Improvements in and relating to Electric Tramways.
Year: 1896

page_text: Date of Application, 1st Jan., 1896-Accepted, 21st Nov., 1896
COMPLETE SPECIFICATION.
Improvements in and relating to Electric Tramways.
I, FRANCIS KRIZIK, of 131, Kralovska, Karlin-Prague, in the Kingdom of
Bohemia, Electrician, do hereby declare the nature of this invention and in what
manner the same is to be perforined, to be particularly described and ascertained
in and by the following statement :-
My invention relates to improvements in tramways on which cars or vehicles are
arranged to be moved by electric energy.
In the further description of this invention reference is made to the
accompanying drawings, in which
Fig. 1 is a transverse section of a road and tramway; Fig. 2 is a plan of the
same;
Fig. 3 is a longitudinal section on line X-X of the road and tramway, on a
larger scale;
Fig. 4 is a transverse section of the rail, and Fig. 5 is an elevation of the
same; Figs. 4 and 5 being both drawn to an enlarged scale, and showing details
of the means whereby the rail is supported.
In these drawings, a represents grooved rails, in the web of which holes are
formed at suitable intervals, and bolts 6 passed through them, and through two
plates c, to secure all together. The two plates c are formed at their upper part
like the fish plates used to secure the ends of rails on railways, but the lower part
is flauged at right angles to the upper part, and adapted to serve as a chair for
supporting the rails upon transverse sleepers d of inverted T form, to which they
are secured by bolts e.
Two layers of timber bearers are provided and laid longitudinally between the
rails a, the lower layer of timber being laid directly upon the vertical web of the
transverse sleepers d; the under portion of the upper layer being grooved or
chambered to receive small electric conductors g. A bed of concrete is also laid
between the rails, and longitudinal channels i are formed therein, and adapted to
receive the supply cables for the aforesaid electric conductors.
Between the rails a, and over the concrete h, a coating of asphaltej is laid in a
curved form, and in this one or more bare conductors (such as k) are laid,
according to the system adopted of supplying electric energy to the rolling stock
of the tramway. In this case, the bare conductors are shown as T headed rails,
the flat head being laid flush with the asphalte, the web being embedded therein.
Transverse pins are driven through holes formed in the web at intervals which
serve to anchor the conducting rails k in the asphalte. Suitable connection is
made between the small conductors and the conducting rails k, as indicated in
Figs. 1 and 3. It will be noticed in Fig. 1 that the asphalte is raised and rounded
over in the centre longitudinal line between the rails k; and this is done to
prevent short circuiting by metallic contact between the contiguous conducting
rails.
It is to be noted that this invention is shown by the drawings accompanying my
application dated 1st January 1896, No. 64, and is described therein in connection
with means whereby electrical energy is transmitted from conducting rails in the
road bed to the motor vehicle; 1 desire it to be understood that I make no claim
hereby to anything described in my aforesaid application.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. A tramway consisting of the combination of grooved rails a, supported in fish
plate chairs c, upon transverse sleepers d, longitudinal bearers formed to receive
electric conductors, concrete bed having longitudinal orifices therein and
surmounted by a coating of asphalte, substantially as and for the purpose herein-
before described and shown in the drawings.
2. An electric tramway consisting of the combination of grooved rails a,
supported in fish plate chairs c, upon transverse sleepers d, longitudinal insulating
bearers, formed to receive electric conductors, a concrete bed h having longi-
tudinal orifices i therein adapted to receive electric supply cables, a coating of
asphalte upon the said concrete and forming the surface roadway between the said
rails, bare conducting rails such as embedded in and flush with the surface of the
said aspbalte, substantially as and for the purpose hereiubefore described and
shown in the drawings Figs. 1 to 5.
Dated this 19th day of September 1896.
FAIRFAX & WETTER,
433 Strand, Londou, Agents for the Applicant.

page_text: Date of Application, 1st Jan., 1396-Accepted, 7th Nov., 1896
COMPLETE SPECIFICATION.
Improvements in or relating to Electric Tramways or Railways.
I, FRANCIS KRIZIK, of 131, Kralovska Karlin-Prague, in the Kingdom of
Bohemia, Electrician, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particulariy described and ascertained
in and by the following statement :-
My invention relates to tramways or railways, on which cars or vehicles are
arranged to be moved by electric energy supplied to the motor vehicle by means of
contact devices carried on the vehicle. The present invention especially relates to
the supply of electrical energy to points on or along the said tramways or railways
with which the aforesaid devices are brought in contact.
In the further description of this invention reference is made to the accompanying
drawings in which
Figs. 1 and 2 are plan diagrams showing a part of two different arrangements of
tramways with their circuit connections for supplying electrical energy, and
Fig. 3 is also a plan diagram showing an arrangement of an electric tramway
which is supplied with electrical energy derived from a combination of dynamo
and fixed accumulators grouped in sections.
In Fig. 3, the central station generating plant is indicated by one or more
dynamos A, and the high tension conducting cables by C. The line is divided
into sections, each of which is fed by its own transformer or transformers, B, B1, B2,
with current of low potential, 160 volts for example, the high tension being-say-
1000 volts; and one of the sections of the said line is shown in Fig. 1, and
also slightly varied-in Fig. 2. In these B represent motor transforiners, a and b
the tram rails; c, c', c², c³, c, d, d', d², d³, d, the conducting rails, in accordance
with a system described in my Application dated January 1st, 1896, No. 64.
A', A and A' are batteries of accumulators, which are fixed at convenient places
along the line, or in chambers beside or beneath it, as convenient. The four
feeding conductors of varying length in Fig. 1 form the feeding transformers B
to several groups of conducting rails e foc, and to d', supply current in the
nearer groups through varied resistances R, R' and R2 to equalize the extra length
of the feeding conductor to the farthest group; the return conductor being the
tram rail b; the respective batteries A, A¹ and A' of each group being placed
across as shown.
In Fig. 2, the resistances R, R¹ and R' are placed between the single full
distance feeding conductor and the batteries A', A2 and A', and close to the latter,
the current passing through the varied resistances in an equivalent manner to
Fig. 1, as shown; while the rail b is the return conductor as before. The
principle is the same in both cases; and the system permits of the current
potential remaining practically the same in all parts of the line, as the groups
may be increased in proportion to the work imposed on the motor vehicle;
as for example where it is hilly, and increased power is required, so that the
speed of the motor is kept strictly uniform, the current required only fluctuating.
In my Application dated 1st January 1896, No. 64, I have described means
whereby electrical connection is established between the several conducting rails
and the motor vehicle, but it is to be understood that other arrangements of the
conducting rails may be used in carrying this invention into effect.
The system of using stationary accumulators offers great advantages over a
system where the accumulators are transported in the motor vehicles, as in addition

page_text: to the saving of weight conveyed, time involved in recharging or changing
accumulators at the end of a journey, and other difficulties, some of the stationary
accumulators may be re-charged by energy developed in vehicles running down
hills; increased power is obtained by adding to the batteries which supply sections
on which there is much traffic; and by having accumulators in reserve, temporary
fluctuations or interruptions are provided for.
It is to be noted that I do not claim anything described and claimed in my
aforesaid Application No. 64 of 1896, but
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
The herein described improvements in or relating to electric tramways or
railways, consisting in the combination of a generator A, motor transformers such
as B, B1, B2 supplied by a high tension conducting cable C and arranged to supply
sectional groups of conducting rails, such as c, c, c², c³, c, d, d', d², d³, and d with
current of low potential through groups of accumulators such as A', A², A³ and
varied resistances such as R, R and R2, substantially as and for the purpose
specified and shown by the drawings.
Dated this 19th day of September 1896.
FAIRFAX & WETTER,
433 Strand, London, Agents for the Applicant.

page_text: Date of Application, 1st Jan., 1896-Accepted, 14th Nov., 1896
COMPLETE SPECIFICATION.
Improvements in or relating to Electric Tramways or Railways.
I, FRANCIS KRIZIK, of 131, Kralovska, Karlin-Prague, in the Kingdom of
Bohemia, Electrician, do hereby declare the nature of this invention and in what
manner the same is to be performed, to he particularly described and ascertained
in and by the following statement :-
My invention is for improvements in or relating to tram or railways, on which
cars or vehicles are arranged to be moved by electric energy supplied from metallic
conductors (placed on the road bed) to the motor vehicle by means of contact
devices carried on the vehicle.
In the further description of this invention reference is male to the accompanying
drawings, in which
Fig. 1 is a transverse section of a road and tramway, and chamber beneath, with
a diagrammatic indication of the electric circuit connections to the conducting rails.
Fig. 2 is a plan of the same in diagram, showing the circuit connections with the
electricity supply station.
Fig. 3 is a transverse section of the tramway to an enlarged scale, showing
details of construction.
Fig. 4 is a side elevation of a part of one of the tram rails and a chair for holding
it in position.
Figs. 6, 7 and 8 are diagrams illustrating three different arrangements of the
central contact making devices and their electrical connections.
Fig. 9 is a diagram indicating the arrangement of commutators working in
connection with motors and auxiliary accumulators, the surfaces of the commutators
being developed to show their conducting plates. Fig. 10 is a transverse section,
and Fig. 11 a longitudinal section through a conmutator, and Fig. 12 is an end
view of the sanie. Fig. 13 is an elevation thereof in its mounted position on a
vehicle.
In these drawings, a and bare two lines of tramway rails on which a motor
vehicle is supposed to run, the Hanges of the wheels entering the longitudinal
groove on the upper surface of each rail in the usual well known manner. Midway
between the two rails a and b are two lines of conducting rails e and d, which have
Hat tops level with the roadway, but separated from each other a short distance by
asphalte, preferentially raised in a curved form between c and d, as shown in the
transverse sections Figs. 1 and 3. The lines c and d consist of short rails laid in a
discontinuous manner, as shown in diagram Fig. 2, and embedded up to their
surface in asphalte P. The rails are T form, the web extending below and
having transverse pins f driven through holes therein at intervals, which serve to
anchor the conducting rails in the asphalte. The asphalte used is formed as a
Eurface coating, of sufficient thickness, upon a bed of concrete, and this is formed
with longitudinal channels to receive conducting cables, v. Longitudinal bearers
of wood v, are placed in the centre beneath the conducting rails c and d, with
grooves or other provision for smaller conductors-also running longitudinally-
all as shown in Fig. 3. The tram rails a, b, are supported on chairs e, e', to which
latter transverse ties g of angle or Tiron are secured at intervals, as shown in
Figs. 3 and 4.
The conducting rails e, c', c³, c³, c, and d, d', d², d³, d', shown in Figs. 2, 6, 7 and 8,
are separated by wide intervals at regular distances in the direction of their length,
the distances being slightly shorter than the distance between front and back
collecting brushes K', K, K, K, so that one pair of the said collecting brushes at

page_text: least is always in contact with one pair of the conducting rails e and d, or c' and di
and so on, as the case may be. The conducting rails are all insulated from each
other in the asphalte, and the raised portion thereof between the rails c and d in
Fig. 3 is thus preferentially arranged to prevent a conducting object short circuiting
the two lines of rails e and d, one line only being used to feed electricity to the motor
vehicle, the other line being used for the return to the source of electricity; but
sometimes the rail b is used for the return.
The current is supplied from an insulated cable D, the return cable being D' in
Fig. 1 (or the rail 6), and these cables may he laid in the longitudinal channels 1,
or grooves, shown in Fig. 3, or in a suitable trench beside the line or otherwise,
as the case may be. In some cases I also use in addition to the supply from the
cable conductors, secondary batteries or accumulators as explained hereinafter.
In the electric circuit of each pair of conducting rails e and d, and e' and d',
e and d and the like, I place an automatic electric switch Q, hereinafter called an
automatic contact, and preferably group a number of these automatic switches
together in a suitable chamber, under, beside, or near, the line, as the case may be ;
as for example the automatic contact Q in the chamber shown in Fig. 1, to which
access is obtained through a covered road box, as shown; and as shown in the
diagram Fig. 2, the ten automatic contacts being indicated by the full drawings of
the electro magnets Q and Q', and below each by line diagrams only, with their
proper circuit connections respectively to each pair of conducting rails. The
automatic contacts Q, Q and so on, are provided with carbon contact pieces m
and n, which are separated in their normal position, but on a current being sent
through the circuit which embraces the electro magnet Q (for example) the
poles and pare attracted, which closes the carbon contacts m, n, thus closing the
circuit. The current is supplied from a small secondary battery M' (indicated in
diagrams Fig. 1 and Fig. 2), on the motor vehicle to actuate the automatic
contact and close the carbon contacts, so that the supply current from the main
cable conductor D passes through the carbous m, n, the conducting rails in circuit,
and the collecting brushes K', K, K³, K (Fig. 2) into the moving vehicle to the
motor dynamo M, and also to replenish the small secondary battery M'. The
arrangement is thus secure and automatic, for even if one of the automatic contacts
fails, the force stored in a running vehicle will carry it on to the next pair of
conducting rails and so close the next automatic contact; while even if at rest, the
vehicle can be readily moved the short distance required.
A cylindrical commutator H (Figs. 10, 11 and 12) is placed at each end of the
vehicle to enable the driver to start, stop, or vary its velocity at will; for which
he is obliged to use the front commutator. Fig. 13 indicates the way in which the
commutator His mounted on the vehicle and worked by a hand lever L, pivoted
on an axle 56 (shown also in Fig. 12) which carries a toothed sector 55 engaging
with a inien 54 secured to the axle of the commutator H. A marked quadrant
bar 57 indicates required positions of the lever L. In the diagram Fig. 9 the
developed surfaces of the two commutators H, H, are shown in their relative
positions, one at each end of the motor vehicle, together with the electrical
connections. Those in use with the commutator on the left hand of the diagram
are shown by full lines; while the electrical connection of the other commutator-
out of use are indicated by dotted lines. The parts h, of the commutators, consist
of conducting plates (indicated by vertical lines), the rest of the surface consisting
of a non-conducting material, and h (Figs. 10 and 11) indicating rubbing contacts
electrically connected to their respective circuits. M, M, are the motor dynamos
of the vehicle, M are the secondary batteries or accumulators, and t' and are
rheostats for the brake, and S is a symbol of the frame of the motor vehicle
carrying the terminal connection to the accumulators M'. The collecting brushes
are indicated by K', K, K and K, the current being supposed to enter the vehicle
at K' or K by the circuit 33, or by K and K and the circuit 30, ultimately
reaching the motor dynamus when the commutator is in the required position. If
the commutator H stands on the vertical plates indicated by 42 and 43, the current

page_text: received through cirenit 33 will pass by the same plate through 34 and the four
rheostats T, T, T, T, and thence by the nonnections 35, 36, 37, 38 and plate 43
by the connection 39 to the motor dynamos M, M. This is the position at starting,
the hand lever L being moved to the required position, and a return connection 40
from the motors connects the conducting plate h, 42, with the circuit 41, which
passes through the coils of electro magnets T5, T6, T and T8, to the opposite
plate A, also marked 42, by which connection is made through 30 to K, K and
the conducting rails. If the band lever L be moved a little more in the direction
of L', the speed of the motor vehicle becomes greater, the circuit being with the
plates & between the vertical lines 43 and 44, where the plates h are arranged in a
stepped manner, the current passing as before except that the connection 35 and
rheostat T are cut out, and on turning the commutator still further to the next
step between 44 and 45, the connection 36 and rheostat T are cut out in addition,
thus still further increasing the speed by cutting out the resistance of the two
rheostata. But at this point the circuit 29 is closed, so that part of the current
received from the conducting rails passes through the battery of accumulators M
(repleuishing the same) to the terminal point on the frame S and out by the contact
brushes of the vehicle to the conducting raiis. The feeding of the accumulators M
is continued from the line 44 until the plates h leave the contact point h¹ at the end
of the step 47; and again between the lines 48 and 49; but between the space
within vertical lines 47 and 48 no current passes, and this position conforms to that
of the hand lever L when at Stop. When the commutator H is turned further to
the position between vertical lines touching 49 and 50, it conforms to the point
where the hand lever indicates Brake, and if turned still further to 51, it becomes
Strong Brake, the current connection between 33 and 32 putting in successively
the resistances and ; while the position 52 releases the brake and short circuits
the connections from 32 to 40.
In describing Figs. 1 and 2 it was stated that the current was supplied from an
insulated cable D, the return cable being D¹; and automatic contacts Q were
referred to, by which current was automatically supplied from the cable to the
conducting rails e and d, and c¹ and d-and so on-which were in the circuit of
the motor vehicle. Different forms of automatic contacts may be employed without
chunging the nature of my invention, and examples are given in Figs. 6, 7 and 8.
In Fig. 6 there are two coils, Q, and R, for each automatic contact. The collecting
brushes K and K of the motor vehicle are in contact with the conducting rails c
and d the current of the auxiliary accumulators M' following the path K, d,
wire 1, coil Q, wire 2 to the return rail 6, thus forming the electro magnet Q and
drawing in its core O, against the spring F and closing the circuit between the
carbons m, . The circuit thus established is then from the supply cable D,
wire 4, coil R, core O, carbous n, m, wire 3, rail c, brush K, vehicle motor or
motors M, accumulators M', to the rail b; the effect heing the same as in Figs. 1
and 2. The same conditions take place with the second automatic contact device Q
in Fig. 6, the brushes K and K being in contact with rails e and d', the circuit
through the wire 4, coil R', core O₁ (acting against the spring F1) carbons m
and n, and through the wire 3' to the rail e. The other part of the circuit being
also as before through the wire 1', coil Q', wire 21, to the rail b, from the brush K.
In the diagram: Fig. 7 the same arrangement of circuits is shown, except that one
coil only, Q, Qis used for ench automatic contact, instead of two as before, and
the connection with the supply D is through the wire 5, 5. Consequently, before
the carbon contacts are made the current passes from M' through K, rail d, wire 1,
cuil Q, wire 2, to return rail b. This magnetises the soft iron core O, drawing it
into the coil Q, thus closing the circuit between the carbons m, n, as shown, which
enables the supply current from D to pass through the wire 5, core O, carbons n, m,
wire 3, to rail e, brush K', motor M, and thence to auxiliary accumulators M'.
Therefore, as soon as the brushes of the motor vehicle touch any pair of contact
rails, the accumulators M' will again close the circuit through the carbons, thus
causing the chief supply current to pass through the motor or motors of the vehicle,

page_text: and at the same time-to feed the auxiliary accumulators M'. The diagram Fig. 8
illustrates the arrangement of a station of automatic contacts of the type shown
and described in regard to Fig. 6, the lightning guards of which are denoted by G.
It is to he noted that I make no claim herein to anything claimed in my
Applications 64A, and 64B, of even date, but :-
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is
1. In an electric tramway or railway system, the combination of lines of rails a
and badapted to support and guide suitable motor vehicles working thereon, with
two lines of discontinuous rails c and d laid and insulated in the road bed, an
electrical supply D, an automatic contact device Q with carbon contacts m and n,
circuit connections between the supply D and rails e and d, and collecting
brushes K', K2, K3 and K situated on the motor vehicle and adapted to make
electrical contact with the said rails c and d, substantially
as and for the purpose
herein described and shown in the drawings.
2. In an electric tramway or railway system, the combination of two lines of
discontinuous conducting rails e and d, with a group of automatic contact devices
such as Q and Q', a series of circuit connections establishing electrical connection
between each pair of rails such as c, d, and each automatic contact such as Q, and
carbon contacts m, n so arranged and operating when closed to establish electrical
communication between the supply D and the said rails e and d, substantially as
and for the purpose herein described and shown in the drawings.
3. In an electric tramway or railway system, the combination of parts constituting
an improved commutator H with electrical circuits as indicated in a developed form
by the diagram Fig. 9, substantially as and for the purpose described and shown
with reference to the said figure and to Figs. 10, 11, 12 and 13.
4. In au electric tramway or railway system, the combination of a line of railway
adapted to support and guide a suitable motor vehicle thercon, with two lines of
discontinuous conducting rails such as c and d, an electrical supply D, an automatic
contact device such as Q, circuit connections between the supply D and rails c, d,
collecting brushes K1, K2, K3, K' on the motor vehicle, and an auxiliary accumu
lator Malso on the vehicle substantially as and for the purpose herein described
and shown in the drawings.
5. In an electric tramway or railway system, an auxiliary source of electricity
such as M', an electric motor such as M, collecting brushes such as K', K, K
and K', a commutator such as H, electrical connections between the aforesaid
parts, all carried upon a motor vehicle and combined with the line of railway for
the said vehicle, two lines of discontinuous conducting rails such as c, d arranged in
Ď, and
groups electrically connected in groups with a source of electricity such as
automatic contact devices such as Q adapted to close each pair of conducting rails
in circuit with the said motor M, and source of electricity M' in succession by the
said collecting brushes of the moving vehicle, substantially as and for the purpose
herein described and shown by the drawings.
6. In an electric tramway or railway system, the combination of groups of
discontinuous conducting rails arranged in pairs such as cd, cd, d2 and the like
with a supply source of electricity such as D, an anxiliary source of electricity such
as M' on a motor vehicle adapted to close successive circuits embracing pairs of
the said conducting rails and to replenish the said auxiliary source of electricity,
substantially as and for the purpose herein shown and described in the drawings.
Dated this 1st day of January 1896.
FAIRFAX & WETTER,
433 Strand, London, Agents for the Applicant.