A NEW SYSTEM OF RAILWAY ADAPTED FOR THE TRAFFIC OF CROWDED STREETS OF CITIES OR TOWNS OR OTHER PLACES, OF CARRIAGES FOR SUCH RAILWAY, AND MEANS FOR PROPELLING AND STOPPING THE SAME, PART OF WHICH IS APPLICABLE TO THE ORDINARY RAILWAY SYSTEM
Year: 1870

page_text: LETTERS PATENT to William Robertson, of Chambers 73, Market
Street, Manchester, Engineer, for the Invention of "A NEW SYSTEM
OF RAILWAY ADAPTED FOR THE TRAFFIC OF CROWDED STREETS OF CITIES OR
TOWNS OR OTHER PLACES, OF CARRIAGES FOR SUCH RAILWAY, AND MEANS FOR
PROPELLING AND STOPPING THE SAME, PART OF WHICH IS APPLICABLE TO THE
ORDINARY RAILWAY SYSTEM."
Sealed the 27th June 1871, and dated the 28th December 1870.
PROVISIONAL SPECIFICATION left by the said William Robertson at
the Office of the Commissioners of Patents, with his Petition, on
the 28th December 1870.
I, WILLIAM ROBERTSON, of Chambers 73, Market Street, Manchester,
Engineer, do hereby declare the nature of the said Invention for "A NEW
SYSTEM OF RAILWAY ADAPTED FOR THE TRAFFIC OF CROWDED STREETS OF CITIES OR
TOWNS OR OTHER PLACES, OF CARRIAGES FOR SUCH RAILWAY, AND MEANS FOR
PROPELLING AND STOPPING THE SAME, PART OF WHICH IS APPLICABLE TO THE
ORDINARY RAILWAY SYSTEM," to be as follows:-
I insert in the side paths of streets a series of pillars in line somewhat
the line of lama moote at a pranon distance anout and of

page_text: a suitable height, so that a wrought-iron ring which I call a needle eye
may be attached to the top of each pillar, and of which needle eye no
part may by projecting interfere with ordinary street traffic. To suitable
fixings from the inner side of the top of these needle eyes I fasten a
series of brackets which receive and carry two rows of girders slightly
inclined, being kept at proper distance apart by the brackets, and by
binders suitably made and fastened to them. The angle at which the
girders lie is obtained by placing the wheels of the carriages to be moved
upon them on the inside feather on the lower side of the girder, the
angle of the feather at once requiring the adjusting of the wheel thereto
and the wheel clearing the edge of the upper feather. On the two
parallel rows of girders two sets of wheels run, two pairs of wheels being
connected by a bogie or frame, so that they run together, each pair of
wheels being capable of turning upon a pivot joint, by which in the case
of turning a curve they adjust themselves thereto. For this purpose I
place an arm at right angles from the wheel supports, which arm is
guided by a pulley at the end thereof, which fills the space between the
girders and so follows their outline when moved along and adjusts the
bearings of the running wheels thereto. I make the bodies of the
coaches as near circles as space and convenience will allow, to give
space and accommodation. I form them of several circles combined.
The outline of these circles I impress upon a series of wrought-iron
hoops and build the carriage timbers inside them, stiffening the
work partly by pressing them into the hoops, partly by the cross.
timbers for passenger seats and the timbers which sustain them, and
partly by the ends of the carriages themselves. Underneath the top of
the carriages thus made I pass from end to end, a beam so long as to
project at each end thereof, and to each end of this beam I connect a
rod suspended from one or more of the bogies resting on wheels on the
girders above described. By thesc means each carriage hangs upon the
bogies, and being so suspended they are capable of the strongest con-
struction by the use of the lightest material. I make the carriages in
short lengths, so that a train of them may pass easily round the smallest
street curves, and the space between their ends I fill with elastic or
jointed material suitable for expansion and contraction.
I propel the train by placing a rack longitudinally along, between,
and above the girders, the teeth thereof hanging downwards and a wheel
on an engine shaft gearing therewith. To give motion to this shaft I

page_text: prefer an upright cylinder engine in which to avoid shaking as much
as possible I use two pairs of cylinders, one of each pair striking in
opposite direction at the same time to equalize the effect. The floors of
the carriages I make nearly on a level with the floors of the first stories
of the streets, so that I am enabled to provide an entrance to and exit
from the stations through the first floors, and also to provide crossings
from one side of the streets to another by convenient bridges. I provide
junctions by making needle eyes of double or other convenient width,
and placing the length of girder next to them upon a joint, by which
means the end of the leading or following girder, as the case may be, is
shifted from one to the other of the double lines and the train led
accordingly. When a train is due at a station and another has not
been moved out of the way of it that the train due may be stopped,
I place on the side of the girder, a rail or rails set upon crank rods by
which it or they may be actuated from the station and lowered into a
V pulley or two V pullies where two rails are used, which ✓ pulley or
pullies I connect to a shaft and screw, by which the engine is stopped
and the break put on in the approaching train until the train in the way
has been removed. This method of potential signalling is also applicable
to common railways.
It is obvious that whilst the above system is specially useful for
crowded thoroughfares the traffic being entirely and safely removed from
the streets whilst yet closely connected with them, the same system of
railway may be modified and adapted for other districts than for streets
of cities and towns. Thus by a different form of pillars where ground is
plentiful, and where wood is abundant and cheap, railways may be
produced in country districts of a similar form at a very small cost.
It is also obvious that if instead of the girders being carried by
complete needle eyes one side of the needle eye be taken away the
trains may be drawn by horses instead of propelled by steam or other
power, while in country districts by modified pillars the horses may be
directly connected to the trains.
It is also obvious that the wheels by a simple modification may rest
upon a single row of girders instead of two rows, by making the girder
upright and bevilling the wheels in opposite directions so as to suit the
lower feather.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Robertson in the Great Seal Patent Office
on the 28th June 1871.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
ROBERTSON, of Chambers 73, Market Street, Manchester, Engineer, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-eighth day of December, in the
year of our Lord One thousand eight hundred and seventy, in the thirty-
fourth year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said William Robertson, Her special license that
I, the said William Robertson, my executors, administrators, and assigns,
or such others 'as I, the said William Robertson, my executors, adminis-
trators, and assigns, should at any time agree with, and no others,
from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend,
within the United Kingdom of Great Britain and Ireland, the Channel
Islands, and Isle of Man, an Invention for "A NEW SYSTEM OF RAILWAY
ADAPTED FOR THE TRAFFIC OF CROWDED STREETS OF CITIES OR TOWNS OR OTHER
PLACES, OF CARRIAGES FOR SUCH RAILWAY, AND MEANS FOR PROPELLING AND
STOPPING THE SAME, PART OF WHICH IS APPLICABLE TO THE ORDINARY RAILWAY
SYSTEM," upon the condition (amongst others) that I, the said William
Robertson, my executors or administrators, by an instrument in writing
under my, or their, or one of their hands and seals, should particularly
describe and ascertain the nature of the said Invention, and in what
manner the same was to be performed, and cause the same to be filed
in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Robertson, do hereby
declare the nature of my said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and
by the following statement thereof, that is to say :—
I insert in the side paths of streets a series of pillars in line somewhat
corresponding to the line of lamp posts at a proper distance apart and
of a suitable height, so that a wrought-iron ring, which I call a needle
eye, may be attached to the top of each pillar, and of which needle eye

page_text: no part may by projecting interfere with ordinary strect traffic. To
suitable fixings from the inner side of the top of these needle cyes I .
fasten a series of brackets, which receive and carry two rows of girders
slightly inclined, being kept at proper distance apart by the brackets
and by binders suitably made and fastened to them. The angle at
which the girders lie is obtained by placing the wheels of the carriages
to be moved upon them on the inside feather on the lower side of the
girder, the angle of the feather at once requiring the adjusting of the
wheel thereto and the wheel clearing the edge of the upper feather. On
the two parallel rows of girders two sets of wheels run, two pairs of
wheels being connected by a bogic or frame so that they run together,
cach pair of wheels being capable of turning upon a pivot joint by which
in the case of turning a curve they adjust themselves thereto. For
this purpose I place an arm at right angles from the wheel supports,
which arm is guided by a pulley at the ends thereof which fills the space
between the girders, and so follows their outline when moved along, and
adjusts the bearings of the running wheels thereto. I make the bodies
of the coaches as near circles as space and convenience will allow. To
give space and accommodation I form them of several circles combined.
The outline of these circles I impress upon a series of wrought-iron
hoops and build the carriage timbers inside them, stiffening the work
partly by pressing them into the hoops, partly by the cross timbers for
passengers seats and the timbers which sustain them, and partly by the
ends of the carriages themselves. Underneath the top of the carriages
thus made I pass from end to end a beam so long as to project at each
end thereof, and at each end of this beam I connect a rod suspended
from one or more of the bogies resting on wheels on the girders above
described. By these means each carriage hangs upon the bogies, and
being so suspended they are capable of the strongest construction by the
use of the lightest material. I make the carriages in short lengths, so
that a train of them may pass easily round the smallest street curves,
and the space between their ends I fill with clastic or jointed material
suitable for expansion and contraction.
I propel the train by placing a rack longitudinally along between the
girders, the teeth thereof hanging downwards, and a wheel on an engine
shaft gearing therewith. To give motion to this shaft I prefer an upright
cylinder engine, in which to avoid shaking as much as possible I use
pairs of cylinders, one of cach pair striking in opposite direction at the

page_text: same time to equalize the effect. The floors of the carriages I make
nearly on a level with the floors of the first stories of the streets, so that
I am enabled to provide an entrance to and exit from the stations
through the first floors, and also to provide crossings from one side of
the street to another by convenient bridges. I provide junctions by
making needle eyes of double or other convenient width, and placing the
length of girder next to them upon a joint, by which means the leading
or following girder, as the case may be, is shifted from one to the other
of the double lines and the train led accordingly. When a train is
due at a station and another has not been moved out of the way for
it I place on the side of the girder a rail or rails set upon crank rods
by which it or they may be actuated from the station and lowered
into a V pulley or two V pulleys where two rails are used, which V
pulley or pulleys I connect to a shaft and screw, by which the engine
is stopped and the break put on in the approaching train until the
train in the way has been removed. This method of potential signaling
is also applicable to common railways.
It is obvious that whilst the above system is specially useful for
crowded thoroughfares, the traffic being entirely and safely removed
from the streets whilst yet closely connected with them, the same system
of railway may be modified and adapted for other districts than for
streets of cities and towns. Thus by a different form of pillars whero
ground is plentiful, and where wood is plentiful and cheap, railways
may be produced in country districts of a similar form at very small
cost.
It is also obvious that if instead of the girders being carried by
complete needle eyes, one side of the needle eye be taken away the
trains may be drawn by horses instead of propelled by steam and
other power, while in country districts by modified pillars the horses
may be directly connected to the trains.
It is also obvious that the wheels by a simple modification may
rest upon a single row of girders instead of two rows by making the
girders upright and bevelling the wheels in opposite directions so as to
suit the lower feathers.
And in order that my Invention may be more fully understood and
more readily carried into effect, I will now proceed to describe the
same, reference being had to the accompanying Drawings on four
Sheets, in which Figure 1, Sheet 1, represents a side elevation of part

page_text: of my Invention; Figure 2, Sheet 1, an end elevation of certain parts
thereof.
Figure 3, Sheet 2, represents a transverse section of a street general
arrangement and street crossing.
Figure 4, Sheet 2, is a detail view of the propelling rack.
Figure 5, Sheet 2, shows the method of forming a junction.
Figure 6, Sheet 2, represents a return terminus.
Figure 7, Sheet 2, shows a sectional elevation of the boiler.
Figure 8, elevation of feed water heater at the termini.
Fig. 9, Sheet 2, shows the method by which station masters or other
servants may stop an advancing train in danger; Figure 10, Sheet 2,
shows another modification of the same.
Figure 11, Sheet 3, shows an end clevation of complete needle eye
adapted to a single girder.
Figure 12, Sheet 3, shows a similar needle eye adapted for two girders.
Figure 13, Sheet 4, represents an elevation of a line made according to
my Invention in a cheap form for country districts; Fig. 14, Sheet 4,
an end elevation of the same.
Figure 15, Sheet 4, shows wire rope traction applied to country or
cheap form; and Figure 16, Sheet 4, side elevation thereof with modified
pillars.
Fig. 17, Sheet 4, an elevation of the hanger for the wire rope and
other forms of direct traction on enlarged scale.
Figures 18 and 19, Sheet 4, show modifications of the pillar.
Figure 20, Sheet 1, shows the method of reversing the engines.
a is a series of pillars fixed in the soil to a sufficient depth in line
somewhat corresponding to the line of lamp posts, and of sufficient
dimensions to bear the strains coming upon them in all directions;
b, b, is a row of girders, wood or iron, stretching from pillar to pillar,
the distance between the length of which and the girders as a matter
of course may vary with their load or the weight which they may be
required to carry, and fixed at such a height upon the pillars that when
the carriages rest on or hang from them the lowest part thereof shall
be sufficiently high above the roads or streets, or the crossings thereof,
that the highest loaded vehicle shall pass clearly underneath the same.
The wheels of these carriages rest upon or hang from the upper side
C

page_text: of the girders so as to embrace either the girders themselves or a piece
of hard wood or iron rod laid for the purpose upon them. Thus the
wheels whilst resting upon are guided by the girder. These wheels c
I make in pairs, and bind together in bogie fashion C¹; the bogies C¹
are so adjusted that the middle between the wheels is also the middle
between two carriages. At the point of the junction C I place an
upright rod or shaft C³ so freely set as to allow the carriages not only
to turn in going round a curve, but also freedom as by a universal
joint to admit variation in angle required for going over a hill, and
generally to adapt itself to the contour of the country or street. It
is not necessary that there should be a bogie over each end of each
carriage, inasmuch as the preceding bogie or following bogie may be
made to adjust the preceding or following suspension wheel to the
girder. An instance of this is seen in the case of C, Fig. 1, Sheet 1,
in which the last one of the wheels of the engine carriage is squared
by the carriage coming behind it, the leading one by the boiler bogie
going before it; the suspension wheels c, c³, of the engine are therefore
not placed upon bogies, but turn upon their peripheries as directed by
the preceding or following bogic through the arm d, as shewn, Figure 1,
so as the wheels above the girder and the driving wheels below it are
always in line. The carriages for passengers (see the end clevation,
Fig. 2, Sheet 1) I make a combination of circles, thus the circles g and g¹
are circles of the same form and dimensions, and constitute one the top
and the other the bottom of the carriages; the lines g³ and g³ connect
g and g together and form respectively the sides of the carriages, the
surfaces being bound by hoops d'in form not unlike a packing box, by
which form strength and lightness are combined. I place at each end of
cach passenger carriage a continuation e of about two feet in length to
serve as an admission and exit chamber, and also for passengers' luggage,
in the ends of which continuations I form universal joints more or less
rigid, by which the different carriages are connected together yet are
free to turn. Around the carriages so made, or rather in which the
timbers of the carriages are fitted and fastened, I place a scries of
iron hoops d¹ of sufficient strength, as above stated, to receive and carry
the load. These carriages I make into short lengths, such that a train
may easily turn round a curve of very short radius. I place within the
carriages longitudinally at the top thereof a stiff bar e', which shall serve
two purposes, firstly, to bear the load; secondly, by means of joints c²
at the ends thereof or under the hood or continuation above mentioned

page_text: to constitute a joint so as to connect the respective carriages together.
I also place a similar bar e² underneath the carriages, which also serves
several purposes, firstly, to be fitted with corresponding joints to those
of the above-mentioned bar; secondly, to support and stiffen the bottom
of the carriage, and also that the edges thereof may by striking upon
two pulleys e³, e*, suitably placed near the top of the pillars and on
the ends of the spring levers o, o¹, may serve to counteract any tendency
the carriages may have acquired to swing from side to side. Within
the carriages and underneath the seats thereof I place a series of
timbers p, p, by which the carriages are strengthened and the seats
sustained; the seat boards have also a similar effect, that is, to give
strength and stability to the carriages. The window lights p² I place
at an angle of 30 degrees or thereby from the middle of the top of the
carriages, the object of this high position of these lights is to prevent
passengers from seeing into chambers as they pass along, and for
cushioning purposes I also place upon the timbers p, p³, before men-
tioned by which the seats are sustained a flooring of timbers in a
longitudinal direction, by which the treading of the passengers' feet is
prevented from injuring the timbers of the carriages, whilst damp and
dust are prevented from doing the usual amount of injury to both
health and comfort. At each end of each of the bogies a wheel is placed
upon which the carriages run.
For the purpose of obtaining the purchase or leverage by which
motion is communicated to the carriages I fix underneath the girder
longitudinally a rack &, see Figure 4, Sheet 2, whose teeth point down-
wards, into which the two wheels q and q¹ from the engine carriage take,
which two wheels q, q', have the effect, firstly, by being double of doubling
the strength of the rack; secondly, of keeping up the equilibrium of
the carriages which sustain the engines. The wheels have equal power
exerted by or through them, so that each has half of the power or strain
required, and the portions of the rack acted on by each have therefore
two strains of equal amount upon it and therefore double power in all,
The engine wheels are some distance apart, and thus have a leverage to
keep the engine carriage steady, whereas if only one wheel was in gcar
instead of two it would have as much tendency to turn the carriage
round as to take it forward. The engine carriage I also suspend sɔ
that the wheels are always in line with the rack, the wheels above and
below the girder being always in line with each other. These engines

page_text: I also make with eight cylinders, which serve a double purpose, firstly,
every second engine cylinder acts in direction opposite to the first,
and so produces steadiness by counteraction; secondly, the discharge of
steam is so constant and regular and so small in amount from each
cylinder that the peculiar cough of locomotive or other engines which
frightens horses and disturbs dwellers in any particular neighbourhood
or passers by therein is avoided. The cylinders of the engine I set at
right angles the one to the other, which has the well-known effect of
making one eccentric serve for two cylinders.
To reverse the engines I place the shaft q³, sec Fig. 20, Sheet 1,
underneath the main shaft q3³, upon which I place an epicyclic train or
differential motion, the intermediate or middle portion of which is
capable of being moved to any point, and the eccentrics brought thereby
to the exact position required, and also the cylinders made to work
back or forward in perfect harmony. Otherwise I place the wheel q' in
gear with the wheel q³, having a snug 9º giving motion through the
circular slot q7 to the shaft q, so that the engineer may reverse the shaft
to the other end of the slot and so reverse the engine. I also crect over
the top of the discharging chimney a cone-shaped funnel of considerable
length, and horizontal in position, shown in Sheet 4, Fig. 13, by which
and within which the steam is allowed to expand before discharging
itself into the atmosphere. This funnel I also make to extend in both
directions so as to suit the direction of the wind and to utilize the power
of the wind in clearing away smoke or steam. I also make the pillars a
capable of carrying two lines of railways, one line on each side thereof,
see Figs. 16, 18, and 19, Shect 4, the connection between the two lines
at cach terminus being a semicircle, see Figure 6, Sheet 2, by which
the carriages are passed from the up to the down line, and vice versa.
I also make junctions anywhere in the course of the line, see Figure 5,
Sheet 2. In this Figure ' represents one line, ³ represents a continuation
thereof but in a different direction, ³ the joint on which turns, /* the
corresponding joint for the opposite line, ½ a cross line over the others
by which the change is effected; by this arrangement the carriages are
kept those on the up line to the up line, and those on the down line to
the down line. The arrangement necessitates a semicircular linc as
above stated at each terminus for each direction in which the carriages
run. By the arrangement also cach pillar contains the girder for cach
line, and where the traffic warrants the erection of one up and the other

page_text: '
down considerable first cost is thereby saved and the after management
is simplified. When a train is due at any station and another one has
not been moved out of the way thereof, I place the following apparatus
under the charge of any porter or station master at such station by which
to stop the advancing train. The following means are employed for this
purpose-Upon the engine carriages I place the V grooved pulley j',
Fig. 9, Sheet 2. On the girders over this pulley I place a series of
hanging levers capable of being turned upon their centres by hand, so
that a line suspended thereon may be dropped by them into contact with
the V pulley and impart motion thereto. This pulley is fastened on a
shaft K on the engine carriage, which shaft has a screw thereon, the nut
on which screw as it advances shuts off the steam and applies the breaks.
By this means all danger of collisions is simply and effectually avoided.
The same method is also applicable to common lines of railway, in which
instead of the pulley ; having a groove cut therein another pulley j¹
may be furnished with a series of vanes, and underneath it in a hollow
in the line of rails a trough containing water being so placed that when
no danger exists these vanes may pass easily over the water, being lowered
for that purpose, and when danger does exist by the short bend above
described in the rails also either the trough containing water may be
lifted up to catch the vanes and so motion may be imparted to pulley j',
or water may be turned into the trough at such a number of places or
so frequent intervals or in such quantity as to produce readily the same
effect. This method is shewn Sheet 2, Fig. 10. I shew also on Sheet 4,
Figs. 13, 14, 15, 16, 17, 18, and 19, the following method employed of
another system of erection of permanent way of railway more suitablo
for country districts:-The pillars in this method of construction are fitted
up in the A form and constructed of timbers of suitable size to bear the
load. The girders are partly suspended from the top of a series of caps
or cross bars 8, partly borne and kept in position by timbers s¹ joining
them to one of the side legs of the A brackets aided by the rods &².
The height of the carriages at the bottom thereof in this form is such
that they will pass freely over hedge rows and any animals that may
be in the way, as sheep, cattle, or horses. The other parts are fitted up
in precisely the same way as above described with reference to the first
form of erection, both forms being applicable to carry both goods or
passengers, to drag boats on canals or rivers, to afford facilities for
dropping materials, as coals or stones, for depositing manure for culti
vating fields, building aqueducts or culverts, and for carrying materials

page_text: to be deposited in a tideway. The method of suspension employed in this
system of railway will also be found to carry goods or passengers without
sideward shaking, will constitute a safe and expeditious method of feeding
principal lines of railways carrying freight or passengers from dock to
railway stations, or from one dock to another. A line between two
country villages will be fitted up for about £300 per mile, and a double
line in a crowded city of a more substantial form and material for
about £600 per mile or more as the taste of the inhabitants may guide
or direct.
form.
I now proceed to describe the form of boiler I adopt and adapt, (see
Fig. 7, Sheet 2, to the engine suitable for this line or for line of common
This boiler I form of three distinct parts or portions t, t¹, t. The
upper portion t carries a supply of water. The intermediate portion t¹
contains the water in action and the steam way. The lower portion ť
contains the fire space. These three portions are distinct one from the
other. The water space t is always filled at the stations or termini, and
is of fixed height, as is also the fire-place t. The portion in action t¹, the
real boiler, is swung upon a balance lever, a weight on which equilibrates
the water supply, but is not equal when waste has taken place; at this
period the weight is too heavy and lifts the boiler, and in so doing opens
a connection valve t* between the real boiler t¹ and the water space tat
the top and water supply as thereby effected. I also place at the stations
or termini a closed vat, boiler, or tub to filled with water and heated by an
independent fire so as to attain the heat of the boiler on the train, so that
when the engine arrives at such station or terminus by making a joint
between a pipe on the engine water space t, and station vat or boiler, the
water may be passed from the vat to the engine water space t, and by a
second connection to a second vat w such that the steam of the first may
be passed on to the surface of the water on the second, cold water may
be admitted to the first vat in readiness for another supply. By this
arrangement water is supplied to the water space, and from the space as
it is required to the real boiler.
Having now described the nature of my said Invention, and the
manner in which the same is to be performed, I declare that I claim as
secured to me thereby,―
Firstly. The methods described and shewn on Sheets 1, 2, 3, and 4,
by which the permanent way of a railway for goods or passengers may
be fixed overhead, and the methods by which the carriages to run there-

page_text: upon may be suspended therefrom together with the junctions shown
Figure 5, Sheet 2, and the circular terminus Fig. 6, Sheet 2, by which
carriages are passed from the up to down line and also turned round,
propelled either by horse, steam, or other power.
2ndly. The methods described and shewn whereby the purchase for
propulsion may be obtained from the teeth of a rack pointing downwards
and fastened to the permanent way.
3rdly. The various arrangements described and shewn by the com-
bination of which the coughing of steam on its exit from an engine is
rendered inocuous by employing a number of cylinders which throw
their steam into a double conical tube placed longitudinally to receive
steam and smoke and a current of air passing through to meet it, also
the form of boiler and the method of filling the same with hot water
at stations, see Figs. 7 and 8, Sheet 2, and the method of regulating
the water supply by the lessening weight of the evaporating boiler.
4thly. The method described and shewn whereby people at any station,
as keepers, porters, and other servants, and who are in possession of
knowledge of danger, may be empowered to stop an advancing train
together with the means by which they are able to do so, see Fig. 9,
Sheet 2.
5thly. I claim the method Sheet 4, Figs. 15, 16, and 17, by which a
wire rope x may be conveniently adapted for the haulage of carriages on
this system of railway.
6thly. The method described and shewn by which a bar fixed longi-
tudinally along underneath the carriages prevents undue side oscillation
by acting against pulleys on spring levers suitably placed, see Fig. 2,
Sheet 1.
In witness whereof, I, the said William Robertson, have here-
unto set my hand and seal, this Twenty-seventh day of Junc
WILLIAM ROBERTSON. (L.S.)