IMPROVE- MENTS IN AND RELATING TO ELECTRICAL RAILWAYS OR TRAMWAYS, AND CARRIAGES, CARS, OR VEHICLES THEREFOR
Year: 1882

page_text: LETTERS PATENT to Thomas John Handford of 42 Southampton Buildings,
in the County of Middlesex, Patent Agent, for an invention of "IMPROVE-
MENTS IN AND RELATING TO ELECTRICAL RAILWAYS OR TRAMWAYS, AND
CARRIAGES, CARS, OR VEHICLES THEREFOR."-A communication from abroad by
Thomas Alva Edison, of Menlo Park, in the State of New Jersey, United
States of America
PROVISIONAL SPECIFICATION left by the said Thomas John Handford at
the Office of the Commissioners of Patents on the 18th April 1882.
THOMAS JOHN HANDFORD of 42 Southampton Buildings in the County of
Middlesex Patent Agent. "IMPROVEMENTS IN AND RELATING TO ELECTRICAL
RAILWAYS OR TRAMWAYS, AND CARRIAGES, CARS OR VEHICLES THEREFOR." &
communication from abroad by Thomas Alva Edison of Menlo Park in the State of
New Jersey, United States of America.
This invention relates to improved means and apparatus for operating or
propelling railway or tramway carriages, cars, or vehicles by means of electricity
and to the construction of the carriages, cams, or vehicles, and the arrangements of
circuit connections for motors, as well as for track-switches, turn tables, and other
appurtenances and for the electrical generators.
It is the object of one part of this invention to provide simple and efficient
means for permitting the gradual retardation, or slackening of the speed of a
carriage or car for railways, or tramways, or a train of such carriages, or cars
operated by one or more electro dynamic motors carried thereby, without depending
upon the brakes for this purpose.
This is accomplished by the use of an adjustable resistance which is carried by
a carriage, or car, and is arranged to control and regulate the current flowing
through the coils of the motor armature, or armatures, or through the coils of the
field magnet or magnets of such motor or motors; or both of these methods may
be employed in conjunction.

page_text: The adjustable resistance is preferably so connected that the circuit is never
completely broken at that point. This office is performed by the circuit controlling,
and current reversing device which is adapted for making and breaking the circuit
of the armature or armatures of the motor or motors, and for reversing the direction
or polarity of the current in the said circuit, when it is desired to reverse the
direction of movement of the carriage, car, or cars.
The object of another part of the invention is to provide means for maintaining
the requisite strength of the field magnet of the electro-dynamic motor when the
motor is running at a low rate of speed. When a single field circuit is used, and
the field magnet coils are arranged in a multiple arc relation with respect to the
armature coils, as heretofore, the counter electro-motive force of the armature,
revolving at a high rate of speed, causes sufficient current to flow through the field
circuit to produce the requisite energy of the field magnet, but when the speed of
the armature is lessened, the fall or drop of the counter electro-motive force in the
armature is so great that the field circuit gets very little current, and the power of
the machine diminishes rapidly.
In order to overcome this objectionable feature in motors of this class, the field
magnet is wound with two sets of coils, one of finer wire than the other, and
placed in layers or arranged as separate bobbins on the cores of the magnet. The
fine wire coils form the permanent field circuit, which may be kept closed
permanently while the motor is in operation, while the circuit of the coarse wire
coils is thrown in or out as required. The connections of the coarse field coils can
be arranged so that the movement of a switch will throw them into series with the
armature coils, or short-circuit them altogether; or these coarse field coils may be
in a separate multiple are circuit, which can be inade and broken as desired by a
suitable switch or circuit controller.
The object of another part of the invention is to utilize, upon electric railways,
the weight of all the carriages, or cars of a train, or of two or more of the
carriages or cars thereof, for giving drawing power, and to still retain control of
the whole from one point. In comparison with a steam locomotive, an electric
locomotive can be made very light, and when so made exerts but little adhesive
force upon the rails; hence the load the locomotive is capable of drawing is small,
since the driving wheels slip when a heavy train is attached to the locomotive and
the full benefit of the tractive power is not obtained.
According to one mode of effecting the object of this part of the invention each
carriage or car or each truck of a car is provided with one or more electro-dynamic
motors, having their armatures connected mechanically with one or more of the
carriage or car axles. The armature coils of all the motors throughout the train
are connected in series or in multiple arc, and so are the coils of the field magnets.
The brushes or springs for taking the current from the wheels resting on one rail
may be on the forward carriage or car, while the brushes or springs bearing on the
wheels resting on the other rail may be on the rear carriage or car; or both sets of
brushes or springs may be on the forward carriage or car. The current is taken
preferably from two or more wheels of one carriage or car for each pole of the
motor (instead of from one wheel) such brushes being carried by an insulating arm,
along which the conductors run.
The forward carriage or car is provided with the means for making and breaking
the several circuits and for reversing the current in the armature coils, and with
the adjustable resistance for slackening the speed of the train, so that all the
motors can be controlled from this carriage or car. Instead of providing all the
carriages or cars with motors, only certain carriages or cars of the train may be so
constructed; or all the carriages or cars may be provided with motors, and only
the motors of sufficient carriages or cars to give the necessary adhesive and
tractive power connected up. The coupling devices for completing the electrical
circuits are preferably located at the end of the carriages or cars, and are constructed
and arranged so that the simple coupling of opposing parts will complete the
necessary circuits.

page_text: According to another mode of carrying out this part of the invention, an electric
locomotive is employed, provided with one or more electro-dynamic motors, and
endless wire ropes or equivalent flexible connecting devices, are used to transmit
power to the axles of one or more carriages or cars in the rear. The rear axle of
the locomotive may be provided with a grooved drum or wheel, from which one or
more wire ropes pass to a similar drum or wheel on a front or rear axle of the next
carriage or car, and so on for the entire train, or as many carriages or cars as
necessary. In this manner the adhesive force of the entire train, or as many
carriages or cars as desired can be obtained, while the whole can be controlled from
the first carriage car or locomotive.
The object of another part of the invention is to provide more simple and
efficient means for transmitting the power from the armature of an electro-dynamic
motor to a driving axle or axles of the carriage or car propelled by it, and for
readily disconnecting the armature from such axle so that it can continue to turn
while the carriage or car is standing still.
According to this part of the invention, there are used one or more endless belts,
of suitable material, preferably sheet steel, or one or more endless wire ropes,
passing over suitable pulleys, wheels, or drums, and forming the flexible connection
between the armature of the motor, mounted on a rigid frame, and the driving
axle, which frame and axle move upon each other; and a friction clutch, for
disconnecting the armature from or connecting it with the driving axle at will.
A counter shaft is preferably used, which is connected by gearing with the axle a
small gear on the counter shaft engaging with a larger gear on the axle. The
friction clutch is preferably one having a wheel adapted to be constructed for
receiving a belt or rope, or for engaging with a gear wheel and turning loosely
upon a shaft or a sleeve secured to the shaft. Friction shoes are carried by the shaft
and are forced into contact with the inner side of the rim of the wheel by means
of a toggle joint movement, or such shoes are carried by the wheel and are forced
by a toggle into contact with a hub or sleeve secured to the shaft. A hand
lever is used to work the clutch. This friction clutch is mounted upon the
counter shaft, and its wheel receives a belt or rope from a smaller pulley or wheel
on the armature shaft of the motor, or it may be mounted directly on the driving
axle, and receive a belt or rope from the armature shaft, or from a counter shaft
with which the armature shaft is connected by a belt or rope or by gearing.
In stopping the carriage or car or the train drawn by it, the shoes of the friction
clutch are thrown out of contact with the friction surface of the wheel or hub, and
the brakes are applied.
The
The motor armature it will be understood is allowed to run while the carriage
or car is standing still, so that less power is required in starting, since the armature
attains its full speed and power before the clutch is thrown into action.
motor armature can be connected by the use of a central counter shaft with two or
more driving axles, in which case two or more friction clutches may be used which
may be connected so as to be worked simultaneously.
Another part of the invention relates to a manner of arranging two electro-
dynamic motors upon the same carriage, car or track, and connecting their
armatures with driving axles.
The magnets of the motors are placed in a horizontal position in the longi-
tudinal centre of the carriage, or car, (or truck) with their yokes or back pieces
turned towards each other, the armatures being placed transversely near the ends
of the carriage, car or truck. From pulleys or wheels on the armature shafts, belts
of sheet steel, or other suitable material, or wire ropes, run to pulleys or wheels on
a central counter shaft, from other pulleys or wheels upon which central counter
shaft, belts or ropes run to the wheels of friction clutches, of the character set
forth in the next preceding part of the invention. These friction clutches may be
placed directly upon the driving axles, or upon counter shafts connected with the
driving axles by gear wheels, or they can be placed upon the central counter shaft.
The levers of the friction clutches may be connected together so as to be worked

page_text: simultaneously The several wheels located between the armatures and the driving
axles are proportioned so that the axles will have the desired lower rate of speed
than the armatures
The object of another part of the invention is to provide electrical connections
for switches from the main track to sidings so that the tracks of the sidings will be
provided with current, and there will be no danger of a short circuit in passing
from the main track to the sidings. According to this part of the invention the
switch rails of the main track instead of being connected by bars of metal, are
connerted by bars of wood or other suitable insulating material, which wood bars
are provided with metal plates on their ends for grasping the foot of the rails.
The switch lever is connected with the wood bar nearest the movable end of the
switch rails. The switch rails are connected with the continuation of the main
track and with the rails of the siding by means of plates upon which the switch
rails rub, or wire connections may be employed having sufficient flexibility, or
provided with suitable joints to permit the necessary movement. The frog is cut
out and the connections are made around it to the rails of main track and siding.
Short sections of rails (say one foot in length) are preferably used at the frog,
which rail sections are driven into the frog and are separated by insulation from
the rails of which they form continuations.
The connections of the rails are made outside of these short sections, by means
of wires secured to the parts. The short sections of rail at the frog prevent a
short circuit being formed when the wheels pass over it, which would occur if the
rails were insulated at the frog, and they also make solid and strong joints with
the frog.
The object of another part of the invention is to provide electrical connections
for turntables of electrical railways which will not be liable to become short
circuited by the movement of the turn table. This object is accomplished in the
following manner; the turntable is pivoted centrally, and supported on rollers,
which are insulated, with the exception of two opposite rollers that are connected
with the rails of the turn-table. These rollers travel on a circular metallic track
divided electrically into two parts, preferably.by short insulated sections of sufficient
length to prevent short circuit when the rollers pass over them. The two main
parts of this circular turn table track are connected electrically with the stationary
rails, by permanent connections, so that there is a good electrical connection of the
main track.
The turn-table rails receive current from the main parts of the circular track
through the two opposite rollers. It will be seen that an electrical carriage or car
ean be run upon the turn-table, and have its position reversed, when by completing
the circuit of its motor, it will receive current from the rails of the turn-table, and
I will be moved off of the same.
According to another part of the invention a number of dynamo or magneto
electric machines are employed to supply current to each section or division of the
track, and these machines are connected in multiple arc, in series, or in multiple
series.
The track for purposes of power is divided into sections of any desired length.
Each division may be for example ten miles in length, and at a central point has a
power station where the dynamo or magneto electric machines are located, as well
as the motive power for driving them. The divisions or sections of track may be
insulated or electrically separated from each other, or the rails may be electrically
connected and continuous throughout the length of the road.
The object of another part of the invention is to secure good electrical contact
throughout the lines of rails and to prevent leakage across through the ground.
In order to secure good contact the ends of the rails may be plated with nickel
or other metal not easily oxidized by exposure to air and moisture and also the
inner faces of the fish plates. In addition if desired one or more copper strips may
be used between the rails and fish plates at each joint, which copper strip or strips
may also be plated as before stated. In order to secure good insulation from the

page_text: ground, the rails except the top are japannel, and the ties are dipped in a boiling
insulating compound, preferably one of which asphalt and linseed oil are the
principal ingredients. This compound may or may not also contain a certain
proportion of white sand.
The invention is applicable to railways or tramways employing the two traffic
rails alone as conductors, as well as to railways or tramways having a thir.l or
central rail forming one part of the circuit; and to carriages, cars, or vehicles
adapted for use upon railways or tramways of either of these constructions.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Thomas John Handford in the Great Seal Patent Office on
the 18th October 1882.
THOMAS JOHN HANDFORD of 42 Southampton Buildings in the County of
Middlesex, Patent Agent. "IMPROVEMENTS IN AND RELATING TO ELECTRICAL
RAILWAYS OR TRAMWAYS AND CARRIAGES CARS
OR VEHICLES THEREFOR.
"
a communication from abroad by Thomas Alva Edison of Menlo Park in the
State of New Jersey, United States of America.
The said Invention relates to various improvements in and relating to Electrical
Railways or Tramways and carriages cars or vehicles therefor, whereby important
advantages are obtained all as hereinafter fully described.
One part of the said Invention has for its object providing simple and efficient
means for permitting the gradual retardation or slackening of the speed of a
carriage or car for railways or tramways, or a train of such carriages or cars
operated by one or more electro-dynamic motors carried thereby, without depending
upon the brakes for this purpose.
This is accomplished by the use of an adjustable resistance which is carried by a
carriage or car and is employed in conjunction with a circuit controlling and
current reversing device also carried by the carriage or car. The adjustable
resistance is arranged to control and regulate the current flowing through the coils
of the motor armature or armatures, or through the coils of the field magnet or
magnets of such motor or motors; or both of these methods may be employed in
conjunction. The adjustable resistance is preferably so connected that the circuit
is never completely broken at that point. The office of making and breaking the
circuit is performed by the circuit controlling and current reversing device which
is adapted for making and breaking the circuit of the armature or armatures of the
motor or motors, and for reversing the direction or polarity of the current in the
said circuit, when it is desired to reverse the direction of movement of the carriage
car or cars.
Another part of the said Invention has for its object providing means for

page_text: maintaining the requisite strength of the field magnet of the electro-dynamic
motor when the motor is running at a low rate of speed. When a single field
circuit is used, and the field magnet coils are arranged in a multiple arc relation
with respect to the armature coils, as heretofore, the counter electro motive force of
the armature, revolving at a high rate of speed, causes sufficient current to flow
through the field circuit to produce the requisite energy of the field magnet; but
when the speed of the armature is lessened, the fall or drop of the counter electro-
motive force in the armature is so great that the field circuit gets very little
current, and the power of the machine diminishes rapidly.
In order to overcome this objectionable feature in motors of this class, the field
magnet is wound with two sets of coils, one of finer wire than the other, and
placed in layers or arranged as separate bobbins on the cores of the magnet. The
fine wire coils form the permanent field circuit, which may be kept closed
permanently while the motor is in operation, whereas the circuit of the coarse
wire coils is thrown in or cut out as required.
The connections of the coarse field coils can be arranged so that the movement
of a switch will throw them into series with the armature coils or short circuit
them altogether, or these coarse field coils may be in a separate multiple arc
circuit, which can be made or broken as desired, by a suitable switch or circuit
controller.
The two foregoing parts of the Invention, are illustrated in figures 1 and 2 of
the drawings, which are views, partly diagrammatic in their nature, showing
the connections for a railway or tramway carriage, or car of an electrical railway
or tramway.
A is the armature of an electro-dynamic motor, B the exciting or field of force
magnet of the same, C, the commutator cylinder, and a b, the commutator brushes.
or springs bearing on such commutator cylinder.
The railway tracks or rails are represented by D, E. A pair of wheels F, G,
connected by axle H, is shown as resting on the rails D, E. One or both of these
wheels are constructed with their peripheries insulated from their centres, such
peripheries being connected with spiders upon whose centres c, d, brushes or
springs e, f, bear. The carriage or car of which the wheels F, G, form a part
carries the electro-dynamic motor, which serves to propel such carriage or car
along the track, the motor armature A being connected mechanically with one of
the axles, preferably in the manner hereinafter fully explained.
The dynamo-electric machine used as the generator has its poles or commutator
brushes connected with the rails. D, E, which are insulated from each other, one
or both of such rails being insulated from the earth.
The electric current is received from one rail (say for example the rail D) and
passing through the rim of the wheel F is collected therefrom by the brush or
spring e. The current passes from that brush to the other brush f through the
motor and from f through the rim of G to rail E.
One brush is shown as used on each side of the car (e being on one side and ƒ
on the other side) but it is evident that two or more wheels on each side may be
provided with brushes or springs to increase the extent of contact with the rails.
In the circuit 1, 2, between e and f is located the resistance R, which may be a
resistance of wire or of other suitable character. It is short circuited more or less
by a moveable contact arm I, or equivalent device, which is connected at its
pivoted point with the circuit at one end of such resistance, and at its free
end slides over a series of contact plates with which the parts of the resistance
are connected.
In running at full speed, the contact arm I, would rest on the last contact plate
of the resistance, and would short circuit the entire resistance, allowing the
current to flow through the circuit 1, 2, without impediment from the said
resistance. In order to reduce or slacken the speel of the carriage or car or train
of carriages or cars, the contact arm I, is moved towards the first contact plate of
the resistance throwing into direct circuit more or less of the resistance, and

page_text: interrupting to a definite extent the flow of current between the rails and thus
decreasing as desired the power of the motor.
The resistance is preferably located as shown beyond the connection of the field
of force circuit 3, 4, with the circuit 1, 2, but it may he located in circuit 1, 2,
between the connection of circuit 3, 4, therewith and the wheel brush or spring or
the resistance may be placed in the field circuit 3, 4, in which last case the field of
force magnet would be primarily weakened by the throwing in of the resistance,
and the motor in this manner decreased in power.
The resistance is preferably constructed so that the circuit can never be
completely broken at that point, the office of breaking the circuit being performed
by the current reverser. The current reverser is composed of a hand lever J
capable of resting in three positions, and of two elbow or bell crank levers g, h,
drawn by springs upon or towards contacts i, k. The elbow or bell crank lever g,
is connected with brush e, while h is connected with f The commutator
brushes a, b, of the motor, are connected, one with the hand lever J, and the other
with the contact k. The contacts i, and k, are connected together electrically as
shown by the dotted line.
When the hand lever J, is in a central position, both elbow or bell crank
levers g, h, will be raised off of the contacts i, k, and the armature circuit of the
motor will be open; but when the lever is thrown to one side say for example
towards the contact k, as indicated the elbow or bell crank lever on the other
side (g) is drawn upon its contact &, as shown and is separated from the hand
lever. The circuit is thus completed through the armature coils. By throwing
the hand lever to the other side, the direction that the current takes through the
armature coils is reversed. It will be seen that, in reversing the current, the
device first breaks the circuit completely, thus preventing the formation of a short
circuit.
It will be understood that the form and construction of the current reverser is
not material (although the one described is preferred) since any device for this
purpose capable of the positions of that described may be adopted for the purpose.
According to the second part of the invention, the cores of the field magnet B,
are wound with two sets of wire, each set being composed of one or more layers.
One winding, K, is of finer wire than the other L. These windings instead of
being placed one outside of the other as shown may be arranged upon the magnet
cores as separate longitudinal bobbins.
The circuit 3, 4, including the fine wire coils K. is a separate multiple aro circuit
with respect to the armature circuit. The circuit 5, 6, including the coarse wire
coils L, may be arranged for connection in series with the armature circuit as
shown in figure 1, and may be located between either brush a, and the circuit
reverser as shewn or between f, and the circuit reverser. With this arrangement,
a switch M, is used to short circuit the coils L by its closure. Or the large field
circuit 5, 6, may be a separate multiple are circuit, as shown in figure 2, the
switch M being used to make and break the circuit as desired. A switch N may
also be provided for opening and closing the field circuit 3, 4,; but this circuit will
preferably be kept closed while the carriage or car is in use. This fine wire field
circuit will be sufficient to energize the field magnet when the carriage or car is
running at full speed, since then the counter electromotive force of the armature
causes the desired proportion of current to flow throngh such field eirenit. But
when the carriage, car, or locomotive is brought down to a slow rate of speed by a
heavy load, or in starting, the speed of the motor armature will be low and the
counter electromotive force correspondingly small. For this reason, the field circuit
does not receive its proper proportion of the current and the power of the field
magnet and consequently of the motor is rapidly decreased.
In order to maintain the proper strength of field, the circuit 5, 6, is brought
into action.
In the construction shown in figure 1, this is done by opening the switch M.

page_text: This throws the coarse coils L into series with the armature coils and all the
current that passes through the latter coils also passes through the former coils.
In the construction shown in figure 2, the circuit 5, 6, is made effective by
closing the switch M. The resistance of the field is thus greatly reduced, and a
larger proportion of the current is used by it.
When the proper speed is attained, the circuit 5, 6, is made ineffective by closing
the switch M, in the construction shown in figure 1, or opening it in the construction
shown in figure 2.
The said invention relates further to arrangements and combinations of parts
having for their object the utilization, upon electric railways, of the weight of all
the carriages or cars of a train, or of two or more of the carriages or cars thereof,
for giving drawing power, whilst still retaining control of the whole from one
point. In comparison with a steam locomotive, an electric locomotive can be made
very light, and when so made exerts but little adhesive force upon the rails;
hence the load the locomotive is capable of drawing is small, since the driving
wheels slip when a heavy train is attached to the locomotive and the full benefit of
the tractive power is not obtained.
The
According to one modification each carriage or car or each truck of a car is
provided with one or more electro-dynamic motors, having their armatures
connected mechanically with one or more of the carriage or car axles.
armature coils of all the motors throughout the train are connected in series or in
multiple arc, and so are the coils of the field magnets. The brushes or springs for
taking the current from the wheels resting on one rail may be on the forward
carriage or car, while the brushes or springs bearing on the wheels resting on the
other rail may be on the rear carriage or car; or both sets of brushes or springs
may be on the forward carriage or car.
The current is taken preferably from two or more wheels of one carriage or car
for each pole of the motor (instead of from one wheel) such brushes being carried
by an insulating arm along which the conductors run."
The forward carriage or car is provided with the means for making and breaking
the several circuits, and for reversing the current in the armature coils, and with
the adjustable resistance for slackening the speed of the train so that all the motors
can be controlled from this carriage or car by means of a single circuit controller
and current reverser. Instead of providing all the carriages or cars with motors,
only certain carriages or cars of the train may be so constructed; or all the carriages
or cars may be provided with motors, and only the motors of sufficient carriages
or cars to give the necessary adhesive and tractive power connected up.
The coupling devices for completing the electrical circuits are preferably located
at the ends of the carriages or cars, and are constructed and arranged so that the
simple coupling of opposing parts will complete the necessary circuits.
According to another modification an electric locomotive is employed, provided
with one or more electro-dynamic motors, and endless wire ropes or equivalent
flexible connecting devices are used to transmit power to the axles of one or more
carriages or cars in the rear. The rear axle of the locomotive may be provided
with a grooved drum or wheel, from which one or more wire ropes pass to a
similar drum or wheel on a front or rear axle of the next carriage or car, and so
on for the entire train or as many carriages or cars as necessary.
In this manner the adhesive force of the entire train or as many carriages or cars
as desired, can be obtained, while the whole can be controlled from the first carriage
car or locomotive.
These arrangements and combinations are illustrated chiefly in figures 3, 4, 5, 6,
and 7 of the drawings figure 3 being a side elevation illustrating two carriages or
cars provided with motors, and figures 4, 5, 6 and 7 plans showing diagrams of
connections.
With reference to Figures 3, 4, 5 and 6 which illustrate the first modification.
A and B represent two carriages or cars, forming a train of which for clearness,
only the axles and wheels are shown, the frame work being omitted. C. D. are

page_text: electro-dynamic motors, mounted on such carriages or cars, their revolving
armatures being connected with the front and rear axles a, b, of the carriages or
cars, or with only one of such axles by means hereinafter fully described.
All the wheels c, d, are constructed with rims insulated from the hubs, or only
those (d) on one side of each car need be so constructed.
The brushes or springs f, e, for taking the current from the wheels may be placed
as shown in figures 4, and 5, on the first and last, cars, or on the first car alone as
shown in Figure 6.
The armature coils of all the motors may be connected in series as well as the
magnet coils as shown in figure 4; or the armature coils and magnet coils may be
in multiple arc as shown in figure 6; or either one of these elements may be in
series and the other in multiple arc; figure 5 serving to illustrate an arrangement
of connections when the armature coils are in series and the magnet coils in
multiple arc.
The carriage or car A may be considered the locomotive, or the carriage or car
from which it is desired to control the whole train. This carriage or car is provided
with the resistance R and adjustable contact arm I for slackening the speed of the
train, and with the current reverser and circuit breaker J, for starting and stopping
and reversing the movement of the motor armatures. If the exciting or field of
force magnets of the motors have fine and coarse coils, as hereinbefore described,
the switch or switches for controlling the field circuits will be located upon the
car A.
Thus it will be seen that the adhesive power of all the carriages or cars of a
train, or of as many carriages or cars as are desired can be utilized to make the
attractive power available.
All the carriages or cars may be provided with motors, and only part of
thain connected in making up a train. The connections may be conveniently
located at the ends of the carriages or cars and so constructed that the simple
locking of the electrical connecting or coupling device will complete the necessary
circuits. This will permit the power to be adjusted to the load, by using more
or less of the motors as required the control from one point by means of a single
circuit controller and current reverser being always retained.
With reference to figure 7, which illustrates the second modification A is the
locomotive provided with one or more electro-dynamic motors and with the
adjustable resistance, the circuit controller and current reverser and other switches
if used whilst the carriage or car B and other carriages or cars of the train will be
ordinary passenger, carriages or cars or goods wagons or trucks, without motors.
E is a wheel or drum on the rear driving axle of the locomotive. From this wheel
or drum one or more endless wire ropes, F, or equivalent flexible connections, pass
to a drum G, on an axle of the car B. From the wheel or drum G, one or more
wire ropes H, or equivalent flexible connections, extend to a wheel or drum on one
of the axles of the next car, and so on throughout the train or for as many
carriages cars or vehicles as desired. The axles of each carriage car or vehicle may
be connected if it is desired to utilize the entire adhesive force of each.
By means of the wheels or drums and wire ropes it will be seen that the weight
of other carriages, cars, or vehicles is used to assist the weight of the locomotive in
making the tractive power available whilst the power for the whole train is
controlled from the locomotive.
I shall now proceed to describe the means which are employed for transmitting
the power from the armature of an electro-dynamic motor to a driving axle of the
carriage or car propelled by it and for readily disconnecting the armature from
such axle so that it can continue to turn while the carriage or car is standing still.
These means are illustrated more particularly in figures 8, 9, and 10, of the
drawings. Figure 8 being a plan showing the arrangement for a double engine;
Figure 9, a plan showing the arrangement for a single engine; and Figure 10,
a separate sectional view of a form of friction clutch suitable for the purpose:
The frames of the car are omitted for clearness of illustration.

page_text: Referring to figures 9, and 10, A. is a driving axle of the carriage or car and B,
is the electro-dynamic motor carried by the carriage car. Its armature shaft has a
pulley or wheel C, from which extends a belt D, preferably of steel, or a wire rope
to the wheel E of a friction clutch. This friction-clutch may be one having shoes
carried by the shaft and working on the wheel or the reverse construction can be
employed, the shoes in either case being forced into contact with their opposing
surfaces by a toggle joint movement. The clutch shown is of the former con-
struction. It is either mounted upon a counter shaft F as shown or directly upon
the driving axle A. Friction shoes a are carried by a sleeve b feathered upon a
guide sleeve o which is keyed to the counter shaft F as indicated or to the driving
axle as the case may be. The sleeve o carries the guides d, for the friction shoes.
A hand lever (not shown) is used to move the sleeve b, and throw the shoes a, into
and out of contact with the friction surface on the inner side of the rim of the
wheel E. The wheel E is sleeved upon the counter shaft F, as shewn or upon the
axle as the case may be. When the countershaft F is employed as in the example
illustrated gearing G, H, is used to connect it with the driving axle A.
wheel E is larger than C, and the gear wheel H is larger than G so that the
driving axle will have a lower rate of speed than the motor armature.
The
The belt D permits the vertical movement of the frame carrying the motor upon
the axles, while the friction clutch allows the armature to be readily disconnected
from the axle so that the carriage, car or train can be stopped by applying the
brakes while the armature is allowed to turn. The motor armature it will be
understood is allowed to run while the carriage or car is standing still so that
less power is required in starting, since the armature attains full speed and the
motor its full power before the clutch is thrown into action. The motor armature
can be connected by the use of a central counter-shaft with two or more driving
axles in which case one clutch may be used, or two or more clutches connected
together and working simultaneously may be employed.
The arrangement for a double engine is shown in figure 8. A and B are the
driving axles of a carriage, car or truck. C and D are two electro-dynamic motors,
which are placed with their field magnets in a horizontal position in the longi-
tudinal centre of the carriage car or truck the yokes or back pieces of the magnets
being turned towards each other and the armatures being located transversely near
the ends of the carriage car or truck. The yokes of the field magnets are shown
as placed together, but they may be separated. Endless belts E, F, preferably of
sheet steel, or endless wire ropes, run from pulleys or wheels on the armature
shafts to pulleys or wheels on a centrally located shaft G, from larger pulleys or
wheels on which shaft G, belts or ropes H, I, extend to wheels of friction
clutches J, K, of the construction herein before described with reference to figure 10.
These clutches may be located directly upon the driving axles A, B, or as shown
upon counter shafts L, M, connected by gearing a, b, and c, d, with the driving
axles, or the clutches may be upon the centre shaft G. The wheels through which
the power is transmitted from the armatures to the driving axles are so propor-
tioned that the axles will revolve to the desired degree at a lower rate of speed
than the armatures. The endless belts or ropes permit the necessary movement
without damage, while the friction clutches permit the armatures to revolve while
the car is standing still. The levers of the two friction clutches may be connected
together so as to be operated from one point simultaneously.
The object of another part of the Invention is to provide electrical connections
for switches from the main track to sidinga, so that the tracks of the sidings will
be supplied with current and there will be no danger of a short circuit in passing
from the main track to the sidings.
This part of the invention is illustrated in figure 11 which is a view, partly
diagrammatic of the parts.
The switch rails, A, B, of the main track, instead of being connected by bars of
metal, are connected by bars C, of wood or other suitable insulating material,
which, wood or insulating bars are provided with metal plates a, on their ends for

page_text: grasping the foot of the rails.
The switch lever D is connected with the wood
bar O nearest the movable ends of the switch rails A. B. The switch rails are
connected with the continuation E, F, of the main track and with the rails G, H,
of the siding by means of metal plates b, c, upon which the switch rails rub, or
wire connections may be employed having sufficient flexibility or provided with
suitable joints to permit the necessary movement.
The frog I is cut out electrically and the connections are made around it to the
rails of the main track and siding. Short sections d, e, f, g, of rails (say one foot
in length) are preferably used at the frog, which rail sections are driven into the
frog, and are separated by insulation, i, from the rails of main track and siding of
which they form continuations. The connections of the rails are made outside of
these short sections, by means of wires le l, or plates or rods, secured to the parts.
The short sections of rails at the frog prevent a short circuit being formed when
the wheels pass over it, which would occur if the rails were insulated immediately
at the frog; and these short rail sections also make solid and strong joints with
the frog.
The object of another part of the Invention is to provide electrical connections
for turntables of electrical railways, which will not be liable to become short
circuited by the movement of the turn table.
This part of the Invention is illustrated in figures 12 and 13 of the drawings;
Figure 12 being a plan of the turn table; and Figure 13 a vertical section of the
same.
The turn table is composed of frame work A which is pivoted at a central point a
and is supported on rollers B, C, the rollers B being connected electrically by
wires rods or plates b (figure 18) with the rails D, E respectively of the turn table,
while the rollers C are insulated from such rails. These rollers B, C, travel on
a circular metallic track, divided electrically into two parts F, G, preferably by
means of short insulated sections H of sufficient length to prevent the formation of
a short circuit when the rollers pass from one part of the circular track to the
other. The two main parts F, G, of this circular turntable track, are connecter
electrically with the stationary rails, I, K, by permanent wire or other connections
c, d, respectively (figure 12) so that there is always a good electrical connection of
the rails of the main track or siding, in which the turn table is located whatever
may be the position of the turntable.
The turntable rails D, E, receive current from the main parts F G of the
circular track through the rollers B. It will be seen that an electrical carriage or
car can be run upon the turntable and have its position reversed, when by:
completing the circuit of its motor, it will receive current from the rails of the
turntable and will be moved off of the same,
Figures. 14. and 15. illustrate diagrammatically the arrangement which it is
preferred to adopt of the dynamo or magneto electric machines employed to supply
current to each section or division of the track. A represents a number of the
machines which are connected in multiple arc, or in series as shown, or they may be
connected in multiple series, that is, a number of series, of two or more machines
each, may be connected in multiple arc. The track is divided for purpose of a
proper distribution of the power into sections B, C, D, and so on of any desired
length. Each division may be for example ten miles in length, and, at a central
point, E, F or G, has a power station where the dynamo or magnelectric
machines are located, as well as the motive power for driving them.
The divisions or sections of track may be insulated or electrically separated from
each other (as shown in Figure 15) or the rails may be electrically connected and
continuous throughout the length of the road (as shown in figure 14).
The object of another part of the said invention is to secure good electrical
contact throughout the lines of rails and to prevent leakage across through the
ground.
In order to secure good contact the ends of the rails may be plated with nickel
or other metal, not easily oxidized by exposure to air and moisture and the inner

page_text: faces of the fish plates may be likewise so plated. In addition if desired one or
more copper strips may be used between the rails and fish-plates at each joint,
which copper strip or strips may also be so plated. In order to secure good
insulation from the ground, the rails, except at the top, are japanned and the ties
are dipped in a boiling insulating compound, of any suitable known description
preferably one of which asphalte and linseed oil are the principal ingredients.
This compound may or may not also contain a certain proportion of white sand.
The said invention is applicable to railways or tramways employing the two
traffic rails alone as conductors, as well as to railways or tramways having a third
or central rail forming one part of the circuit; and to carriages cars or vehicles
adapted for use upon railways or tramways of either of these constructions.
Having row described and particularly ascertained the nature of the said
Invention and the manner in which the same is or may be used or carried into
effect I would observe in conclusion that what I consider to be novel and original
and therefore claim as the Invention secured to me by the hereinbefore in part
recited Letters Patent is :
First: In electrical railways or tramways, the combination with one or more
electro-dynamic motors mounted on a carriage car vehicle or vehicles and
propelling the same, of an adjustable resistance, and a circuit controller and current
reverser substantially as herein before described.
Second-The plural field circuits composed of wires of different resistance per
unit of length for maintaining the strength of the field magnet of the electro-
dynamic motor, when the armature is running at a low rate of speed, substantially
as herein before described.
Third-The general arrangements and combinations of parts substantially
as herein before described and illustrated in Figures 1 to 10 inclusive of the
accompanying drawings.
Fourth The siding connected electrically with the main track and receiving
current therefrom substantially as hereinbefore described.
Fifth-Constructing turn-tables for electrical railways or tramways wherein
the stationary rails are connected independently of the turn-table substantially as
herein before described.
Sixth-The means herein before described, for securing good electrical contact
between the meeting ends of the conducting rails of an electrical railway or
tramway.
Seventh--The means herein before described for securing good insulation from
the ground of the conducting rails of an electrical railway or tramway.
In witness whereof I the said Thomas John Handford have hereunto set
my hand and seal this seventeenth day of October, One thousand eight
hundred and eighty two.
TH³ J. HANDFORD. (L.S.)