Improvements in Railways in which the Vehicles Slide under Hydraulic Propulsion.
Year: 1888

page_text: Date of Application, 6th July, 1888
Complete Specification Loft 8th Apr 1880 Accented 6th July 1889
PROVISIONAL SPECIFICATION.
Improvements in Railways in which the Vehicles Slide under
Hydraulic Propulsion.
I, CHARLES ARMAND ATHANASE BARRE, of 2 Rue Brochant Paris Engineer do
hereby declare the nature of this invention to be as follows :-
This Invention has for object improvements in railways in which the vehicles slide
under hydraulic propulsion and has reference to an hydraulic railway of the
L. D. Girard type, which is well known.
This invention relates 1, to a slide in stable equilibrium and yet capable of
oscillation.
2, to a fixed rail incapable of longitudinal displacement.
3, to an injector with an automatic discharge and which cannot be frozen up.
4, to a deadening gauze or screen designed to destroy without noise the momentum
of the water of the injector.
5, to means or devices for causing the train to move backwards and forwards.
6, to an arrangement for uniformly distributing the load upon the slides of the
same vehicle.
7, to an arrangement ensuring the automatic stoppage of the train at terminal
stations.
I will now proceed to describe my system with reference to the annexed sheet of
drawings which is however merely illustrative.
In an improved slide according to this invention the pressure is situated above the
point of application of the suspension rod. This slide is capable of oscillating freely
around the said bearing point.
Further, the points of interruption of the grooves which are traversed by the water
before discharge, are arranged in a systematic manner."
Figs. 1, 2, 3, 4 illustrate by way of example an arrangement of slide which fulfils
these conditions.
Fig. 1 is a section on the line 1-2 of Fig. 3.
Fig. 2 is a section on the line 3-4 of Fig. 1.
Fig. 3 is a plan and
Fig. 4 is a view of the underside of the slide.
The pressure water coming from the tender passes into the slide through a flexible
pipe or hose by means of the union T (Fig. 1). Being almost wholly retained by
the grooves formed in the "guide pieces" of the slide, the water can only escape in
very small quantity between these guide pieces and the surface X Y of the rail, and
accumulating in the interior of the slide, it there compresses the air, forcing it into
the upper portion. When the pressure of this air is sufficient, the slide, together
with the load which it supports through the medium of the suspension rod S, is
thus slightly raised and all metallic contact with the rail disappears.
Referring to Figs. 1, 2 and 4 and especially to Fig. 4 which is a view of the under-
side of the slide, it will be understood that the lower opening of the slide A. B. C. D,
is the area of the bearing surface of the water upon the rail, and corresponding to it,
there is in the upper parts of the slide, an equal horizontal projection of surface upon
which the water exerts its reactive force, either directly or through the medium of the
compressed air.
This reactive force is the pressure which raises the slide. It acts upon surfaces
which are situated at different heights; upon the under surface of the footstep which
supports the suspension rod as well as on the ribs which connect the same to the walls
of the slide; but the effect is the same as if it acted upon a horizontal surface equal
to A. B. C. D passing through the centre of pressure.

page_text: The arrangement of the slide herein described is such that the centre of pressure
is situated in a horizontal plane M N above the bearing point P of the suspension
rod S.
This fundamental condition is indispensable to the stable equilibrium of the slide
when it is subjected to internal pressure acting upwards, but it is not sufficient.
The slide must be capable of oscillating about the bearing point P in order that
the resultant pressure, the point of application of which is at the centre of
pressure, may constantly bring this latter to the vertical line passing through
the point P.
The suspension rod has sufficient play in its footstep to allow of this oscillation
of the slide around the point P.
Two retaining plates R and R¹ (Fig. 2) fixed on the slide, surround the suspension
rod and enter to a certain extent into a groove or channel on this rod. These plates
without opposing the oscillations of the slide, prevent the latter from separating itself
from the suspension rod.
The same result may be obtained by slightly swelling the lower portion of the
suspension rod situated below the two plates R and R' and by leaving a sufficient
play between the under side of these plates and the top of the swelling.
The grooves of the guide or slide pieces of the slide (Fig. 4) are interrupted
in ten points i arranged systematically; namely, one at each end of the longer
axis, one at each of the four corners of the slide, and two on each of the
'long sides.
This arrangement prevents all current of the water contained in the grooves, both
on the small sides as on the larger sides, and increases the stability of the slide
under pressure.
The points of interruption of the grooves are arranged "bafflewise" in such a
manner as to reduce to a minimum the consumption of water of suspension.
Four guides G (Fig. 3) of gun-metal are fixed to the four angles of the slide so as
not to allow it to leave the rail.
"
Fig. 5 shows the manner in which the slides are attached to the longitudinal
beams of vehicles.
The rod S which may be of iron or steel, is guided by two bearings T firmly fixed
to the longitudinal beam L which prevent all shifting of the rod S from its normal
position but allow it a vertical movement.
Between these two bearings there is a laminated spring F, fixed to the guard
plate U of the lower bearing, which ensures a uniform distribution of the load upon
the four slides which support the wagon.
The improved slides which I have just described, offer several very important
advantages over Girard's slides; they are always in a state of perfect equilibrium
notwithstanding that the upper surface of the rails may vary from the horizontal. More-
over, as the water has not any current there is no friction produced during the
operation of the improved slide, and the coefficient of resistance to friction is
reduced to a minimum.
The improved rail is so arranged that there can be no longitudinal movement, and
no difference of level between the adjacent ends of any two rails.
Figs. 6, 7, 8 and 9 illustrate by way of example a rail which fulfils these conditions.
In these Figures like letters indicate similar parts. Fig. 6 is a longitudinal elevation
of the arrangement and Fig. 7 is an end view of the same. Fig. 8 is a plan of the
arrangement and Fig. 9 is an elevation of an entire rail.
The rail is of steel or cast iron.
In the example shown the rail is about 3 m. long. The upper surface d d and its
two side surfaces de (Fig. 7) are machined.
The holes o (Fig. 7) are pierced at each end by means of a steel template which
• fits exactly upon the machined surfaces.
The rail rests upon longitudinal sleepers or upon stone blocks by means of six
luas abc (Fig. 9).

page_text: The two lugs c in the centre are provided with serrations which enter into the
sleepers or into the grooves filled with lead formed in the stone blocks.
These serrations are opposed to any longitudinal shifting of the rails when the train
is being stopped, and the slides bear forcibly upon the rails.
If, for example, the rails are placed upon metal longitudinal sleepers the same
result is attained by fixing or wedging the central lugs c on each side of the
said lugs.
The rail is further fixed upon its supports by means of six bolts.
Figs. 6, 7, 8 illustrate the improved rail joint. The end
is carried foremost when laying the track.
When the rail A is placed and securely fixed by its
of the rail A (Fig. 6)
1
bolts, a guiding pin g
(Fig. 6) of steel is placed in the hole o (Fig. 7) through apertures h formed in the
side faces.
There is then placed in the notches of these apertures a cross piece or stop t of iron;
designed to secure the pin against possible recoil.
The pin enters with easy friction into the holes o, that is to say, it is only about
To of a millimetre less in diameter than the holes o.
The hole pierced in the end of the rail B is blind with the exception of a small
hole s in its end designed to allow of the insertion of a punch to drive out the pin
when required.
When the guiding pin g is in place and secured in the end of the rail A, the end"
of the rail B is brought up to it in such a manner that the hole in the latter is fair
for the entrance f of the guiding pin.
The cross beam of the rail laying device having been engaged in the apertures h,
the rubber cord r is placed into one of the curved grooves of the rails (Fig. 7).
Then the front end of the rail B is slightly raised so that the serrations of the central
lug shall not rub against the sleeper, and the two rails are pressed one against the
other by means of the rail laying apparatus.
When the rubber cord r is sufficiently compressed to make a tight joint, and the
play between the rails is sufficient to provide for expansion, the rail B is allowed to
rest upon the sleeper without loosening the rail-laying apparatus; the pins of the
central lugs are then fixed and they are tightened so as to cause the serrations to enter
wholly into the sleeper. The rail-laying apparatus is then removed and the pins at the
ends are inserted. The following rail is laid in the same way.
When it is required to replace a rail, the cross pieces t t of that rail and of the
preceding one are first removed; then the guiding pins are removed through the
apertures h by means of special pincers. If the pins should stick fast, they can be
knocked out by means of a punch through the apertures i. The bolts of the rail to be
replaced and those of the preceding and of the following rail are removed and the
rail is changed. When the rails have been placed in position; the guiding pins are
first inserted and then the bolts.
In the trials. with his slide carried out at La Jouchere, Girard never paid particular
attention to the difference in level of the rails, since he attributed to his slide the
entire friction which he found at the several points, such as at the joints of the rails;
he therefore never attempted any special system of joining the rails with the object of
avoiding such differences of level.
In the system of rail the differences of level that may occur are not capable of
reaching the normal thickness of the layer of water compressed between the guards
of the slides and the top of the rails.
The result is therefore that all the economy resulting from the form of the slide
hereinbefore described is realized.
The improved injector is not affected by frost, and to this end the discharge from
the nozzle is effected in an automatic manner when the injector is closed.
•
Figs. 10 and 11 are respectively a vertical section and a plan of an injector
constructed according to this invention.
Similar letters refer to like parts.
.

page_text: .
A discharge hole o shown dotted in Fig. 11, is formed in the side of the lower part
of the nozzle B.
This hole is closed by a flap or valve ƒ (Fig. 11) which is moved by the piston of
a cylinder a.
This cylinder is controlled by the automatic cock (Figs. 10 and 11) which
receives the pressure water from the chamber C by means of a pipe b and delivers it
into the cylinder a through the pipe c:
The cylinder A, serving to open and close the injector, is controlled by the
automatic cock R which also receives the pressure water from the chamber C and
directs it into the cylinder A through the pipe D.
The plug of the cock R is operated by the needle of the sliding train, during the
passage of the same, by means of the controlling rod T. This rod carries a forked
arm M which in its turn controls the plug of the automatic cock r.
When the train 'turns the plug of the cock R to open the injector, the controlling
rod T through the medium of the arm M, also opens the cock r which sends the
pressure water into the cylinder a; the valve f immediately bears upon its seat, and
the injector ejects the water upon the turbine of the train through the nozzle B
without loss at the orifice o.
When the train has passed and has shut the injector, the arm M turns the plug of
the cock r in such a manner as to place the bottom of the cylinder a in communication.
**with the atmosphere; the springs (Fig. 11) then immediately pushes back the piston,
and the discharge valve fopens to allow the water which remains in the nozzle B to
flow away.
The automatic discharge from the nozzle of the injector may also be effected by
means of the apparatus shown in Fig. 12.
When the injector is working and the water under pressure tends to escape by the
orifices o, o¹, the strength of the current forces the valve c on to its seat, and there is
no loss of water. When the injector is shut there is only a pressure of 1 metre to
1-50 metre in height of water upon the valve (viz. a pressure of about 0-1 to
0-150 kilogs. per square centimetre) which the spring r is capable of overcoming ;
the valve then opens and the water remaining in the nozzle flows away through the
discharge pipe t.
The valve is guided by ribs a in the orifice o' and by a cross shaped guide g at its
other end.
In the con-congealable injectors constructed by Girard, the discharge orifice was
always open and the water escaped not only when the injector was shut but more
especially when it was open.
This improved injector on the contrary does not allow the water under pressure to
escape
The economy effected by its use on a horizontal track where there is seldom more
than a single injector in communication with the turbine of the train, is not
considerable, but on an incline where there are always several and even a considerable
number of injectors open at a time, this economy may exceed 6%.
In a sliding railway according to this invention there is arranged a "deadening"
gauze designed to destroy without noise the momentum of the water coming from
an injector when it passes out from the turbine.
When the propelling water passes out of the turbine of the train, it has still a
considerable velocity which would draw it out of the track if the momentum due to
this speed were not destroyed.
In order to attain this object 1 place upon the track in relation to each injector, a
frame of iron across which are stretched very fine galvanized metallic sheets, between
the two last of which is clamped a horsehair cloth. The water passing out from the
turbine loses a portion of its momentum whilst passing through each of the metallic
sheets and comes to a standstill against the last ones whence it escapes into the
collecting channel of the track, arranged as in Girard's system.
'
Another feature of this invention relates to means for effecting, when the train has

page_text: stopped, the opening and shutting of the injectors of the track when requires, from
the tender, for moving forward or starting again, in the one or the other direction.
Fig. 13 is an elevation in partial section of an arrangement of parts fulfilling these
conditions.
:
Figs. 14, 15 and 16 show the various positions of the connected controlling cocks
situated on the tender. These cocks, start the apparatus as desired by the driver or
guard of the train.
When the train stops on the track for any reason, the injector which happens to be
engaged with the turbine of the train is at an undetermined spot in relation to the.
length of the train
Notwithstanding this the driver of the train must be able to open and shut this
injector quickly without leaving the tender which is his post of control.
In order to achieve this result, a hollow or solid rod or bar A (Fig. 13) is
arranged under each vehicle and along its whole length. It can turn in bearings
fixed to the cross beams of the frame a and is situated in the vertical plane passing
through the middle of the extreme positions M and M³, of the arm which controls
the injector.
It carries, through the medium of the arms S, S' (of suitable shape and number).
two other bars B and C of the same length as itself which pass at a suitable distance
from each of the extreme positions M and M' of the arm of the injector..
On the bar A, near the middle cross beam of the vehicle, is fixed a pinion D,
engaging with a rack E whose cylindrical extension forms the piston rod of a piston
having double cupped leathers, and capable of moving in the cylinder F.
When the bars are in the position A B C the piston is in the middle of its stroke."
It is maintained in this position by the weight of the arms S S and of the bars B C,
and also by two springs R. R' which bear upon a guide G and upon the extension of
the piston rod.
Two pipes t and t¹, extending the whole length of the train, can convey the water
to either of the sides of the piston, either by the aperture o which corresponds to the
pipe t, or by the aperture o¹ corresponding to the tube t¹.
This distribution may be effected at will in one or other direction, by means of the
connected controlling cocks situated on the tender.
Each of the two connected cocks can cause its corresponding pipe to communicate
either with the accumulator on the tender by the piping P (Fig. 14), or with the
free air reservoir by the two pipes B B. The three pipes T P B-T¹ P B open into
the casings (of the cocks) by apertures which divide the circumference of said casings
into three equal parts.
The position of the apertures of the pipes B¹ is controlled by the position of the
plugs when they occupy the position shown in Fig. 16.
The plugs of the two. cocks are connected by means of two gear wheels U U of
equal diameter, in such a manner that when the handle z of the plug of the cock Y
is turned, the plug of the other cock is forced to turn to an equal extent and in an
opposite direction.
"
The result is that when the handle of the cock Y, which moves over a dial, is in
the position z of Fig. 14, in relation to which the word "forward is engraved upon
the dial, the pressure water enters by the pipes P and T¹ into the pipe t¹, thence to
behind the piston of the cylinder F to open the injector.
During this forward movement of the piston, the water contained in the front part
of the cylinder escapes by the pipe t and thence by the branches T and B of the
cock X into the free air reservoir of the tender.
If on the contrary, the handle z is brought into the position shewn in Fig. 15, the
inverse movement is effected and the injector is shut.
Finally, when the handle z occupies the position of Fig. 16, each of the two
pipes t, is placed in communication with the free air reservoir of the tender...The
piston then responds to the weight of the system A B C, the centre of gravity, of
which has been diverted from the vertical, and obeys the action of the spring which
is compressed. The piston then resumes its central position.

page_text: The apparatus hereinabove described has the advantage of being able to be
operated without effort; it acts with rapidity and smoothness.
The consumption of pressure water at each controlling operation is practically
nothing.
There is provided, according to this invention, an arrangement for distributing the
load uniformly upon any number of slides supporting one and the same vehicle and
sliding upon two lines of rails or upon any number of lines of rails.
Fig. 17 illustrates a large sized vehicle a b c d supporting a considerable load and
supported in its turn by a large number of slides sliding upon any number of lines
of rails. The improved arrangement for uniformly distributing the load upon all the
slides, consists in the interposition between the frame of the vehicle and each slide, of
a hydraulic cylinder whose piston rod serves as a suspension rod.
This done, it is sufficient to connect together by means of suitable piping all the
hydraulic cylinders of the slides comprised in each of the four rectangles Co Bb,
Be Do, Dd Ao, and Aa Co, whilst leaving these four rectangles isolated amongst
themselves.
It is then certain that the load will be distributed mathematically amongst the
several slides of the same rectangle. The vehicle will thus be supported by four
large slides represented by each of the four rectangles.
Another considerable advantage of this arrangement, is that it allows the different
ines of rails on a same transverse section, to have differences in level which may
reach the height of the stroke of the pistons of the hydraulic cylinders, without
any slide ceasing to support its load.
Further this invention relates to an arrangement for ensuring the automatic
stoppage of the train before reaching the safety buffers in terminal stations.
The sliding railway with hydraulic propulsion possesses one of the most powerful
brakes heretofore known and the trains arrive and stop very quickly in all stations.
In order to prevent all shock against the safety buffers in terminal stations,
there is placed a ramp of wrought iron rising up from the track between the rails, at
some metres distance from its end. This ramp is designed to shut the feed cock of
the slides in case the driver shall have from any reason omitted to do so.
I have not described hereinabove the collector which receives the exhaust water,
nor the motive turbine, nor the general operation of the system.
All these parts are substantially the same as in the well known type of Girard's
bydraulic railway.
It will be evident that the arrangements of details, the forms and dimensions of
the various parts hereinbefore described, may be variously modified to suit the
practical requirements without altering in any respect the nature of this invention.
Dated this 6th day of July 1888.
COMPLETE SPECIFICATION.
Improvements in Railways in which the Vehicles Slide under
Hydraulic Propulsion.
I, CHARLES ARMAND ATHANASE BARRE, of 2, Rue Brochant, Paris, Engineer, do 4.
hereby declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement :-
This invention has for its object improvements in railways in which the vehicles
slide under hydraulic propulsion and has reference to an hydraulic railway of the 5
L. D. Girard type, a description of which is to be found in the specification of English
Letters Patent No. 2506 of 1869.
This invention relates :-
1. To a slide in stable equilibrium and yet capable of oscillation.

page_text: 2. 10 a Пxed ran incapable of longitu
deplaceme
3. To an injector with an automatic discharge and which cannot be frozen up.
4. To a deadening gauze or screen designed to destroy without noise the
momentum of the water of the injector.
5. To means or devices for causing the train to move backwards and forwards.
6. To an arrangement for uniformly distributing the load upon the slides of the
same vehicle.
7. To an arrangement ensuring the automatic stoppage of the train at terminal
stations.
I will now proceed to describe this system with reference to the sheets of drawings
annexed to my provisional specification.
In an improved slide according to this invention the pressure is situated above the
point of application of the suspension rod. This slide is capable of oscillating freely
around the said bearing point.
Further, the points of interruption of the grooves which are traversed by the water
before discharge, are arranged in a systematic manner.
Referring to the drawings filed with my provisional specification,
Figs. 1, 2, 3, 4, illustrate an arrangement of slide which fulfils these conditions.
Fig. 1. is a section on the line 1-2 of Fig. 3.
Fig. 2. is a section on the line 3-4 of Fig. 1.
Fig. 3. is a plan, and
Fig. 4. is a view of the underside of the slide.
;
flexible
The pressure water coming from the tender passes into the slide through a
pipe or hose by means of the union T (Fig. 1.) Being almost wholly retained by
the grooves formed. in the "guide pieces" of the slide, the water can only escape
in very small quantity between these guide pieces and these surface X Y of the rail,
and accumulating in the interior of the slide, it there compresses the air, forcing it
into the upper portion. When the pressure of this air is sufficient, the slide
together with the load which it supports through the medium of the suspension
rod S, is thus slightly raised and all metallic contact with the rail disappears.
.
Referring to Figs. 1, 2, & 4, especially to Fig. 4. which is a view of the underside
of the slide, it will be understood that the lower opening of the slide A B C D is the
area of the bearing surface of the water upon the rail, and corresponding to it,
there is in the upper parts of the slide, an equal horizontal projection of surface upon
which the water exerts its reactive force, either directly or through the medium of
the compressed air.
This reactive force is the pressure which raises the slide. It acts upon surfaces
which are situated at different, heights, upon the under surface of the footstep
which supports the suspension rod as well as on the ribs which connect the same to
the walls of the slide; but the effect is the same as if it acted upon a horizontal
surface equal to ABCD passing through the centre of pressure.
The arrangement of the slide herein described is such that the centre of pressure
is situated in a horizontal plane M. N above the bearing point P of the suspension
rod S.
This condition is indispensable to the stable equilibrium of the slide when it is
subjected to internal pressure acting upwards, but it is not sufficient. The slide must
be capable of oscillating about the bearing point P in order that the resultant
pressure the point of application of which is at the centre of pressure may constantly
bring this latter to the vertical line passing through the point P.
The suspension rod has sufficient play in its footstep to allow of this oscillation of
the slide around the point P.
Two retaining plates R & R¹ (Fig. 2.) fixed on the slide, surround the suspension
rod and enter to a certain extent into a groove or channel on this rod. These plates
without opposing the oscillations of the slide, prevent the latter from separating
itself from the suspension rod.
The same result may be obtained, by slightly swelling the lower portion of the

page_text: The hole pierced in the end i of the rail B is blind with the exception of a small
holes in its end designed to allow of the insertion of a punch to drive out the pin
when required.
When the guiding pin g is in place and secured in the end of the rail A the
end of the rail B is brought up to it in such a manner that the hole in the latter
is fair for the entrance f of the guiding pin.
The cross beam of the rail laying device having been engaged in the apertures / the
rubber cord is placed into one of the curved grooves of the rails (Fig. 7.) Then
the front end of the rail B is slightly raised so that the serrations of the central
lug do not rub against the sleeper, and the two rails are pressed one against the
other by means of the rail-laying apparatus.
When the rubber cord is sufficiently compressed to make a tight joint, and
the play between the rails is sufficient to provide for expansion, the rail B is
allowed to rest upon the sleeper without loosening the rail-laying apparatus; the
pins of the central lugs are then fixed and they are tightened so as to cause the
serrations to enter wholly into the sleeper. The rail-laying apparatus is then
removed and the pins at the ends are inserted. The following rail is laid in the
same way.
When it is required to replace a rail, the cross pieces t t of that rail and of
the preceding one are first removed; then the guiding pins are removed through
the apertures h by means of special pincers. If the pins should stick fast, they
can be knocked out by means of a punch through the apertures i. The bolts of
the rail to be replaced and those of the preceding and of the following rail are
removed and the rail is changed. When the rails have been placed in position the
guiding pins are first inserted and then the bolts.
In the trials with his slide carried out at La Jonchere, Girard never paid
particular attention to the difference in level of the rails, since he attributed to
his slide the entire friction which he found at the several points, such as at the
joints of the rails; he therefore never attempted any special system of joining the
rails with the object of avoiding such differences of level.
In this system of rail the differences of level that may occur are not capable of
reaching the normal thickness of the layer of water compressed between the guards
of the slides and the top of the rails.
The result is therefore that all the economy resulting from the form of the slide
herein before described is realized.
The improved injector is not affected by frost, and to this end the discharge from
the nozzle is effected in an automatic manner when the injector is closed.
Figs. 10 & 11 are respectively a vertical section and a plan of an injector constructed
according to this invention.
Similar letters refer to like parts.
1
A discharge hole'o shown dotted in Fig. 11. is formed in the side of the lower part
of the nozzle B.
This hole is closed by a flap or valve (Fig. 11) which is moved by the piston of a
cylinder a.
This cylinder is controlled by the automatic cock (Figs. 10 & 11) which receives
the pressure water from the chamber C by means of a pipe b and delivers it into the
cylinder a through the pipe c.
The cylinder A serving to open and close the injector is controlled by the automatic
cock R which also receives the pressure water from the chamber C and directs it into
the cylinder A through the pipe D.
The plug of the cock R is. operated by the needle of the sliding train, during the
passage of the same, by means of the controlling rod T. This rod carries a forked
arm M which in its turn controls the plug of the automatic cock r.
When the train turns the plug of the cock R to open the injector the controlling
rod T through the medium of the arm M also opens the cock which sends the pressure
water into the cylinder a; the valve f immediately bears upon its seat, and the injector
B

page_text: ejects the water upon the turbine of the train through the nozzle B without loss at the
orifice o.
When the train has passed and has shut the injector, the arm M turns the plug of
the cock in such a manner as to place the bottom of the cylinder a in communication
with the atmosphere; the springs (Fig. 11) then immediately pushes back the piston
and the discharge valve opens to allow the water which remains in the nozzle B. to
flow away.
The automatic discharge from the nozzle of the injector may also be effected by
means of the apparatus shown in Fig. 12.
When the injector is working and the water under pressure tends to escape by
the orifices o oi the strength of the current forces the valve c on to its seat, and
there is no loss of water. When the injector is shut there is only a pressure of
1 metre to 1-50 metre in height of water upon the valve (viz. a pressure of
about 0.1 to 0.150 kilogs per square centimetre) which the spring r is capable
of overcoming; the valve then opens and the water remaining in the nozzle flows
away through the discharge pipe t.
The valve is guided by ribs a in the orifice o¹ and by a cross shaped guide g at its
other end.
In the non-congealable injectors constructed by Girard, the discharge orifice was
always open and the water escaped not only when the injector was shut but more
especially when it was open.
This improved injector on the contrary does not allow the water under pressure to
escape.
°
The economy effected by its use on a horizontal track where there is seldom more
-than a single injector in communication with the turbine of the train, is not consider-
able, but on an incline where there are always several and even a considerable number
of injectors open at a time this economy may exceed 6%.
In a sliding railway according to this invention there is arranged a "deadening"
gauze designed to destroy without noise the momentum of the water coming from an
injector when it passes out from the turbine.
When the propelling water passes out of the turbine of the train, it has still a
.considerable velocity which would draw it out of the track if the momentum due to
-this speed were not destroyed.
In order to attain this object I place upon the track in relation to each injector, a
frame of iron across which are stretched very finely perforated galvanized metallic
sheets between the last two of which is clamped a horse-hair cloth.
The water passing out from the turbine loses a portion of its momentum whilst
passing through each of the metallic sheets and comes to a standstill against the
last one whence it escapes into the collecting channel of the track, arranged as in
Girard's system.
"
Another feature of this invention relates to means for effecting when the train has
stopped the opening and shutting of the injectors of the track when required, from the
tender, for moving forward or starting again, in the one or the other direction.
Fig. 13 is an elevation in partial section of an arrangement. of parts fulfilling these
conditions.
Figs. 14, 15 & 16 show the various positions of the connected controlling cocks
situated on the tender. These cocks start the apparatus as desired by the driver or
guard of the train.
When the train stops on the track for any reason the injector which happens to be
engaged with the turbine of the train is at an undetermined spot in relation to the
length of the train.
Notwithstanding this, the driver of the train must be able to open and shut this
injector quickly without leaving the tender, which is his post of control.
In order to achieve this result a hollow or solid rod or bar A (Fig. 13) is arranged
under each vehicle and along its whole length. It can turn in bearings fixed to the
cross beams of the frame a and is situated in the vertical plane-passing through the
middle of the extreme. positions M & M of the arm which controls-the injector:

page_text: It carries through the medium of the arms S S¹ (of suitable shape & number) two
other bars B & C of the same length as itself and which stand at a suitable distance
from each of the extreme positions M & M of the arin of the injector.
On the bar A, near the middle cross beam of the vehicle, is fixed a pinion D,
engaging with a rack E whose cylindrical extension forms the piston rod of a piston
having double cupped leathers, and capable of moving in the cylinder F. When the
bars are in the position A B C the piston is in the middle of its stroke. It is
maintained in this position by the weight of the arms S S¹ and of the bars B C, and
also by two springs R R¹ which bear upon a guide G and upon the extension of the
piston rod.
Two pipes & t¹, extending the whole length of the train, can convey the
water to either of the sides of the piston, either by the aperture o which corresponds
to the pipe t, or by the aperture o' corresponding to the pipe t¹.
This distribution may be effected at will in one or the other direction, by means
of connected controlling cocks situated on the tender. Each of the two connected
cocks can cause its corresponding pipe to communicate either with the accumulator on
the tender by the piping P (Fig. 14), or with the free air reservoir by the two
pipes B B¹. The three pipes T P B-T P B open into the casings (of the cocks) by
apertures which divide the circumference of said casings into three equal parts.
The position of the apertures of the pipes B' is controlled by the position of the
plugs when they occupy the position shown in Fig. 16. The plugs of the two cocks
are connected by means of two gear wheels U U of equal diameter, in such a manner
that when the handle Z of the plug of the cock Y is turned, the plug of the other
cock is forced to turn to an equal extent and in an opposite direction.
The result is that when the handle of the cock Y, which moves over a dial is in the
position z of Fig. 14, in relation to which the word "forward" is engraved upon the
dial, the pressure water enters by the pipes P & T¹ into the pipe t¹, thence to behind
the piston of the cylinder F to open the injector.
During this forward movement of the piston, the water contained in the front part
of the cylinder escapes by the pipe t and thence by the branches T & B of the
cock X into the free air reservoir of the tender.
If on the contrary, the handle Z is brought into the position shewn in Fig. 15,
the inverse movement is effected and the injector is shut.
Finally, when the handle Zoccupies the position of Fig. 16, each of the two pipes t, t¹
is placed in communication with the free air reservoir of the tender. The piston then
responds to the weight of the system A B C, the centre of gravity of which has
been diverted from the vertical, and obeys the action of the spring which is
compressed. The piston then resumes its central position.
The apparatus hereinabove described has the advantage of being able to be operated
without effort; it acts with rapidity and smoothness. The consumption of pressure
water at each controlling operation is practically nothing.
There is provided, according to this invention, an arrangement for distributing the
load uniformly upon any number of slides supporting one and the same vehicle and
sliding upon two lines of rails or upon any number of lines of rails.
Fig. 17 illustrates a large sized vehicle a, b, c, d, supporting a considerable load and
supported in its turn by a large number of slides sliding upon any number of lines
of rail. The improved arrangement for uniformly distributing the load upon all the
slides, consists in the interposition between the frame of the vehicle and each slide,
of an hydraulic cylinder whose piston rod serves as a suspension rod.
This done, it is sufficient to connect together by means of suitable piping all the
hydraulic cylinders of the slides comprised in each of the four rectangles GO Bb,
Bc DO, DA O and A a G O, whilst leaving these four rectangles isolated amongst
themselves. It is then certain that the load will be distributed uniformly amongst
the several slides of the same rectangle. The vehicle will thus be supported by four
large slides represented by each of the four rectangles.
Another considerable advantage of this arrangement is that it allows the different

page_text: lines of rails on the same transverse section, to have differences in level which may
reach the height of the stroke of the pistons of the hydraulic cylinders, without any
slide ceasing to support its load.
Further this invention relates to an arrangement for ensuring the automatic
stoppage of the train before reaching the safety buffers in terminal stations.
The sliding railway with hydraulic propulsion possesses one of the most powerful
brakes hitherto known and the trains arrive and stop very quickly in all stations. In
order to prevent all shock against the safety buffers in terminal stations, there is placed
a ramp of wrought iron rising up from the track between the rails, at some inetres
distance from its end. This ramp is designed to shut the feed cocks of the slides in
case the driver shall have from any reason omitted to do.so.
I have not described hereinabove the collector which receives the exhaust water,
nor the motive turbine, nor the general operation of the system.
All these parts are substantially the same as in the well-known type of Girard's
hydraulic railway.
It will be evident that the arrangement of details, the forms and dimensions of
the various parts hereinbefore described, may be variously modified to suit the
practical requirements without altering in any respect the nature of this invention.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
In a railway in which the vehicles slide under hydraulic propulsion, is
1. A slide in which the centre of thrust is situated above the point of application
of the suspension rod, and in which this rod is free to oscillate about its point of
attachment; substantially as described with reference to Figs. 1 to 5 in the drawings,
and for the purpose herein before specified.
2. Rails, such as A & B, provided with projections or bosses a, b, c, for fixing them on
longitudinal sleepers or stone-blocks, and connected together by means of holes o with
guide pieces g, and a cross-piece or stop t intended to prevent any longitudinal
displacement and variations of level the whole substantially as described with reference
to Figs. 6 to 9 of the accompanying drawings.
3. The hereinbefore described construction of injector in which the nozzle
discharges automatically and rapidly the water contained in it by means of a clack
valve actuated by the piston of a cylinder which is controlled by an automatic
cock the whole being for the purpose of obviating any effect of frost, and
substantially as before described and illustrated in Figs. 10 and 11 of the drawings.
4. The herein before described construction of injector in which the nozzle
discharges automatically the water contained in it, by means of a clack valve c
which tends to remain open in consequence of the effect of a spring r; the whole
fitted at the inlet of the discharge pipe t, and operating substantially in the manner
before described with reference to Fig. 12, and for the purpose hereinbefore specified.
5. The arrangement of a grating or sieve, several sheets thick, in front of the
injectors on the track, and through which grating or sieve the water after having
done its work in the turbine, has to pass before running off into the drainage channel
of the track, the remaining force of the water being by this means broken; "all
substantially as described above.
6. The combination of parts which enables the driver, standing on the train, to
open or shut at will the injectors on the permanent way, the said combination
comprising the rods or bars A, B, C, connected to each other by the arms S, of the
wheel D; the rack Ę; the piston and cylinder F this piston having its rod working
in guides G and surrounded by springs R R'; and the pipes t t¹; the whole
substantially as has been before described with reference to Fig. 13 of the drawings.
7. The combination, with the pipes tt', of connected controlling cocks, substantially
as described, with reference to Figs. 14, 15 & 16 of the drawings and for the
purpose there specified.
"

page_text: 8. The use for effecting the uniform distribution of any given load over a number
of slides, of hydraulic cylinders, placed between the slides and the under frame of
the vehicle and connected with one another, substantially as described with reference
to Fig. 17 of the accompanying drawings.
9. The use of an iron ramp rising up between the rails, to close the inlet cock of
the slides, in order to stop the train automatically at terminal stations; substantially
as hereinbefore described.
C. A. A. BARRE.
Per L. W.