Rutland herald. [volume] (Rutland, Vt.) 1823-1847, 1844-02-15
THE ATMOSPHERIC RAILWAY.

To describe the Atmospheric Railway IN all its
detail, would occupy more space than we can de-
vote to the subject nor would such description
suit the general reader the following particulars
must therefore suffice.
Along the entire line and between the rails runs
a pipe which, on the Kngs,own and Oakley line,
is fifteen inches diameter. Along the entire length
ofthis pipe is slit or opening, through which
bar passes, connecting piston) which moves free
y in the plpe) with the carriage outside The ope.
ming at the top of the pipe is covered with n leath
ern strap extending the whole length of the pipe
and two inches broader than the opening Under
and over this leather strap rivc,cd iron plates
the top ones twelve inches, and haitian inch broad.
err than The opening, the bottom ones narrower than
the opening in the pipe, but the same length rs
those at the top One edge ofthe leather is screw.
cd firmly down, like common bucket valve, and
forms hinge on which 1t moves The other edge
of the valve falls into a groove this groove or
trough is filled with composition, made of bees
wax and tallow well worked by hand, so as 10
make it pable and tough, before spreading il in
the groove; this composition being pressed tight o.
gainst the edge of the leather valve which rests in
sufficiently so for all practical purposes As the
piston is moved along the pipe by the pressure of
the atmosphere, that side of,he valve resting on
The groove is lifted up by an iron roller, fixed on
the same bar to which the piston is attached thus
clearing opening for the bar to pass as it moves
along
The opening thus made allows the air 10 pass
freely behind the piston the disturbance which
takes place in the composition by the lifting of
the valve is again smoothed down and rendered
alright as at first, by hot iron running on the
top of the composition after the valve is shutdown
This has ac,ally been done when the piston was
travelling at the rate of seventy miles per hour,
and was smoolhed down alright after it by the
iron above mentioned. II is contemplated 10 the
place stationary engines along the line about three
miles apar, at each engine or station there is an
equilibrium valve fixed in the pipe, so that each
three miles or sections Of pipe can be either tx.
2 hausted or filled with air independently of the
other sections The equilibrium valve is made
7 to move freely out Of the piston by the Garage
while passing SO that The train passes from
one section Of pipe 10 on other, without any stop
e page. II is evident, that as The trac,ive fore,
10 ucII''u tioH INC pressure OF tHe dliHOspDeI'
Y on the piston, the amount Of force or pressure
# will depend upon two causes g. the extent Of OK
o hausion one side Of the piston, and the area 0
=, ; the piston itself On the Kingsown and Dalke,
Y line, the diameter OF the piston is Gheon inches
a the usual working exhaustion is from eighteen Il
d twenty inches, which propels six carriages file
D. with passengers amounting to about tbiry-fv
n tons) up an incline, averaging in 100, Il tn
n rate Of fony-fye miles per hour
nj Having now given such description of,he A
Is mosphcric Railway as will we hope. renders il
E. operation Ineligible 10 those n, MI convelsar
q with mechanics, we viii proceed to point ont il
at principal advantages over o,htr modes Of lost
s. motion.
First Economy IN construction. singl
b. line is sufficient for all purposes, which will col
ir vey more trains at given time THAI my exi
a ting railway with two lines this mmrnse advaI
lie tage arises from lis velocity, averaging fory'ii'
el miles per hour
H. Secondly. Economy in working bring fn
K. PEELED by stationary engines. taking nhout Of
III fourth OF the fuel Of locomotive TO do the san
work, AMI saving tie transit ofths hse'y sngsr