Improvements in Engines or Motors for Traction on Centre Rail Railways, and in Means or Arrangements for Working the same.
Year: 1895

page_text: Date of Application, 12th Jan., 1895
Complete Specification Left, 7th Oct., 1895-Accepted, 23rd Nov., 1895
PROVISIONAL SPECIFICATION.
Improvements in Engines or Motors for Traction on Centre Rail
Railways, and in Means or Arrangements for Working the
same.
J, JOHN BARRACLOUGHI FELL, of 68 Leyland Road, Southport, in the County
of Lancaster, Civil Engineer, do hereby declare the nature of the said invention,
to be as follows:-
1. Hitherto centre rail locomotives have consisted of a furnace, boiler, cylinders,
pistons and connections with the gripping wheels (acting upon the centre rail) and
carrying rails and other mechanism.
My invention consists in dispensing with the furnace, boiler and steam cylinders,
pistons and connected parts, and other mechanism and retaining the gripping and
carrying wheels which are or may be arranged and geared together as in the centre
rail steam locomotive and in applying one or more electro-motors, carried on the
framing and combining such motors or their armatures with the axles of the wheels
to. be driven. This may be done in any preferred and convenient manner, by
toothed, frictional, or contact gearing, endless toothed chains, rope gearing or other
arrangements.
The electro-motor or motors, may be geared with one axis of each pair of axles
of the gripping wheels on each side of the centre rail or with each axle, and when
the carrying wheels are to be driven, motion is or may be transmitted from the
gripping wheels as in centre rail steam locomotives or from separate electro-
motors.
Electricity for driving the electro-motor or motors is or may be obtained from
storage or secondary batteries carried on the engine or vehicles connected therewith
and replaced when to be re-charged, or re-charged at intervals.
Or the electricity may be generated at some station on the line of railway, and
transmitted by overhead wires or conductors, and taken from such conductors as
the electric engine passes along the railway to the electro-motors on the engine in
any well known manner.
Or the electricity is or may be taken along the centre rail which is insulated,
and is thus made to act as the conductor and may pass by the gripping wheels
(which may have there bearings insulated) and suitable conductors to the electro-
motor or motors.
Or the electricity may be taken from the centre rail when forming a conductor
by "brushes or collectors, and from thence to the clectro-motor or motors.
19
2. Under the first head of my invention I have referred only to centre rail
railways in which the driving wheels that act upon the centre rail are plain wheels
which are pressed in contact with the centre rail and drive by frictional adhesion,
but my invention as described under head one is also applicable when the centre
rail is a toothed rack or a double toothed rack, in which spur toothed pinions on
vertical axes work, such pinions may gear with the teeth of the racks simply, or
both gear with the racks, and have plain parts forming frictional surfaces on each
side of their teeth, acting adhesively on plain margins on each side of the teeth of
the racks.
3. In descending steep inclines (the centre rail, toothed or plain, being mostly
used for mountain railways) brakes have to be used to prevent a too rapid descent

page_text: and there is consequently great wear and tear-and this part of my invention
consists in arranging electric engines or motors according to the first part of my
invention, so that the carrying and gripping or pinion wheels driven by adhesion
with the rails or toothed racks will drive the electro-motor or motors, or a special
dynamo or dynamos on the frame of the engine is used and geared up with the
gripping or pinion and coupled carrying wheel axles, or either of them, so that
electricity will be thus generated by the gravity of the descending electric engine
or engine and train, and will absorb a portion of the motion due to this cause, the
electricity thus generated being transmitted by the conductors from the dynamo
or dynamos to secondary batteries and may be thus stored for use to assist when
the electric engine is ascending inclines.
Cones or discs and pulleys or other mechanism for increasing or decreasing
rotary motion is or may be used between the dynamo or dynamos on the electric
engine and the driving gearing in order, if desired, that the ratio of speed between
the two may be increased or decreased as required, this variation being equivalent
to adding greater or less brake power, and will act to absorb more or less of the
motion due to the gravity of the descending electric engine or engine and train.
Dated this Eleventh day of January 1895
PETER J. LIVSEY,
Agent.
Improvements in Engines or Motors for Traction on Centre Rail
Railways, and in Means or Arrangements for Working the
same.
1, JOHN BARRACLOUGH FELL of 68 Leyland Road, Southport, in the County
of Lancaster, Civil Engineer, do hereby declare the nature of this invention and
in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
Firstly. Hitherto centre rail locomotives have consisted of a furnace, boiler,
cylinders, pistons and connections with the gripping wheels acting upon the centre
rails and carrying rails and other mechanism.
My invention consists in dispensing with the furnace, boiler and steam cylinders,
pistons and connected parts, and other mechanism, and retaining the gripping and
carrying wheels which are or may be arranged and geared together as in the centre
rail steam locomotive, and in applying one or more electric motors carried on the
framing and combining such motors with the axles of the wheels to be driven.
This may be done in any preferred and convenient manner by toothed frictional or
contact gearing, endless toothed chains, rope gearing, leather chain belts or other
arrangements.
The electric motor or motors may be geared with one axle of each pair of axles
of the gripping wheels on each side of the centre rail or with each axle.
Electricity for driving the electric motor or motors is or may be obtained from
storage or secondary batteries carried on the engine or vehicles connected there with
and replaced when to be re-charged, or re-charged at intervals.
Or the electricity may be generated at some station on the line of railway and
transmitted by overhead wires or conductors, and taken from such conductors as
the electric engine passes along the railway to the electro-motors on the engine in
any well known manner.
Or the electricity is or may be taken along the centre rail which is insulated
and is thus made to act as the conductor and may pass by the gripping wheels (and
their axles which may have their bearings insulated) and suitable conductors and
commutators to the electro-motor or motors.

page_text: Or the electricity may be taken from the centre rail when forming a conductor
by "brushes" or collectors and from thence to the electro-motor or motors.
The object of these improvements is, economy in the construction and working
of railways on which the centre rail system is employed, and more especially on
mountain railways.
This economy is effected by the reduction that can be made in the weight of the
electric centre rail locomotive as compared with that of the steam locomotive,
whereby a great reduction is effected in the dead weight that has to be raised on
mountain railways to considerable elevations and consequently by this means a
corresponding reduction is effected in the cost of traction."
Another source of economy is in the cost of the motive power which is produced
by stationary steam or gas engines at the generating station and transmitted by
conductors along the line at a less expense than that at which it could be produced
by the boiler of a locomotive engine.
And on a mountain line, water power is frequently available and may be
employed for driving the generating dynamos by which means the economy would
be still greater than the use of stationary steam or gas engines.
The diminished weight of the electric centre rail locomotives makes it possible
to reduce the cost of the permanent way by using lighter carrying rails and
sleepers, also less expensive viaducts and bridges, whereby an important saving
may likewise be made in the cost of construction.
The centre rail locomotive is sometimes arranged so that the gripping and
carrying wheels are geared together by coupling rods, slides and rocking shafts or
levers, or their equivalents, so as to be driven by one or a pair of steam cylinders
and pistons. The carrying and gripping wheels of a centre rail electro-motor may
also be geared together in like manner so that if an electro-motor is applied to one
or more of the gripping wheel axles, the carrying axles will be driven, or if one or
more electro-motors are applied to the carrying axles, the gripping wheel axles
will be driven.
My invention may be carried into effect in a variety of ways some of which will
be hereinafter explained by means of drawings which are mostly diagrams, the
details of the parts being omitted, because such details and construction of the parts
referred to are well known or can be readily supplied by mechanics skilled in the
art, and will vary according to the mode of applying the electro-motors and com-
bining them with the axles or parts to be driven.
Fig. 1, is a plan, and Fig. 2, is a side elevation illustrating an electric centre
rail locomotive driven by three electro-motors. The electro-motors employed are
In the drawings
such as are arranged to work in either direction of rotation.
and diagrams the spaces which may be occupied by the electro-motors is indicated,
the arrangement and adaptation of which to suit the position in which they are to
be placed will be readily made by electrical and mechanical engineers who are
skilled in this class of machinery.
One of the electro-motors which may occupy the space bounded by the
liues a, a, and a', a', Fig. 1, and its armature upon the axle represented by the
line b, of the supposed leading pair of carrying wheels b'. The field magnet of
this dynamo may be carried on journals on the axle 6, or arranged in any other
convenient manner so as to rise and fall with the axle b, independently of the framing
of the vehicle.
The rotary motion given by the electro-motor to the leading carrying wheels b¹,
is transmitted by ordinary cranks and coupling rods b³, at the outside ends of each
carrying axle to the trailing pair of carrying wheels b².
The electro-motor may be carried on the framing, see Fig. 2, and also diagram
Fig. 3, upon an independent horizontal axle c, in bearings on the framing of the
vehicle, and then by spur wheels c' and 6, the axle b, may be driven, or spur
wheels c', on the axle c, and d', (Fig. 3) may drive an axle d, and by cranks on the
ends of this shaft d, and coupling rods d, the motor will drive cranks on the

page_text: leading carrying wheel axle b, and by cranks and coupling rods ³, the axle b,
may drive the trailing wheels b².
The gripping wheels e, are shown in two pairs in Figs. 1 and 2, one pair on each
side of the centre rail f, and the frame e', carrying the bearings of each pair of
gripping wheel axles 3, has a series of volute springs e, placed between it and
a cross bar e, which is upon a right and left handed screw shaft es, extending
between the two pairs of gripping wheels, and it is by this right and left handed
screw shaft that pressure is put upon the gripping wheel axles e³, to press the
gripping wheels e, against the centre rail f.
This arrangement of the gripping wheels and means for pressing them against the
centre rail is well known in the ordinary centre rail steam locomotive.
The circles g, represent the axles of vertical electro-motors which may each
occupy the space indicated by the circles g', in Fig. 1, and lines g', Fig. 2.
There is one electro-motor for each pair of gripping wheels on each side of the
centre rail f.
These electro-motors are carried on the framing of the vehicle and the armature
shaft has a crank upon it at each end (the crank pin represented by a sinall circle g²,)
which are coupled by rods g³, with cranks (also represented by small circles e³) on
the vertical axes e³, of the carrying wheels. One crank in each gripping axle is a
bent crank in the shaft, or the cranks may be both at the upper end of the shafts e,
one crauk being at a right angle and is carried from the crank pin of the other
crank,
It will thus be scen that each pair of gripping wheels e, is driven by a separate
electro-motor.
The current of electricity is conveyed to each motor through suitable commutator
mechanism which will be readily arranged as required by an electrician.
It may be added in further explanation of Figs. 1, 2 and 3, that h, indicates the
external framing of the vehicle; Fig. 2, shows the side frame h, of the vehicle;
², centre lines representing cross framing and h², supposed floor lines.
By the arrangement of three motors on one electric centre rail engine as explained
by reference to Figs. 1, 2 and 3, the four carrying driving wheels can be worked
separately or in combination with the four horizontal gripping wheels accordingly
as the inclination of the ascending gradient and the weight of the train may
require.
In the type of engine illustrated by reference to Fig. 1, the number of revolutions
made by the gripping and carrying wheels must always be the same as those of the
axles of the electro-motors whereas in some cases a disproportion may be necessary
or desirable, and Figs. 2 and 3, show this disproportion as to the carrying wheels,
and by Figs. 1 and 24, and Figs. 4 and 5 as to the gripping wheel axles, which
are designed to meet this requirement.
Fig. 1^, is a plan, and Fig. 24, an elevation of diagrams illustrating a modification
of the arrangement illustrated by Figs. 1 and 2 of the drawings in which coupling
rods between the vertical motor and gripping wheel axles are dispensed with and
endless ropes are substituted between a small pulley on each of the vertical motor
shafts and a larger pulley on the upper end of each of the nearest gripping wheel
shaft.
g, axis of vertical motors; g', lines showing space which may be occupied by the
"field magnet."
9, grooved pulley on upper end of each motor shaft; 9", endless ropes between
pulley, and the grooved pulley e, on the upper end of the nearest gripping wheel
axles ee, crank pins for rods e', to couple each pair of gripping axles.
There may be a grooved pulley e, on each gripping wheel axle e³, and the
endless ropes 9", may pass round the furthest pulley c, from the motor, the ropes g",
touching the grooves of the pulley c, on the axle nearest the motor g.
The carrying wheels are driven as explained in reference to Figs. 1 and 2
or Fig. 3.

page_text: In the arrangement illustrated by Figs. 4 and 5 (respectively plan and elevation)
the carrying wheels 61 and 6', are or may be driven by an electro-motor having its
armature on the axle b, of the leading carrying wheel or on a separate axle as
explained in reference to Figs. 1, 2 and 3.
The two pairs of gripping wheels e, one on each side of the centre rail f, may be
coupled together by rods in the ordinary manner as for steam centre rail engines,
and arranged as stated in reference to Figs. 1 and 2, but instead of being driven by
the electro-motors by coupling rods and cranks or rope gearing they are or may be
driven by toothed or other wheel gearing.
As illustrated by Figs. 4 and 5, the upper end of the vertical armature axis g,
(represented by centre line g, in Fig. 5) of each electro-motor, has a spur toothed
pinion 9, secured upon it which gears with a spur wheel 95, on a vertical shaft go,
(represented by the centre line 9, in Fig. 5) in suitable bearings on the framing,
and this shaft g6, has a spur pinion 97, secured upon it that gears with a spur
wheel 9, on the upper end of the nearest gripping wheel axle e³, (represented by
centre line e, Fig. 5) the upper ends of which have cranks for the coupling rods
which are to couple the two gripping axles on each side of the centre rail f.
The pinion 9, on the vertical armature shaft g, of the electro-motor may be
arranged to gear directly with the spur wheel 98, on the nearest gripping wheel
axle e³, if desired.
In Figs. 4 and 5, h, represents the framing and the lines, the cross framing.
The gripping wheel axles e³, which have or may have plain or toothed wheels
or toothed wheels with plain margins at their upper ends so that these wheels on
one side of the centre rail f, will gear or come in contact with the corresponding
wheels on the other side of the centre rail.
The centre lines e', indicate coupling rods for the gripping wheel axles e³.
The circles g', Fig. 4, and lines g₁ Fig. 5 represent the space which may be
occupied by the electro-motor.
be
The lines a, a, and a', a', Figs. 4 and 5, indicate the space which may be occupied
by the electro-motor for the carrying wheels, but the spaces for the motors may b
varied in all cases as required.
Figs. 6 and 7, are respectively the plan and side elevation illustrating a method
of driving both carrying and gripping wheels from the axle of one motor having its
armature shaft horizontal.
The leading carrying axle b, is driven from a motor having its armature shaft c,
in bearings in the side frames of the vehicle by spur pinions c', upon it, that gear
with spur wheels 6, on the leading carrying axle b. The leading axles drive the
trailing axles by cranks and coupling rods as explained in reference to Figs. 1 and 2.
Upon each end of the armature shaft c, there is a grooved pulley c², which by
endless ropes e, drives a pulley i, on ends of a cross shaft i, in bearings on the side
frames of the vehicle, this cross shaft i, has suitably proportioned bevel wheels i³,
upon it, that gear with a bevel wheel e, upon one of the axles of each pair of gripping
wheels e, and one gripping wheel axle on one side drives the other by cranks and
connecting rods in the usual manner as in centre rail steam locomotives.
The armature shaft c, may have cranks on its outer ends to drive corresponding
cranks on the cross shaft i, by coupling rods, thus dispensing with the pulleys c
and i, and endless ropes c³.
Fig. 8, is a plan view and Fig. 9, an elevation illustrating a modification somewhat
similar to that shown in Figs. 6 and 7 in respect to the mode of driving the gripping
wheel axles.
c, is the motor armature shaft, it has spur pinions c', upon it that gear with
wheels, on a shaft j, having its bearings in the side frames of the vehicle,
and it is by grooved pulleys 2, on this shaft j, and endless ropes c³, that the cross
shaft i, is driven, and that the gripping wheels are driven from the cross shaft i, by
suitably proportioned bevel wheels as explained in reference to Figs. 6 and 7.
The shaft j, has two sizes of toothed pinions 2 and 3, that can gear as arranged
with either of two toothed wheels ; and 1, on the leading carrying axle b, these

page_text: wheels and j, being capable of being slided on the shaft b, on a fixed key to
bring either set of pinions and wheels into gear.
Or the toothed wheels j and j³, on the axle b, may be fixed, and the pinions
and, on the shaft j, may be arranged to slide thereon on a fixed key.
Or the pinions and ³, and wheels j and j, may be always in gear but the
pinions and 3, are free to rotate on the shaft j, but not to move end ways, and
each pinion and has one half of a clutch, formed upon it to come into gear with
the clutch teeth on the sliding clutch when required, this part of the clutch sliding
on a fixed key on the shaft j.
The clutches for each pinion are or may be arranged so that one set of clutches
will move out of gear when the other set is moved into gear.
The object of this arrangement is to give the power of changing the ratio of
speed between the motor and the driving axles, and will be useful when an electric
engine is running down an incline at a certain speed and it is desired to drive the
motor at a greater speed, for the purposes hereinafter referred to.
A corresponding system of change gearing may be applied to and used in the
modification illustrated by Figs. 6 and 7.
The electric centre rail locomotive may be built on a separate frame as shown in
the drawings Figs 1, 1^, 2, 24 to Fig. 9, or on a frame that carries also the body
of a wagon or carriage having a rigid wheel base, or being supported by two bogie
frames and in either of the cases a motor may be placed at each end of such
carriage so that the weight may be more equally distributed.
Although two pairs of gripping wheels are shown in the drawings one or three
pairs may also be used and more in case of need, and the tyres may be made
cylindrical or with flanges for additional security under lapping the central rail.
The gripping wheels are or may be ordinary plain tyred wheels or one or more
pairs of them may be grooved or turned to the profile of the centre rail, or they
may be grooved to fit grooves or projections on the face of the centre rail like
frictional gearing.
When the tyres are grooved, the wheels are or may be arranged to slide vertically
for about an inch on their axles being connected therewith by a key or other means
which will carry each wheel round with its axle or the axles may be arranged to
move endways vertically if desired, this allows for the rise and fall of the carriage
on the carrying springs.
Gripping wheels may also be used as guide and safety wheels only and not as
driving wheels. Or they may be used with any suitable form of compressing gear
and driven by a separate motor or by power transmitted from one of the principal
motors as auxiliary adhesion wheels to be used occasionally when the rails have
become slippery and the ordinary adhesion from gravity is insufficient."
Secondly. Under the first head of my invention I have referred only to centre
rail railways in which the driving wheels that act upon the centre rail are plain
wheels which are pressed in contact with the centre rail and driven by frictional
adhesion but my invention as described under head one is also applicable when the
centre rail is a toothed rack or a double toothed rack in which spur toothed pinions
on vertical axes work, such pinions may gear with the teeth of the racks simply, or
both gear with the racks and have plain parts forming frictional surfaces on each
side of their teeth acting adhesively on plain margins on each side of the teeth of
the racks.
Fig. 10, is a cross sectional elevation and Fig. 11, a plan view partly in section
of a pair of toothed pinions working into a double toothed rack; e³, are vertical
axles corresponding to the gripping wheel axles; e, are toothed pinions coming
between plain edged discs e, secured on the lower ends of each shaft e³. The teeth
of the wheels e, gear with the teeth on one side of the double rack e, which rack is or
may he formed by bars of iron or steel of channel section, having holes for pins ed,
rivetted at the ends, these pins having each a collar or tube e', upon them extending.
across the channel in the rail.

page_text: These channel rails are or may be rolled with an inverted T flange on the lower
side, and on each side of this, there are double angle or channel bars, the upper
flange of each being secured by the pins e, for the teeth and the lower flange
is secured to the longitudinal sleeper e, by two bolts, which longitudinal
sleeper rests upon and is spiked or bolted to cross sleepers e, for the carrying
rails.
This system of toothed racks for toothed wheels on vertical axes can be
conveniently used on curved lines of railways, the toothed racks being made to the
required curve.
Thirdly. In descending steep inclines (the centre rail, toothed or plain being
mostly used for mountain railways) brakes have to be used to prevent a too rapid
descent, and there is consequently great wear and tear, and this part of my
invention consists in arranging electric engines or motors according to the first
part of my invention so that the carrying and gripping or pinion wheels driven by
adhesion with the rails or toothed racks will drive the electro-motor or motors, or
a special dynamo or dynamos on the frame of the engine is used, and geared up with
the gripping or pinion, and coupled carrying wheel axis or either of them, so
that electricity will be thus generated by the power of the gravity of the
descending electric engine, or engine and train the electricity thus generated being
transmitted by the conductors from the dynamo or dynamos to secondary batteries
and may be thus stored for use to assist the electric engines and trains when
ascending the inclines.
Cones or discs and pulleys or other mechanism for increasing or decreasing
rotary motion is or may be used between the dynamo or dynamos on the electric
engine and the driving gearing in order if desired that the ratio of speed between
the two may be increased or decreased as required, this variation being equivalent
to adding greater or less brake power and will act to absorb more or less of
the power obtained from the gravity of the descending electric engine or engine
and train.
In the modification of electric engine illustrated by Figs. 8 and 9, an arrangement
of change gearing is explained, one object of which is to show how on descending
steep inclines an increase of speed may be given to the electro-motor or dynamo
without increase in the speed of the carrying wheels, and thus cause the electricity
generated by the rotated dynamos to pass from the motor or motors or dynamo or
dynamos to secondary batteries to be used for assisting the generating station to
provide electric energy required for traction of the ascending trains.
In some cases the electricity generated by the descending engine or train may be
passed to transformers to increase its pressure if desired.
Under the first head of my Provisional Specification it is stated that electricity
may be taken along the centre rail which is insulated and is thus made to act as the
couductor and may pass by the gripping wheels and their axles, which may have
their bearings insulated, and by suitable conductors and commutators to the electro-
motor or motors, and Figs. 12 and 13 and Fig. 14 are illustrations of two methods
by which this improvement can be effected. Figs. 12 and 14 are cross sectional
elevations and Fig. 13 is a longitudinal sectional elevation.
In Figs. 12 and 13, e, is the cross sleeper of the permanent way; e, the
longitudinal timber; e', the insulated support of the centre rail, which support e',
is or may be made of wood impregnated with petroleum or other suitable non-
conducting substance; f, the centre rail; e, the holding down bolt passing through
the web of the centre rail f, through the eye or loop of which the bolt e, passes,
and holds together the two flitches e', of wood, of which the support is made, these
being let into the longitudinal timber as shown; e', are angular pieces of wood to
be used at or near the joints of the rails to give support in a longitudinal direction
to the centre rail f.
In Fig. 14, eh, is the cross sleeper; e, the longitudinal timber; e', the wood or
iron supports; f, the centre rail; 1, the porcelain insulators; 1, the vertical
connecting bolt and 12, the separate electric conductor, which as well as the centre

page_text: rail ſ. (Figs. 12 and 13) is bonded at the joints by suitable cooper or other metal
plates.
The toothed rack rails Figs. 10 and 11 may also be used as electric conductors
when suitably insulated.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is :-
:-
1. The combination of electro-motors with and for driving the gripping wheel
axles of engines for railways, on which there is a centre rail, against which the
gripping wheels work, substantially as hereinbefore described.
2. The combination and arrangement of centre rail engines in which the gripping
wheels and carrying wheels are driven one separate from the other, or in which each
driving axle is driven separately or in which the carrying wheels are driven and
the gripping wheels are driven from or by connection with the carrying wheels
or vice versa, substantially as herein before described and illustrated by the
drawings.
3. The combination of centre rail electric engine substantially as illustrated by
Fig. 1, of the drawings, or modified as substantially explained by reference to
Figs. 2 and 3 of the drawings.
4. The combination and arrangement for driving the gripping wheel axles of
centre rail engines by two separate electro-motors and rope gearing substantially
as described and as illustrated by Fig. 1 and Fig. 24, of the drawings.
5. The combination and arrangement of electro-motors for driving the gripping
wheel axles of centre rail engines by introducing toothed gearing between the
clectro-motor and the gripping wheel axles substantially as hereinbefore described
and illustrated by Figs. 4 and 5 of the drawings.
:.
6. The combination and arrangement of electric centre rail engines in which
one armature shaft is arranged to drive both the gripping and carrying wheels
substantially as herein before described and illustrated by Figs. 6 and 7 of the
drawings and when modified by substituting coupling rods and crauks for the rope
gearing.
7. The combination and arrangement of electric centre rail engines where both
the gripping and carrying wheels are driven from the same electro-motor with change
wheels or their equivalents for varying the speed between the motors and axles to
be driven substantially as and for the purpose herein before described and illustrated
by Figs. 8 and 9 and also when modified by substituting cranks and coupling rods
in place of rope gearing.
8. The combination and arrangement of electro-motor engines with toothed
wheels on shafts corresponding to gripping wheel axles arranged to act upon a
double toothed centre rail rack, either by teeth only or by teeth combined with
gripping surfaces substantially as hereinbefore described and illustrated by Figs. 10
and 11 of the drawings.
9. The use and application and combination with centre rail electro-motor engines
for centre rail railways of the centre rail gripping rail as the conductor of the
electricity suitably insulated, substantially as hereinbefore described and illustrated
by Figs. 12 and 13.
10. The combination and arrangement of a conductor of electricity placed and
insulated from and above the centre gripping rail, substantially as hereinbefore
described and illustrated by Fig. 14 of the drawings.
11. The combination of a toothed rack centre rail Figs. 10 and 11 insulated
as described in reference to Figs. 12 and 13, or otherwise properly insulated as a
conductor of electricity for vehicles having electro-motors in them and driving axles
having toothed wheels for working in tooth centre rail racks forming such electric
conductors substantially as herein before described.
12. The combination and arrangement of electro-locomotive engines in such
manner that the electro-motors for driving the carrying and gripping wheels, or

page_text: either or both of them or a separate dynamo or dynamos will be themselves driven
by gravity in descending steep inclines and will generate electricity to be trans-
mitted to and stored in secondary batteries carried on the locomotive or in a
separate carriage or tender, or to the conductor for current from the generating
station, supplying electricity to the locomotive, to be stored at such station in
secondary batteries, electric transformers being used when required, the electricity
so stored being used to assist in propelling the locomotive when required,
substantially as herein before described.
Dated this Wifth day of October 1895.
PETER J. LIVSEY,
Agent.