rail' so that when they are rotated the motor
moves along the rail.'
'
A rope or chain or wire hereinafter called 'the hauling line,' from the motor is
used to haul a canal boat or waggon; and the attachment of the hauling line' to
the motor is such that although the weight of the motor itself causes a considerable
amount of grip on the wheels, this grip greatly depends on the pull in the leading
[Price 811

page_text: '
line. Thus one of our methods is to suspend the motor carriage from two levers
(whose fulcrums are carried from the axles of overhead pulleys) so that its weight
may cause the gripping wheels at the ends of these levers to tend to get closer
together, the rail' being between them. Further the gripping wheels or the
frames connecting pairs of gripping wheels are connected by two links nearly in
the same straight line, and when the central joint is pulled by the hauling line the
grip becomes greater. Again the weight or part of the weight of the motor
carriage may be hung from such jointed links; and a great many other well known
mechanical contrivances enable us to obtain the gripping action we require. The
gripping wheels may be in pairs one on each side of the rail,' and there may be
more than one pair. When the wheels are odd in number we prefer that one on
one side of the rail shall press on 'the rail'in a position between the positions of
two on the other side of the rail,' so that the shape of the rail' alters if it is
flexible. Generally however, we have the gripping wheels in pairs gripping 'the
rail' between them so that no matter how flexible it may be they do not alter its
shape.
The second part of our invention relates to the supply of electricity to our
electric motors. One method which we employ is of the nature of that described
by Professor J. Fleeming Jenkin, in a yet unpublished specification. We insulate
"the rail" from the earth and divide it into sections insulated from one another at
each support, or at such equidistant supports as may be fixed upon, or at places
between the supports. The sections are, however, kept in electrical contact with
one another by moveable junction pieces. An electrical current is passed through
'the rail' from a Dynamo-Machine or other source of electricity at one end to the
other where it is in contact with the earth or some return conductor. The motor
carriage passing from one section C to another B displaces the junction piece
between the sections. It has a trailing wheel on C which remains on C until the
motor carriage passes into a new section A. Thus the current, unable to pass
through the displaced junction piece passes through an Electric motor on the
motor carriage and gives to it propelling power. The trailing wheel establishes
connection as it passes from C to B by replacing the junction piece.
.
Instead of letting all the motors which may be in action on a line at the same
time work in series,' as they do by the above mentioned method, another method
is to work them all in "parallel arc." In this case two conductors are required;
the rail carrying the motor carriage and another wire or rope or rod or rail called
'the return conductor' along which a trailing contact piece or roller or brush
moves; The current flows from "the rail" by means of a brush or roller through
the motor to the return conductor..
"
Thus the supply of electricity to the motor is effected in practically the same way
as the supply to the motors on our electric railway described in the specification of
Patent No 783 of 1881., and on long lines if the supports of the rail' are so
numerous or require to be so strong that insulation is defective we employ any of
the methods described in our specification of Patent N° 783 of 1881 to obtain
good insulation for any distance.
The third part of our invention consists in automatically blocking the motor
carriages which are running on “the rail,” that is preventing their getting too close
together. For this purpose even if it is not necessary for obtaining good
insulation, we divide the rail into sections.
་་
Whether then we work our motor carriages " in series" or in parallel arc," the
rail is divided into sections and we produce an automatic block by the method or a
modification of the method described in the specification of our Patent No 783 of
1881; that is we provide automatic electrical arrangements which are such that
when a motor carriage is on any section, a motor carriage on a neighbouring or
any specified section cannot receive a supply of electricity. In the above mentioned
specification we have sufficiently well indicated the nature of this automatic block
system when the motor carriages work in parallel arc. When they work in series
a motor carriage in passing from one section to another opens and closes certain

page_text: electrical circuits which actuate certain circuit closers between the different
sections of " the rail" so as to maintain connection between the sections for a
certain distance behind the motor carriage quite independently it may be of the
moveable junction pieces. A second motor carriage entering on a part of "the
rail" in which the sections are thus connected cannot receive a supply of electricity,
and in all cases when a motor is not receiving a supply of electricity it is easy if
desired to arrange that the motor shall be short circuited so that it is automatically
braked. Thus for example the current which passes through a motor may pass
round an electro-magnet on the motor which attracts an armature and when this
armature is not attracted it may be made to short circuit the motor by means of a
spring, and at the same time to produce the required change of lead in the brushes
necessary to be made when a motor becomes a generator.
"
"
This motion of the armature also reverses the connection between the revolving
armature and the field magnets if the armature and the field magnets be in series, or
does not reverse this connection if the motor be a " shunt motor. This method
of automatically braking a motor may be employed either when the motors are
working" in series or in "parallel circuit," but for motors in parallel circuit the
following arrangement may be employed. Whenever no electric power is being
supplied to a section the two rails are automatically electrically joined together so
that the electro motor is short circuited when it runs on to such a section and as
before the non supply of electricity to the motor causes an electro-magnet to alter
the load of the brushes and also if the motor be a " series motor to reverse the
connection between the armature and the field magnet.
"
As in our Patent No 783 of 1881 the control of the motor carriages may be made
independent of the presence of attendants.
In another arrangement for supplying the motor carriage with electricity " the
rail" is divided into sections, and another conductor is provided also divided into
sections the breaks in the second conductor being at or near the middle of a section
of "the rail." When no motor carriage is passing the current crosses backwards
and forwards between the sections of the two conductors by moveable junction
pieces.
The motor carriage displaces a junction piece as it passes and establishes con-
nection between the conductors, through its electro-motor. The junction pieces
will in this arrangement be replaced by an automatic telegraphic appliance and
maintained until the motor carriage is at any desired distance from each successive
break.
In all cases it may be necessary to use on the motor carriage a regulator of the
speed of the carriage, and we may use for this purpose any of the methods of
regulation which are employed for electric motors. And we may arrange that the
governor instead of merely cutting off, or diminishing, the supply of electrio
energy to the motor converts the motor into a generator so that the momentum of
the motor may add to the strength of the main current. For motors working in
series with one another, a "series motor" that is one in which the armature and
field magnets are in the same circuit must be employed and the motion of the
governor or of the stopping handle must produce the required change in the lead
of the brushes and must also reverse the connection between the revolving armature
and the field magnets.
When the motors are worked in parallel arc then in order that the momentum
of any one that is being braked or stopped may add to the strength of the current
driving the other motors, " shunt motors must be used. The governor or stopping
"
handle must in this case alter the lead of the brushes of the motor braked and
must also increase the ratio of the speed of the armature to the speed of the driving
wheels in this motor.
The fourth part of our invention consists in the use of two motor carriages for
the haulage of one canal boat or waggon Two independent "rails" and return
may be employed or by a suitable change in the blocking arrangements, and by
allowing each motor carriage to carry with it a bridge or curved portion of a rail

page_text: which joins on before and behind a motor carriage with "the rail," we are enabled
to let one motor carriage pass the other. A motor carriage fixes itself firmly to
the rail and winds up the "hauling line"; in the mean time its fellow runs on
ahead, then fixes itself, and hauls whilst the second loosens its grip of the rail, runs
on past the other letting out line as it goes, fixes itself in a new position, and again
winds up the hauling line. The object may be effected without allowing one
motor carriage to pass the other and without much alteration to the scheme already
described. More than two motor carriages may be employed.
If there is motive power on the canal boat or waggon which is to be hauled the
motor carriages need no winding arrangements, they simply, by alternately running
forward and then gripping" the rail" afford a succession of fastenings to one end
of the hauling line.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Edward Ayrton and John Perry in the Great Seal
Patent Office on the 17th January 1883.
WILLIAM EDWARD AYRTON Professor of Technical Physics Fellow of the
Royal Society and JOHN PERRY Professor of Mechanical Engineering and Applied
Mathematics in the City and Guilds of London Technical College, Finsbury, in
the County of Middlesex AN ELECTRICAL HAULAGE SYSTEM AND APPARATUS
CONNECTED THEREWITH.
'
The first part of our invention consists in the use of a wire or a wire rope or a
metallic rod or rail, which we shall call the rail' supported on structures alongside
the canal or road on which boats or waggons require to be hauled. The road or
track supporting the waggon may have any inclination and we employ part of our
invention in the case in which the rail is very much inclined or is quite vertical.
On the rail there runs an electric motor hanging from the axle or axles of
overhead suspending pullies. The motor usually receives electrical energy in one
or other of two ways which will presently be described. The rotating parts of the
motor actuate wheels which grip 'the rail' so that when they are rotated the
motor moves along the rail.' A rope or chain or wire, hereinafter called 'the
hauling line' from the motor is used to haul a canal boat or waggon and the
attachment of the hauling line to the motor is such that although the weight of the
motor itself, in some cases, causes a considerable amount of grip in the wheels this
grip greatly depends on the pull in the hauling line. Further the gripping wheels
or the frames connecting pairs of gripping wheels are connected by two links
nearly in the same straight line and when the central joint is pulled by the
hauling line the grip becomes greater. Again the weight, or part of the weight of
the motor carriage, may be hung from such jointed links and a great many other
well known mechanical contrivances enable us to obtain the gripping action we
require. The gripping wheels may be in pairs one on each side of the rail' and
there may be more than one pair. When the wheels are odd in number we prefer
that one on one side of the rail' shall press on 'the rail' in a position between
the positions of two on the other side of the rail' so that the shape of the rail
alters if it is flexible. Generally, however, we have the gripping wheels in pairs
gripping the rail' between them so that no matter how flexible it may be they do
not alter it's shape. Thus in fig 1 C is the motor driving the gripping wheels,
J and I by means of the bevil and spur-gearing shown in the figure. K and L are
another pair of gripping wheels their axles being on a frame which is attached
to the links OP, OD by means of the spring Q. When the bar whose ends N N
are attached to the hauling line, is pulled the motion of the point O causes the
elastic grip of K and L to be greater in proportion to the pull in the hauling
line. The two wheels R, R carry the weight of the carriage. In fig 3 we have
the case of a vertical rail The motor C drives the worm wheel W and W¹ by
means of the worm S and the worm wheels drive the gripping wheels A B and A¹ B¹
by means of spur gearing. The gripping wheels are centred on the two levers AFB'
and A' FB the fulcrums being F and F¹ and the ends B and B' of these levers are
attached to the hauling line, or chains, or rods, supporting the weights to be
lifted by means of the links B¹ D¹, BD. In fig 4 we show how two rails may
be placed for the purpose of having a return haulage system the hauler on rail A
being for one direction of motion of canal boats and waggons and the hauler on
rail B for use in the other direction. When the rail is a rope fig 5 shows how
the carriage may be constructed; in this case the carriage of figs 1 and 2 might be
蓄
'

page_text: 12
"
top-heavy so that in fig 5 much of the weighty part is brought underneath, but in
most particulars the construction is of the same kind. In fig 6 we show a method
of supporting the rail when it is a rope The Second part of our invention relates
to the supply of electricity to our electric motors. One method which we employ
is that described by Professor Fleeming Jenkin in a yet unpublished specification.
We insulate the rail from the earth and divide it into sections insulated from one
another at each support, or at such equidistant supports as may be fixed upon, or at
places between the supports. These sections are in electrical contact with one another
by moveable junction pieces. An electrical current is passed through the rail from
a dynamo-machine or other source of electricity at one end to the other where it is
in contact with the Earth or some return conductor The motor carriage passing
from one section C to another B displaces the junction piece between the sections.
It has a trailing wheel on C which remains on C until the motor carriage passes
into a new section A. Thus the current unable to pass through the displaced
junction piece passes through an electric motor on the motor carriage and gives to
it propelling power. The trailing wheel establishes connection as it passes from C
to B by replacing the junction piece Instead of letting all the motors which may
be in action on a line at the same time work "in series as they do by the above
In
mentioned method another method is to work them all "in parallel arc
this case two conductors are required the rail carrying the motor carriage and
another wire or rope, or rod, or rail, called the return conductor along which
a trailing contact piece or roller or brush moves; the current flows from 'the
rail by means of a brush or roller through the motor to the return conductor.
In the case of canal boats one rail, an insulated one, need only be used and the
return conductor may be the water of the canal with which continuous electrical
connection is made through the hauling line (which is in this case either metallic
or contains a conducting wire) and the metallic sheathing of the canal boat.
Thus the supply of electricity to the motor is effected in practically the same
way as the supply to the motors on our electrical railway described in the
specification of Patent No. 783 of 1881, and on long lines if the supports of the
rail are so numerous or require to be so strong that insulation is defective we
employ any of the methods described in our specification of Patent No. 783 of 1881
to obtain good insulation for any distance The third part of our invention consists
in automatically blocking the motor carriages which are running on 'the rail'
that is preventing their getting too close together. For this purpose even if it is
not necessary for obtaining good insulation we divide the rail' into sections.
Whether then we work our motor carriages in "series" or in " parallel arc" the
rail is divided into sections, and we produce an automatic block by the method
or a modification of the method described in the specification of our Patent
No. 783 of 1881, that is we provide automatic electrical arrangements which are
such that when a motor carriage is on any section a motor carriage on a neigh-
bouring, or any specified section, cannot receive a supply of electricity. In the
above mentioned specification we have sufficiently well indicated the nature of this
automatic block system when the motor carriages work in "parallel arc." When
they work in series a motor carriage in passing from one section to another opens
and closes certain electrical circuits which actuate certain circuit closers between the
different sections of "the rail" so as to maintain connection between the sections
for a certain distance behind the motor carriage quite independently it may be of
the moveable junction pieces. A second motor carriage entering on a part of the
rail'in which the sections are thus connected cannot receive a supply of electricity,
and in all cases when a motor is not receiving a supply of electricity it is easy, if
desired, to arrange that the motor shall be short circuited so that it is automatically
braked. Thus for example the current which passes through a motor may pass
round an electromagnet on the motor which attracts an armature and when this
armature is not attracted it may be made to short circuit the motor by means of a
spring, and at the same time to produce the required change of lead in the brushes
necessary to be made when a motor becomes a generator. This motion of the
"

page_text: or in
armature also reverses the connection between the revolving armature and the field
magnets if the armature and the field magnets be in series or does not reverse this
connection if the motor be a "shunt-motor." This method of automatically braking
a motor may be employed either when the motors are working "in series "
"parallel arc," but for motors "in parallel arc" the following method may be
employed Whenever no electric power is being supplied to a section the the two
rails are automatically electrically joined together so that the electro motor is short
circuited when it runs on to such a section and as before the non-supply of
electricity to the motor causes an electromagnet to alter the lead of the brushes,
and also, if the motor be a series motor, to reverse the connection between
the armature and the field magnets. Thus A fig 12 is the revolving armature
of a motor, M M the field magnets, and when no current is passing along the main
wire W W the armature Z of the electromagnet E is pulled up by a spring
against the stop S and thus short circuits the motor by means of the wire A B Č
which is connected with the metallic portion of the armature-The two other
terminals of the field magnets are respectively connected to the studs G, H, J
and K; D to G and to H and F to J and to K. LN is a lever turning about C
as fulcrum, and the ends of which either make contact with J and H, or instead
with G and K. This lever is mainly of ebonite or other insulating material but it
has metal pieces at its ends which are connected respectively with the two
brushes P and Q of the motor. At present then the direction in which flows the
current produced by the rotation of the motor is STD HNPQLJFA. When
now a current comes along the main line W W the magnet E is magnetised, the
armature Z is pulled down and the connection between Z and S is broken so that
the short circuit is taken off the motor; further the lever L N is turned so that
now L makes contact with G and N with K, that is to say the direction of the flow
of the current is now TDG LQPNK FA, that is in the same direction through
the field magnets and the opposite way through the armature. In actual
practice not only are the two ends L and N of the lever electrically connected with
the two brushes P and Q, but they are also rigidly attached to them so that when
the lever is turned the lead of the brushes is altered. In fig 13 the motor is a
"shunt motor," and for convenience only half the field magnet is shown. In
this case the motion up and down of the armature Z breaks or makes contact with
the stop S and so non short circuits or short circuits the motor; it also, by means
of the lever L N which turns about C, alters the lead of the brushes, but the
motion of this lever does not in this case alter the connections between the brushes
and the field magnets. As in our Patent No. 783 of 1881 the control of the motor
carriages may be made independent of the presence of attendants. In another
arrangement for supplying the motor carriage with electricity 'the rail' is divided
into sections, and another conductor is provided, also divided into sections, the
breaks in the second conductor, being at or near the middle of a section of "the
rail." When no motor carriage is passing the current crosses backwards and
forwards between the sections of the two conductors by moveable junction pieces.
The motor carriage displaces a junction piece as it passes and establishes connection
between the conductors through its electromotor. The junction pieces will in this
arrangement be replaced by an automatic telegraphic appliance and maintained
until the motor carriage is at any desired distance from each successive break.
Another part of our invention consists in the use of two motor carriages for the
haulage of one canal boat or waggon. Two independent 'rails' and return may
be employed or by a suitable change in the blocking arrangements, and by
allowing each motor carriage to carry with it a bridge or curved portion of a rail
which joins on before and behind a motor carriage with the rail,' we are enabled
to let one motor carriage pass the other A motor carriage fixes itself firmly to the
rail and winds up the hauling line, in the meantime its fellow runs on ahead
then fixes itself and hauls whilst the second loosens its grip of the rail, runs on past
the other, letting out line as it goes, fixes itself in a new position and again winds
up the, hauling line. The object may be effected without allowing one motor carriage.

page_text: to pass the other and without much alteration to the scheme already described.
More than two carriages may be employed. In fig 8. A is a drum on the motor
carriage which is continually being either rotated so as to wind up the hauling line
whose end is fastened to it or set free so that it allows the hauling line to
unwind freely. The shaft K is continually revolving being worked through the
worm-wheel W from the motor, and E a moveable clutch on this shaft may either
gear into D thus, driving the drum through the wheels B, C or else gears into the
bevil wheel Q which drives the gripping rollers used merely for travelling along
the rail. Thus when the drum is winding up the hauling line the travelling rollers
are not being driven and when the travelling rollers are moving the drum is left
free to unwind the hauling line. As soon as the pull in the hauling line becomes
great enough to tend to pull the carriage backward the two gripping levers which
are always being slightly pressed against the rail by springs take a very powerful
grip and forbid any backward movement. The clutch is periodically, being altered
through the motion of the guided nut F (on the screwed shaft F1 driven by the
wheels I and J from the drum) which travels backwards and forwards and when
it presses against the jaws G and H.causes motion of the lever G H SE about the
fulcrum S, so that the clutch E is shifted. If there is motive power on the canal
boat or waggon which is to be hauled the motor carriages need no winding
arrangements, they simply by alternately running forwards and then gripping
'the rail' afford a succession of fastenings to one end of the hauling line. Thus
in fig 9 we see one of the carriages to which the hauling line is fastened at A. So
long as the pull in the hauling line is not too great the motor carriage travels in
the ordinary way along the rail but when the pull becomes sufficiently great to
overcome the propelling power of the wheels the gripping levers Z, X like those
of fig 8. come into action and allow the line to be wound up on the boat or
waggon. Fig 10 shows one arrangement which may be adopted on the boat or
waggon for winding in this case, B is a wheel driven by a steam engine, or electro-
motor, or by manual power, always in the same direction, and C is a spur wheel
on the same shaft which drives wheels D, E, F and G. G is loose on the shaft
with which the winding drum A and the moveable clutch H rotate. When the
clutch is in the position shown in the figure the drum revolves in one direction
and when the clutch gears into the wheel G the drum revolves in the opposite
direction, thus winding and unwinding the hauling line periodically since the
guided nut J on the screwed shaft E P causes reversal as in previous case. Fig 11
shows two motors (which need not be able to pass one another) whose hauling lines
form one endless rope. When one is being unwound the other is being wound up
from the same drum the apparatus shown in fig 10 being supposed to act on the
boat. In all cases it may be necessary to use on the motor carriage a regulator
of the speed of the carriage and we may use for this purpose any of the methods
of regulation which are employed for electric motors, and we may arrange that the
governor, instead of merely cutting off or diminishing the supply of electric energy
to the motor, converts the motor into a generator. If the motor be a single
circuit motor this may be done by the governor when going above a certain
speed short circuiting or nearly short circuiting the armature and giving to
the brushes the proper lead for a generator. Hence even although the motor
be such that it will not act as a dynamo-machine and feed itself even when the
external resistance is very small it will still by the arrangement above described
act as a powerful brake since the field-magnets are independently magnetised
by the main current coming along the line. If on the other band it is a
shunt motor used in parallel circuit with other motors or lamps and to the
terminals of which constant electromotive force is applied the governor will,
while leaving the field magnets connected with the main circuit disconnect the
armature from the main circuit and field magnets, short circuit or nearly short
circuit the armature, and in addition produce the proper change in the lead of the
brushes If, however, the shunt motor be in series with other motors then the
governor in addition to performing the operation last described must replace

page_text: the armature circuit by such a resistance as will roughly keep the main current
constant. Again the governor may be so arranged as to convert the motor into a
generator so that the momentum of the motor may add to the strength of the main
current. For motors working in series with one another a "series motor," that is
one in which the armature and field magnets are in the same series, must be
employed, and the motion of the governor, or of the stopping handle, must produce
the required change in the lead of the brushes, and must also reverse the connection
between the revolving armature and the field magnets. When the motors are
worked in "parallel arc" then in order that the momentum of any one that is being
braked or stopped may add to the strength of the current driving the other motors,
"shunt motors" must be used. The governor must in this case alter the lead of
the brushes of the motor braked, and must also increase the ratio of the speed of
the armature to the speed of the driving wheels in this motor. And devices
similar to those above described for enabling the governor to diminish the speed of
the motor when it is too high may be employed when it is desired to stop the
motor. Although these modes of governing and powerfully braking motors have
been described in connection with motors used for haulage it is clear that they
may be employed with motors used for any other purpose. When the automatic
clutch ZX of fig 9 is employed on the ordinary travelling motor carriage of fig 1,
which hauls continuously, it is sometimes very useful in emergencies. Thus
suppose the carriage of fig 1 has been proceeding steadily doing regular haulage
and it comes to a place where the electric supply is not sufficiently great to
perform the haulage as when there is a rapid flow of water against the canal boat
or when a waggon is on a steeper hill than usual we may let the motor carriage
run on ahead as far as our line will allow it and on winding up this line by manual
or other power on the boat or waggon we are able to obtain an excessive hauling
power which may enable us to pass the difficult part. Sometimes we do not
employ a supply of electricity from the distant station, we have a battery on
the canal boat or waggon or we drive a small electric machine on the boat or
waggon obtaining a supply of electricity sufficient when it passes through the
motor to cause the motor carriage to run ahend on the rail,' which is somehow
supported on the tow-path, when the hauling line is slackened. After the motor
carriage such as is shown in fig 9 has run on ahead a certain distance the hauling
line is wound up on the boat or waggon. The interval between slackening and
tightening the hauling line may be considerable, or it may be like the interval
between taking a new stroke and recovering position in ordinary rowing. Again
of course two such motors may be used as already described, and as shown in
fig 11, the supply of electricity being given from a battery or electric machine on
the canal boat or waggon.
Having thus described the nature of our Invention and the manner of performing
the same, we would have it understood that we claim-
First. The use of a carriage which is propelled by wheels gripping 'the rail'
worked by an electromotor or motors, the gripping wheels being odd in number or
in pairs, substantially as described.
Second-The use of a carriage for haulage purposes which is propelled by wheels
gripping the rail worked by an electromotor, or motors, the grip being dependent
on the amount of pull in the hauling line, substantially as described
""
Third. The use of an electromagnetic or other arrangement which when a motor
is receiving no electricity reverses automatically the connections between the
armature and field magnets if the motor is a " series or single circuit motor or
does not reverse the connections if it is a "shunt motor and which in both
cases produces the change in the lead of the brushes necessary to be made when
the machine used as a motor is to act efficiently as a generator.
"
Fourth. When shunt motors are used in parallel circuit with other motors or
lamps the use of an arrangement by which when the motor is going too fast, or
when it is desired to stop the motion, the speed of the armature is automatically,

page_text: or at will, increased when the speed of the machine driven by the motor remains
constant or diminishes.
Fifth. The use of a system of two or more motor carriages in which one motor
carriage after running a certain distance along the rail fixes itself firmly to the
rail and winds up the hauling line, in the meantime its fellow runs on ahead, then
fixes itself, and hauls while the former, having loosened its grip, is running
along the rail.
Sixth. When there is motive power on the boat or waggon whether this is
furnished by steam engine, or manual power, or by an electric motor on the boat
which can be used for winding purposes the use of motor carriages without winding
arrangements which by alternately running forward and then fixing themselves to
the rail afford a succession of fastenings for one end of the hauling line.
In witness whereof we the said William Edward Ayrton and John Perry
have hereunto set our hands and seals this Seventeenth day of January
in the year of Our Lord, One thousand eight hundred and eighty three.