Wood County reporter. [volume] (Grand Rapids [i.e. Wisconsin Rapids], Wis.) 1857-1923, 1891-01-29
French Engineers Ingenius Contriv-
ance TO Utilize Water as a Motive
Power.
Using Sliding Shoes Instead OF
Wheels, the Motor Resembles a
Xdge Oh ice.
By Hydraulic Pressure d Film OF
Water is Forced Between the
Shoe and the Rail.

The ldeasOf railway IN which the car
riage should be propelled by hydraulic pow
er whilst the resistance due to friction on
| The rails should be greatly reduced by the
| substitution of sliding surfaces for wheels
film of water being at all times inter
| posed between slides and rail, is due to
| NJ. Girard, eminent French hydraulic en-
gineer, and dates some forty years back.
Shortly before the outbreak of the Franco
/ German war, NJ. Girard commenced the
/, construction of line on his system be-
tween Paris and Argenteuil; but during
the hostilities that ensued the works were
destroyed and the engineer killed. Owing
| to NJ. Girard's death, the invention fell
into allegiance until recently revived by NJ.
Barre, a former colleague. At the Paris
exposition of 1889 short line OF this
| system attracted considerable interest,
whilst no visitor to the exposition held in
| Edinburgh in 1890 can have failed to no.
| tice this novel innovation In the modes
of rapid transit.
| Before passing to an examination of the
special features of the invention. and its
advantages and adaptability under gener-
al or exceptional conditions of working or
surroundings, we will freely lay before
our leaders succinct of the general
principle of the new railway.
Two particular points of novelty claim
attentlon-the sliding surfaces in substitu-
ton for wheels and the means of propuI-
sion. Dealing first with the paths or
sliding surfaces, each carriage is fitted
with four or six sliding shoes, which glide
along a broad, fat rail, thin film of
water being continually forced by hydrau-
lie pressure between the shoe and the up
per surface of the rail, so that the carriage
may be said to float along its rails; the
the motion closely resembling the pleas
ant, easy passage of a sledge across smooth
ice. 1t may here be noted that M. Guard
| at the COMMENCEMENT OF his experiments
proposed to float his carriages on COM
| pressed air, but speedily abandoned this
| medium In favor OF water under pressure,
as means of reducing to the lowest pract-
icable limit the friction between the sup
ports of his carriage and the rails bearing
them. The quantity of water required to
maintain a constant film between the
''patin" and rail-surface is necessarily
considerable, and is supplied by tender
accompanying the train and charged with
pressure at intervals. In the case of trains
running considerable distances a steam
engine is required on the tender to main
tain the requisite pressure without stop
| age.
| Without going into minute technical
details as to the shoes, we may state that
precaution has beer taken in their design
to minimize the consumption of water,
and that arrangements are made all along
the line for catching the expended water
IN trOughs, with view to its subsequent
utilization.
| Turning, now, to the means of propul-
sion. Each carriage is furnished beneath
its seats witbNwhat may be termed d
straight turbine, that is, stout bar run
ming the greater part of It's length, and
| furnished on either side with a series of
cup-like recesses In front of each other, and
compa1 able to a water-wheel whose cir
| 4umference has been hattened, and to
which a second water-Wheel similarity
| treated has been secured back to back. Jets
| placed at intervals along the line, and I'M
! der considerable hydraulic pressure, M
pinge on the series of cups, and impart
great impetus to the carriages. lngeni-
Gus arrangements are made for opening
and closing the jets. A lever placed in
front Of the train opens the jets as 1t pas
ses over them; while imllar mechani
! cal contrivance placed at the rear Of the
train closes the jets when the train has
duly passed ovei them.
Into the numerous devices and adjust
ment requisite to secure the efficient work
ing of this part Of the gliding railway it is
foreign to our purpose to enter; sufficient
to point out that great mechanical re-
source has been brought to bear on these
| details, and the regularity and efficacy
with which they have operated the lines
already laid down on this system testify
aJundanty to the skill and ability of the
designer.
A special feature in connection with the
vehicles employed On the new class of rail
way now under consideratlon-we had al
most said rolling stock lis their light
ness. Owing to the entire absence OF all
jar, shock, and vibration the carriages ad-
nit of considerably less solid framing than
in the case of their prototypes or ordinary
lines. NOttonly docs considerable saving
In first cost result from such economy in
construction; but permanent reduction
in lightweight to be hauled forms fav-
orable item in the advantage of the in
vention.
A further feature Of economy is the saw
ing or all oil and grease required for lub-
rIcatlOn the wheels, an item OF cost in the
working expenses OF railways that would
fairly astonlsh those unacqualnted with
the heavy sums annually disbursed by our
leading lines for such comparatively minor
stores.
The excellent and efficient brake-power
inherent to the gliding railway deserves
some passing notice, as it entirely obviates
any necessity for other brakes, being In
itself both ample and speedy. Nothing
further is requisite beyond stopping the
the flow Of water between the gliding shoe
the rail, the friction between shoe and
rail on dispersion of The film Of water
usually between them being quite suf-
fcien0 to bring the train to stand-still
in a very short time
Among the special advantages Gained
by It's lntroducers for this new competitor
| as means of popular locomotlon we have
already mentioned all absence of vibration
and jar, together with side-rolling mo-
| ton; to these may be added the pleasant
gliding motion, comparable to sleighing
over Ice, and the ebsense or all noise,
! dust and smoke. The inventors are SAN
guine of attaining as high speed as 100
miles per hour, with the greatest facility
| Tor bringing the train quickly to a stand
still.
These qualifications would appear to
eminently fit the gliding railway for ser
vice in cities and tunnels, where noise aud
smoke form so serious draw back; and we
understand that the new project has been
faborably regarded by so great an author
| lty on railway matters as Sir Edward
Watkin, whose connection with the under
ground railways of London and with the
proposed channel tunnel doubtless indi-
! cates that be has recncuized the adEan-