IMPROVEMENTS IN PNEUMATIC RAILWAYS AND TUBES, AND THE APPARATUS EMPLOYED THEREWITH
Year: 1864

page_text: LETTERS PATENT to Thomas Webster Rammell, of No. 11, Bridge
Street, Westminster, in the County of Middlesex, Civil Engineer, for
the Invention of "IMPROVEMENTS IN PNEUMATIC RAILWAYS AND TUBES, AND
THE APPARATUS EMPLOYED THEREWITH."
Sealed the 23rd September 1864, and dated the 26th March 1864.
PROVISIONAL SPECIFICATION left by the said Thomas Webster Rammell
at the Office of the Commissioners of Patents, with his Petition, on the
26th March 1864.
I, THOMAS WEBSTER RAMMELL, of No. 11, Bridge Street, Westminster, in
the County of Middlesex, Civil Engineer, do hereby declare the nature of
the Invention for "IMPROVEMENTS IN PNEUMATIC BAILWAYS AND TUBES, AND
THE APPARATUS EMPLOYED THEREWITH," to be as follows:-
To work
One part of my Invention relates to improvements in pneumatic tubes,
more especially applicable to the working of long passenger lines, or lines with
steep gradients, where considerable propulsive force is required.
such lines with greater efficiency I place at convenient points along them two
or more ejectors to work in concert, and so that either exhaustion or com-
pression may be applied at each to the propulsion of the train. The arrange-
ment is such that while one ejector or one series of ejectors is employed in
rarifying and exhausting the air in front, another ejector or another series
may be simultaneously used to blow in compressed air behind, and thus
increase the effect. Valves and air ways are provided at each ejector station
for varying the application of the force, and changing it from exhaustion to

page_text: compression on a train passing by, as well as means for signalling the approach
of a train.
Another part of my Invention relates to improvements in pneumatic tubes
for use in mines. For the haulage of minerals in mines in order to provide
for the return current without interfering with the general ventilation of the
mine, and to give means for lateral access, I prefer to form a double tube,
in one division only of which I place the rails or tramway, the other serving
for the return current and for the passage of men and materials. Such a
tube is readily formed by constructing a wall or brattice along the middle of
a gallery or working, thus dividing it into two parts, and by cutting the
vertical face of the bed of mineral or rock, and the floor and roof, to the
section required for the passage of the waggons or trucks. If a second line
of way be laid down, the other section of tube will serve besides as a return
line for the empty waggons. I place doors at convenient points in the division
wall for access between the two lines. It is to be observed that the object in
view may also be attained by forming in the first instance or making use of
two distinct galleries or workings, and adapting them in the manner
described.
Another part of my Invention relates to improvements in the terminal
apparatus of pneumatic tubes to effect the more safe and convenient dispatch
and delivery of the trains. I make the valve door for closing the end of the
tube double instead of single, and hang each half upon a vertical spindle, so
that it shall swing horizontally instead of lifting vertically. Proper counter-
balances are provided to insure the doors opening, and when they are of large
size hydraulic or pneumatic pressure for closing them. For greater security
I encase the doors, and to obviate inconvenience from their momentum when
quickly swung open, I provide chambers to receive them, the air in which is
made to serve the purpose of a buffer by its escape being regulated. 1 secure
the doors both at top and bottom on their meeting line with cams connected
together, and also with certain bars along the rails, which act as triggers, with
proper rods, levers, and counterbalances. The cams are set by hand, and are
thrown out of gear by the gradual action of the wheels of the arriving carriages
upon the trigger bars. I prefer to place the triggers at points not less than
20 or 25 feet within the tube, to allow sufficient time for the doors to open
fully before the train appears; and there also I place the valve regulating the
escape of air from the buffing chamber of the tube, in order to leave a cushion
of air between the train and the doors in the unlikely event of the triggers
not acting properly.
In the case of passenger tubes 1 dispense with the trigger apparatus and

page_text: make use of the cams only, or ordinary bolts to secure the doors, when
dispatching trains. With coming trains the excess of the atmospheric
pressure without over that within the tube is sufficient to keep the doors closed
until the arrival of the train at the exhaust junction, when the vacuum in the
remaining section of tube being destroyed, they are liberated, and are opened
by the action of the counterbalances.
To bring the parcels and goods' trains finally to rest I employ skid breaks,
placed between the rails within the station at proper points; these I arrange
so that they may be raised or depressed to the degree required to act upon
the under surface of the trucks, which I plate with metal for the purpose.
In the case of parcels and goods tubes I prefer to work the terminal
apparatus from a raised platform above the tube where the spindles of the
door terminate, and to which I lead the rods and levers connecting the several
parts, there also I place the vacuum and pressure gauges, the telegraph, and
other necessary appliances for working.
Another part of my Invention is for improvements in the carriages and
trucks employer. In the case of parcels and goods' tubes, to save space and
obtain the requisite strength, I make the trucks with a stout. upper framework
or sole plate, having recesses in it. to receive the upper part of the wheels.
The framework is supported upon short axles fixed separately in the wheels
and takes a double bearing upon each. The body of the truck is hung to the
framework underneath with proper bolts, and the ends are secured to it above
The draw bars and buffers are likewise attached to it.
In the case of passenger tubes, where it is desirable to save headway, I hang
the carriages as low as possible, by affixing the springs to the under side of
the axles, and allowing the wheels to penetrate the floor in boxed openings.
To avoid side entrances and obtain a clear passage through the entire train,
I place doorways at either end of each carriage, and range the seats on either
side, leaving a broad gangway between them. I make use of sliding doors as
being more manageable when under pressure of air, and apply elastic packing
to the frames to render them air-tight. I prefer to form the external sail
board of wood or metal to within about three inches of the inner contour of
the tube, and in such manner that the softer edging to fill up the annular space
beyond may be secured to it with rivets or screws, and be readily removed and
renewed. For the edging I prefer to use strips of leather, caoutchouc, or some
tough material, with bristles or fibre inserted between them, and projecting
beyond in the manner of a brush.
In order to give facilities for turning sharp horizontal curves, I prefer to fix
one wheel only of each pair to the axle, allowing the other to run loose.

page_text: Another part of my Invention is for improvements in the construction of
pneumatic tubes, when from their too large size such tubes cannot be con-
veniently cast and laid in entire lengths or rings constituting complete sections.
Under these circumstances I prefer to cast the tube in three or more segmental
plates of convenient and equal length, and forming when united together a
complete annular section. Each separate segment, however, may for con-
venience be cast in one or more parts, which in that case should be bolted
together to form a full-sized plate before the work of laying is commenced.
I form the base of the tube of one segmental plate (which may be subdivided
as described) having internal ribs, and a smooth external surface to take an
even bed upon the concrete or other foundation employed, and the upper
portion either of two segmental plates springing from the base and meeting at
the crown, or of three segmental plates, two springing from the base, and
meeting the third or upper plate at the haunches; and these I cast with
external ribs and a smooth internal surface, offering but little resistance to the
pneumatic current. I unite the segmental plates together longitudinally with
bolts and flanches. forming recesses along the lower joints, in order that the
bolts there may be inserted from the inside. The complete sectional lengths
I unite with a lap or socket joint, so contrived, and with so much play, that in
the process of laying the several sections of tube may be set at any desired
angle one with another, and any required curve, either vertical or horizontal,
be thus formed, and also that the cement or other material employed for
making the joint and the necessary bolts may be inserted from the inside.
I prefer to lay these tubes upon a bed of concrete, which I first form to an
even surface corresponding with the outer contour of the base plate, and to
fill in the trench immediately around the upper plates with the same material,
which thus becomes part of the construction, adding to the strength of the
tube, and allowing of a saving in the thickness of the plates. It is to be
observed that the base plate may be cast with external ribs and a smooth
internal surface, if recesses are left along the joints, for the insertion of the
lower bolts from the inside; but I prefer to cast them with internal ribs.
Another part of my Invention relates to improvements in the permanent
way of pneumatic tubes, and the method of fixing it. To obtain a smooth
and secure way for parcels and goods' tubes, and one which may be readily
laid and repaired, I make use of separate iron rails laid upon wood packing.
and held in position by metal lugs or projections cast or formed along channels
in the tube. I make the packing pieces in pairs of flat wedges, which, when
drawn apart, allow of a rail being inserted beneath the lugs, and when driven
together fix it securely up to and against such lugs. A rib on the upper

page_text: under side of the rail, and
Any rail may be quickly
wedge. fits into a corresponding groove on the
insures the accurate meeting of the butt ends.
removed and another inserted in its place by the arrangement described.
In the case of passenger tubes I prefer to lay the sleepers of the permanent
way immediately upon the invert or base plate of the tube, or with only a
layer of felt or other elastic packing intervening. I fill in the space between
the timbers with gravel or suitable material, and to reduce windage and avoid
dust, floor or pave over the whole to an even surface corresponding in level
with that of the upper surface of the rails.
Another part of my Invention relates to improvements in pneumatic
ejectors termed "centrifugal discs" in my former Patent, numbered 2718,
and dated 6th November 1860. Where great strength is required to resist
the centrifugal strain, I prefer to make the radiating ribs of the machine of
iron or steel plate instead of wood, as heretofore. I cut such ribs all to one
pattern, representing the transverse contour of the ejector, except that some
are longer than the others. A slot of a certain length is cut in each to admit
the central plate to which the rib is rivetted at right angles with strong angle
iron. Lighter angle or T-iron is employed along the outer edges of each rib,
to which the covering plates are similarly rivetted. I prefer also to make the
covering plates all of one pattern, of such shape and size that the meeting
lines between them shall radiate from the centre of the machine and coincide
with the lines of the longer ribs, over which the plates should lap. Near the
outer edges of the covering plates, and the periphery of the machine, I affix on
one or both sides metal rings to give more accuracy of form and stiffness to
that part, and also in certain cases to provide an accumulator of power after
the manner of a fly wheel, and I make such rings of substance suited to the
requirements of each case. To hold the longer ribs in position, and to obtain
a base from which the central plate may be set up to a true plane at right
angles to the axis of rotation, I sing channels along the edges of the rudi-
mentary ribs formed in the metal mouth pieces on either side of sufficient
depth to receive the butt ends of the ribs and for the insertion of proper
wedges.
!
To reduce the length of the shaft as far as may be, I place the bearings
wholly or partly within the outer line of the trunk supports, forming a recess
in each trunk for the purpose, and where the trunks are of large size
I strengthen them internally with one or more transverse ribs. For greater
stability I place the trunk supports upon a cast-iron frame or bed plate,
extending the entire length of the machine and across the ends, and bolt such
frame firmly down to the brickwork or masonry of which I prefer to form the

page_text: pit or race, in which the machine works; and where the ejector is intended
for compression as well as exhaustion, I place upon and securely bolt to such
framework the metal casing constituting the upper portion of the pressure
chamber. When the ejector is intended for both purposes I prefer to place
the connecting tubes or air ways on the same side or at the same end of the
machine, and as nearly as may be in the same horizontal plane, in order both
.to save depth and bring the valves closer together; and I carry the supply
and escape junctions out of the exhaust and pressure tubes respectively on
opposite sides of such tubes with the same object.
SPECIFICATION
in pursuance of the conditions of the Letters Patent, filed
by the said Thomas Webster Rammell, in the Great Seal Patent Office,
on the 26th September 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
WEBSTER RAMMELL, of No. 11, Bridge Street, Westminster, in the County of
Middlesex, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent bearing date the Twenty-sixth day of March, in the year of our Lord One
thousand eight hundred and sixty-four, in the twenty-seventh year of Her
reign, did, for Hersclf, Her heirs and successors, give and grant unto me,
the said Thomas Webster Rammell, Her special licence that I, the said Thomas
Webster Rammell, my executors, administrators, and assigns, or such others as
I, the said Thomas Webster Rammell, my executors, administrators, 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 "IMPROVEMENTS IN PNEUMATIC RAILWAYS AND TUBES, AND THE APPARATUS
EMPLOYED THEREWITH," upon the condition (amongst others) that I, the said
Thomas Webster Rammell, my executors or administrators, by an instru-
ment 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 Thomas Webster Rammell, do hereby
declare the nature of the said Invention, and in what manner the same is to be

page_text: performed, to be particularly described and ascertained in and by the
following statement thereof, that is to say:-
One of my Inventions consists of an improvement in the arrangement of
pneumatic tubes and railways, and the machinery employed therein, and is
more especially applicable to the working of long passenger lines, or lines with
steep gradients, where considerable propulsive force is requisite.
In order to work any such lines with greater efficiency, I place at convenient
distances thereon two or more pumping stations, to work simultaneously
and in concert, and so that either exhaustion or compression may be applied
at will at any or either station for the purpose of propelling the train. The
arrangement in fact is such that while one machine or pump, or one series of
machines or pumps, is employed in rarefying and exhausting the air in front,
another machine or pump or another series of machines or pumps, may be
simultaneously employed in compressing the air behind, thus materially
increasing the motive power.
In Figure 1, Sheet 1, A, A, represents the pneumatic tube or railway; B, C,
and D, pumping stations; E, F, terminal doors or valves; G, the train in
motion. Valves and airways h and h' are provided at each station for varying
the application of the force and changing it from exhaustion to compression
as may become necessary.
Another of my Inventions consists of improvements in pneumatic tubes or
railways to be used in mines. In applying the pneumatic principle to tubes
and railways employed in mines it is essential to provide for the return
current without interfering with the general ventilation of the mine. I pro-
pose to form a double tube or gallery, on one line only of which I place the
tram or way, the other serving for the return current and for the passage of
men and materials; such a tube is readily formed by constructing a wall or
brattice along the middle of a gallery or working as shown in Figure 2,
Sheet 1, thus dividing it into two parts, and cutting the vertical face of the
bed of mineral or rock, and the floor and roof, to the section required for the
passage of the waggons or trucks. If a line of way be laid down along both
tubes the second may serve as a return line for the empty waggons. I place
doors at convenient points in the division wall for access between the two
tubes. The objects in view may also be attained by forming in the first
instance, or making use of two distinct galleries or workings, and adapting
them in the manner above described.
In Figure 2, Sheet 1, A represents the working tube; A¹, the return tube
or gallery; and B, the brattice or dividing wall.
Another of my Inventions consists of improvements in the terminal appa-

page_text: '
ratus of pneumatic tubes or railways intended to effect the more safe and
convenient despatch and delivery of the trains.
Figure 1, Sheet 2, represents a plan; Figure 2, a longitudinal elevation and
section; and Figure 3, a transverse section of the terminal apparatus I propose
to apply to parcels and goods' tubes.
A represents the tube; B, the tube doors contained in the case C for closing
the end of the tube; these doors are double, and are each hung upon an
ordinary vertical spindle so that it may swing horizontally. Proper counter-
balances are provided to insure the doors opening, and when the doors are of
large size, as shown in Figures 4, 5, and 6, (which represent the terminal
apparatus of passenger tubes, and which are more particularly referred to
hereafter), hydraulic or pneumatic pressure is employed for closing them and
lifting the balance weights. For greater security I encase the doors, and to
obviate inconvenience from them swinging back violently, I provide chambers E
to receive them, the air in which serves the purpose of a buffer, its escape
being regulated either by the size of the door as compared to the chamber, or
by openings provided in the casing, as shown at E, E, Figures 5 and 6.
I secure the doors both at top and bottom in their meeting line with cams or
bolts connected together as shown at F, Figures 1 and 2. These cams are
connected together by the rods and levers G, G, to insure their simultaneous
but reverse action. The cams are secured by the bolts H, H, which are
connected by the rods and levers I, J, with trigger bars I placed along the
rails in the interior of the tube. The cams are set by hand, and are thrown-
out of gear by the gradual action of the wheels of the arriving carriages depressing
the trigger bars, by which the bolt holding the cams in position is withdrawn
by means of the rods and levers shown. I prefer to place the triggers at a
point not less than 20 or 25 feet within the tube, to allow sufficient time for
the doors to open fully before the train appears and near that point also
I place the valve regulating the escape of air from the buffing chamber of the
tube as shown at K, K, Figures 1 and 2, in order to leave a cushion of air
between the train and the doors in the unlikely event of the trigger not
acting properly. The degree of compression in the buffing chamber is
regulated by the handle and rod L, L, acting upon the valve K, K. In the
case of passenger tubes I dispense with the trigger apparatus as last described
and make use of a cam or bolt only to secure the doors when despatching
trains as shewn at M in Figures 4, 5, and 6. With coming trains the escape
of the atmospheric pressure without over that within the tube is sufficient to
keep the doors closed until the arrival of the train at the exhaust junction,
when the vacuum in the remaining portion of the tube being reduced they are

page_text: liberated and are opened by the action of the counterbalances N, N, Figures 5
and 6. In place of the counterbalances the doors might be opened by pneu-
matic or hydraulic pressure. In the case of parcels and goods' tubes I prefer
to work the terminal apparatus from a raised platform above the tube where
the spindles of the doors terminate as shown at the point O, O, Figures 1 and 2,
and to which I lead the rods and levers connecting the several parts. On
this platform I place the vacuum and pressure gauges, the telegraph, and other
necessary appliances for working the tube.
Another of my Inventions consists in the employment of a new kind of
break, which I call a skid break, for the purpose of bringing parcels and
goods' trains finally to rest. This break is represented in Figures 7 and 8,
Sheet 2, and consists of a plank of hard wood or plate of metal A, A, fixed to
the permanent way at one end, and moving upon a pivot B, and at the other
resting upon the cam C, by which it may be raised or depressed by means of
the rod and lever D. The bottom of the truck or carriage is plated with
metal, and the friction produced by the raising of the break acts as a check
upon the motion of the truck.
Another of my Inventions consists in improvements in the construction of
the carriages and trucks employed in pneumatic tubes and railways.
In the case of parcels and goods tubes, to save space and obtain the requisite
strength, I make the trucks with a stout upper framework, having recesses in
it to receive the upper part of the wheels. The framework is supported upon
short axles fixed separately in each wheel, and takes a double bearing upon
each axle. The body of the truck is hung or fastened to the framework
underneath by means of proper bolts, and the ends are secured to it above.
Draw bars and buffers are attached to the framework.
The above description of truck will be readily understood upon a reference
to Figures 3, 4, 5, and 6, Sheet 1.
In the case of passenger tubes, where it is desirable to save headway, I
hang the carriages as low as possible by affixing the springs to the under side
of the axles, and allowing the wheels to penetrate the floor in boxed openings
underneath the seats. To avoid side entrances and obtain a clear way through
the train, I place the doors at either end, and range the seats on either side
with a broad gangway between. 1 make use of sliding doors as more
manageable when under pressure of air, and apply elastic packing to render
them air-tight. I prefer to form the internal tail-board marked A in Figures
7, 8, 9, 10, and 11, Sheet 1, of wood or metal to within 3 or 4 inches of the
inner contour of the tube, and in such manner that the softer edgings to fill
up the annular space beyond may be secured to it with rivets or screws, and

page_text: be readily removed and renewed as occasion may require. For the edging I
prefer to use strips of leather or caoutchouc, or some other tough and elastic
material with bristles or fibre inserted between them, and projecting beyond
in the manner of a brush.
In order to give facilities to turning sharp horizontal curves I prefer to fix
one wheel only of each pair to the axle, allowing the other to run loose,
but I do not claim this Invention as new, except in its application to
pneumatic tubes.
The above arrangements will be more readily understood by reference to
Figures 7, 8, 9, 10, and 11, Sheet 1.
Another of my Inventions consists in an improvement in the construction
of pneumatic tubes when from their too large size they cannot be conveniently
cast and laid in entire lengths or rings constituting complete sections; under
these circumstances I should cast the tube in three or more segthental plates
of convenient and equal length, and forming when united together a complete
annular section. Each separate segment may however, for convenience, be
cast in one or more parts, which in that case should be bolted together to
form a full-sized plate before the work of laying is commenced. I form the
base of the tube of one segmental plate (which may be subdivided as described),
having internal ribs and a smooth external surface to take an even bed upon
the concrete or other foundation employed, and the upper portion either of two
seginental plates springing from the base and meeting at the crown, or of
three segmental plates, two springing from the base and meeting the third or
upper plate at the haunches, and these. I cast with external ribs and a smooth
internal surface, offering but little resistance to the pneumatic current. I unite
the segmental plates together longitudinally with bolts and flanches forming
recesses along the lower joints, in order that the bolts there may be inserted
from the inside. The complete sectional lengths I unite with a lap or socket
joint so constructed that in the process of laying the tube the several sections
may be set at any desired angle one with another, and any required curve,
either vertical or horizontal, be thus formed, and also that the cement or other
material employed for making the joint and the necessary bolts may be inserted
from the inside. I prefer to lay these tubes upon a bed of concrete, which I
first form to an even surface corresponding with the outer contour of the base
plate, and I fill in the trench immediately around the upper plates with the
same material, which thus becomes part of the structure, adding to the
strength of the tube, and allowing of a saving in the thickness of the
plates.
It is to be observed that the base plate may be cast with external ribs and

page_text: a smooth internal surface if recesses are left for the insertion of the lower bolts
from the inside, but I prefer to cast them with internal ribs.
This last-mentioned Invention will be more fully understood by reference to
Figures 9, 10, 11, 12, 13, and 14, Sheet 2.
Another of my Inventions consists in improvements in the construction of
the permanent way of pneumatic tubes, and the method of fixing the rails.
To obtain a smooth and secure way for parcels and goods' tubes, and one
which may be readily laid and repaired, I make use of separate iron rails laid
upon wood packing or sleepers, and held in position by metal lugs or
projections. In the case of metal tubes these lugs are cast with and form
part of the tube, as shown in Figures 15, 16. and 17, Sheet 2; and in the
case of tubes constructed of brickwork or masonry these lugs form part of a
metal chair, cast separately, and built in with the work, as shewn in Figure 18,
at convenient distances apart. I make the packing pieces in pairs of flat
wedges, which when drawn apart allow of a rail being inserted beneath the lugs
or removed when required, and when driven together these wedges fix the rail
securely up to and against such lugs. The rail is what is known as a bridge
rail, but with unequal flanges, as shewn in Figures 15, 16, and 18, and the
upper wedge is formed with a rib, which fits accurately into the groove in the
under side of the rail, so that upon the wedge being driven home the accurate
meeting of the butt ends of the rails is insured.
The above Invention is also applicable to passenger tubes.
In the case of passenger tubes I prefer to lay the sleepers of the permanent
way immediately upon the invert of the tube, or with only a layer of felt or
other elastic packing intervening, as shown in Figures 9 and 10, Sheet 2.
Another of my Inventions consists of improvements in what I here call
" pneumatic ejectors," but described in my former Patent, numbered 2718,
and dated 6th November 1860, as "centrifugal disc."
Where great strength is required to resist the centrifugal strain I make the
radiating ribs of the machine A, A', Figures 13 and 14, Sheet 1, of iron or
steel plate instead of wood as heretofore. By means of machinery I cut such
ribs all to one pattern, corresponding to the transverse contour of the ejector,
with this exception, that some of the ribs are longer than the others, as shewn
in Figures 13 and 14. A slot of the length required to admit the central
plate B is cut in each rib, and the rib is rivetted to the central plate at right
angles with strong angle iron. Lighter angle or T iron is employed along the
outer edge of each rib to which the covering plates C are similarly rivetted.
I prefer also to make the covering plates all of one pattern, of such shape and
size that the meeting lines between them shall radiate from the centre of the

page_text: machine, and coincide with the lines of the longer ribs. Near the outer edges
of the covering plates and the periphery of the machine, I affix on one or both
sides metal rings D, to give more accuracy of form and stiffness to that part,
and also in certain cases to provide an accumulator of power after the manner
of a fly wheel, and. I make such rings of substances suited to the requirements
of each particular case. To hold the longer ribs in position, and to obtain a
base from which the central plate and the periphery of the machine may be
set up to a true plane at right angles to the axis of rotation, I sink channels
along the edges of the rudimentary ribs E, Figures 14, 15, and 16, formed in
the metal mouth-pieces on either side of sufficient depth to receive the butt
ends of the ribs, and for the insertion of suitable wedges F, by means of which
the machine is adjusted to a true plane. To reduce the length of the shaft as
far as may be, I place the bearing G wholly or partly within the outer line of
the trunk supports H, forming a recess in each trunk to receive them, and
where the trunks are of large size I strengthen them internally with one or
more transverse ribs I. For greater stability I place the trunk supports upon
a cast-iron frame or bed plate K, extending the entire length of the machine,
and across the ends, and bolt such frame firmly down to the brickwork or
masonry, of which I prefer to form the pit or race on which the machine
works; and where the ejector is intended for compression, as well as exhaustion
I place upon and securely bolt the metal casing L, constituting the upper
portion of the pressure chamber to such framework. I prefer also to place
the connecting tubes or airways M. on the same side or at the same end of the
machine, and as nearly as may be in the same horizontal plane, in order both
to save depth and bring the valves closer together, and I carry the supply and
escape junctions out of the exhaust and pressure tubes respectively on opposite
sides of such tubes with the same object.
In witness whereof, I, the said Thomas Webster Rammell, have here-
unto set my hand and seal, this Twenty-fourth day of September, One
thousand eight hundred and sixty-four.
T. W. RAMMELL. (L.S.)